JP4695908B2 - Pedal device and automobile equipped with the same - Google Patents

Description

  The present invention relates to a pedal device that causes a vehicle to generate a vehicle output or a vehicle output command based on a pedaling force, and an automobile including the pedal device.

  Conventionally, the vehicle motion is determined by the driving force and braking force operated by the driver, and the driver generally drives the vehicle by depressing the pedal. Therefore, the characteristics of the pedal device, such as pedal position, pedal reaction force, vehicle driving force, and vehicle braking force, are factors that determine driving feeling, ease of operation, and ease of fatigue.

  On the other hand, since the conventional pedal is mechanically connected to the accelerator wire and the master cylinder, the characteristics of the pedal are uniquely determined by the mechanism. However, in recent years, a so-called by-wire technique has made it possible to arbitrarily set the relationship between the pedal position or reaction force or the driving force or braking force of the vehicle. Studies have been made on how to control the power relationship. For example, a technique of a pedal device is known in which a brake operation can be easily performed by reducing a stroke of a pedal position when the pedal is depressed and reducing a movement of a lower limb.

JP 2000-142369 A

  When the stroke of the pedal position becomes small, the resolution of the pedal position with respect to the depression becomes insufficient, and it is necessary to determine the vehicle output based on the depression force. However, it is difficult to delicately adjust the pedaling force compared to the pedal position operation. In particular, when the vehicle output of the same level is kept constant, or when an operation that gradually changes the minute vehicle output is performed, if the vehicle output is output based on the pedaling force, the vehicle is determined based on the pedal position. Compared to the case where the output is output, there are cases where the vehicle cannot be driven smoothly, is difficult to operate, or gives the driver a sense of incongruity. Also, it is difficult to keep the foot on the pedal without outputting the vehicle output. Therefore, there is a need for a method for outputting a vehicle output based on the pedaling force that can smoothly and smoothly realize the vehicle movement intended by the driver.

  In the present invention, an invalid pedaling force and hysteresis are provided in the relationship between the pedaling force and the vehicle output or the vehicle output command so that the relationship between the pedaling force and the vehicle output or the vehicle output command in the stepping operation and the releasing operation is different, and also in the holding operation The vehicle output or vehicle output command with respect to is given a certain gradient. In particular, in the case of the holding and releasing operation, the vehicle output or the vehicle output command may be kept constant regardless of the pedaling force. Further, an invalid pedaling force is provided so that a vehicle output or a vehicle output command is not output with a pedaling force smaller than the invalid pedaling force.

  According to the present invention, it is possible to output a vehicle output in consideration of the fluctuation characteristics of the pedaling force, which is a problem in the realization of a pedal device that outputs a vehicle output based on the pedaling force, or an automobile equipped with the pedal device. Even if you want to keep the vehicle output or to change the vehicle output slightly, you can output a vehicle output with good operability without feeling uncomfortable based on the treading force, and wait on the pedal without outputting the vehicle output I will be able to let you.

  The present invention is a vehicle that can detect a pedaling force and includes a pedal device that can output a vehicle output without assuming a mechanical connection between the pedal device and the vehicle output device. Output or vehicle output command is output.

  FIG. 1 is a schematic diagram of a system constituting the present invention. FIG. 2 is a block diagram of a system constituting the present invention.

  Reference numeral 1 denotes a pedal device operated by a driver to drive a vehicle. Reference numerals 30, 40, 50, 60, 70, and 80 denote vehicle output devices that change the movement of the vehicle. The vehicle according to FIGS. 1 and 2 is an application by the by-wire technology. In particular, the combination of the vehicle output devices 30, 40, 50, 60 and the pedal device 1 is an application by the brake-by-wire technology, and the pedal device 1 in the brake-by-wire technology is a brake pedal. Further, the pedal device 1 when the pedal device 1 is combined with at least one of the vehicle output devices 70 and 80 is an accelerator pedal.

  Information is transmitted by communication via the communication path 111 between the pedal device and the vehicle output device. That is, the pedal device and the vehicle output device are connected by exchanging electrical signals without assuming a mechanical connection. Further, the operation input to the pedal device is transmitted as an electrical signal to the vehicle output device, and the vehicle output device performs vehicle output based on the transmitted signal information. Since the pedal device and the vehicle output device are not premised on mechanical connection, control of the pedal position and pedal reaction force of the pedal device and control of the vehicle output of the vehicle output device can be performed independently.

  The pedal device 1 includes a pedal 3 that serves as an action point to be stepped on with a foot. The driver applies a pedaling force to the pedal device 1 by depressing the pedal 3. All inputs (operation inputs) performed by the driver to the pedal device include at least pedal effort. The pedal device 1 generates a pedal reaction force according to the pedal effort, and gives the driver an operational feeling of the pedal. The pedal operation feeling generally has a great influence on the driving feeling of the vehicle.

  In the pedal device 1, the relationship between the pedal position and the pedal reaction force or the pedaling force can be arbitrarily set by electrical control. Here, the pedal position corresponds to an amount by which the pedal is depressed or an operation amount. The pedal position may be rephrased as a pedal stroke or simply a stroke. The stepping force is a force applied to the pedal device by the driver, and generally corresponds to a stepping force or an operating force by a foot. The pedal reaction force is a force applied to the driver from the pedal device when the driver is operating the pedal, and corresponds to an operation reaction force. The pedal reaction force may be simply referred to as a reaction force. The pedal reaction force is a force that is paired with the pedaling force, and is generally a force opposite to the pedaling force. In particular, when the pedal is not moving in the depressed state or when the pedal motion is not accelerating, the pedaling force and the pedal reaction force are balanced, and are almost equivalent forces. Therefore, when the pedal reaction force is at a certain value, it can be said that the pedaling force is also the same value, and vice versa.

  The pedal device 1 includes an actuator 4, and the actuator 4 can be electrically controlled. The actuator 4 is, for example, an electric motor or a motor. When electric power is supplied to the actuator 4 or an electric current is supplied, the member 2 rotates around the rotation shaft 9 or a force in the rotation direction is generated. The actuator 4 includes an actuator control sensor 5. The operation input arithmetic unit 8 controls the actuator 4 based on information from the actuator control sensor 5 and can arbitrarily change the pedal position and the pedal reaction force.

  Further, the operation input computing device 8 transmits a vehicle output command to the vehicle output devices 30, 40, 50, 60, 70, 80. The vehicle output devices 30, 40, 50, 60, 70, 80 output vehicle outputs based on the transmitted vehicle output command. That is, a vehicle output corresponding to the operation input is output via communication.

  In addition, the pedal device 1 includes a treading force detection means 12. The treading force detecting means 12 detects the operating force or the treading force and simultaneously detects the operating reaction force or the pedal reaction force. Here, since the treading force detecting means 12 is a means for detecting a force, the operating force and the operating reaction force are detected as being the same.

  The operation input calculation device 8 controls the actuator 4 based on the pedaling force detected by the pedaling force detection means 12 and changes the pedal position or the pedal reaction force. Further, the operation input calculation device 8 determines a vehicle output command based on the operation information detected by the pedaling force detection means 12 and transmits the determined vehicle output command to the vehicle output device via the communication path 111.

  The pedaling force detection means 12 may be the pedaling force sensor 6, the direct power sensor 7, or the rotational torque sensor 10. The sensor 6 can detect a pedaling force by which the driver depresses the pedal or a pedal reaction force by which the pedal pushes back the driver's foot. The sensor 7 can detect a force acting on the member 2 when the pedal 3 is depressed. The sensor 10 is attached to the rotating shaft 9 and can detect torque generated on the rotating shaft 9.

  Sensors 6, 7, and 10 are sensors for detecting force or torque, and are generally sensors that detect distortion of components. The detection of the strain of the constituent member may be, for example, a method using a resistance change of a strain gauge, or a method of measuring the displacement amount of the member by light or magnetism. The treading force detection means 12 includes at least one of the sensors 6, 7, and 10, and can detect a physical quantity corresponding to the operating force or the treading force.

  The operation input arithmetic unit 8 includes an operation state determination unit 13. The operation state determination means 13 determines the operation state of the pedal based on the pedal effort. The operation state includes a stepping action, a releasing action, and a holding action. The stepping action is an action in which the pedaling force applied to the pedal is increasing, and the driver clearly attempts to increase the vehicle output. Further, the releasing operation is an operation in which the pedaling force applied to the pedal is reduced, and the driver clearly attempts to reduce the vehicle output. The holding operation is an operation in which the stepping force is maintained at substantially the same magnitude, and the driver tries to keep the vehicle output constant. However, even in the holding operation, it is necessary to perform a delicate vehicle operation by increasing or decreasing the vehicle output to some extent, and the vehicle output in the holding operation is not always constant. Further, the operation state determination means 13 determines the holding stepping operation and the holding release operation in the holding operation. The holding step operation is a case where the pedaling force is increased in the holding operation, and the holding release operation is a case where the pedaling force is decreasing in the holding operation.

  The vehicle output devices 30, 40, 50 and 60 are electrically controllable braking output devices. The vehicle output by the braking output device is a deceleration or braking force of the vehicle, and the braking output device generates a braking force on the vehicle based on the transmitted vehicle output command and decelerates the vehicle. Therefore, the vehicle output command transmitted to the braking output device may be vehicle deceleration or braking force.

  Here, the brake output device may be a caliper, for example, and may be an electric brake that can electrically control the thrust of the piston that presses the rotor. When the brake output device is an electric brake, it is provided with an actuator that generates an electric force, and the force generated by the actuator is converted into a piston thrust through a mechanical configuration such as a speed reducer. A mechanism capable of controlling the braking force of the vehicle by controlling the piston thrust may be used.

  Further, the brake output device may be a caliper, for example, and may be an electric hydraulic brake capable of generating a thrust of a piston that presses the rotor by hydraulic pressure and electrically controlling the hydraulic pressure. When the braking output device is an electric hydraulic brake, an actuator that generates an electric force is provided, and the hydraulic pressure can be changed by the actuator, and the braking force of the vehicle is controlled by controlling the hydraulic pressure. It may be a mechanism that can.

  Therefore, the vehicle output command transmitted to the braking output device may be the thrust of the electric brake or the hydraulic pressure of the electric hydraulic brake.

  Here, details of the braking output device 30 will be described. The braking output devices 40, 50, 60 have basically the same structure as the braking output device 30.

  For example, the braking output device 30 controls the braking force generated by the caliper 34 with the actuator 33. The actuator 33 is controlled by the vehicle output calculation device 32. The state of the control output device can be detected by the brake output device state sensor 35. The vehicle output calculation device 32 controls the actuator 33 according to the state of the control output device. The vehicle output calculation device 32 may transmit the state of the control output device to the pedal device 1 via the communication path 111 as necessary. The state of the control output device may include thrust generated by the electric brake or hydraulic pressure generated by the electric hydraulic brake.

  The vehicle output devices 70 and 80 are drive output devices that can be electrically controlled. The vehicle output by the drive output device is the speed, acceleration or driving force of the vehicle. The drive output device generates a driving force in the vehicle based on the transmitted vehicle output command and accelerates the vehicle. Therefore, the vehicle output command transmitted to the drive output device may be the vehicle speed, acceleration, or driving force.

  As a drive output device for a vehicle, an engine configuration such as 70 is generally used. However, in a hybrid vehicle, an electric vehicle, an electric four-wheel drive vehicle, or the like, a configuration of an electric motor such as 80 is used for a drive output device, or a configuration in which an engine and an electric motor are combined.

  Here, details of the drive output device 70 will be described. The drive output device 70 is an engine, for example, a mechanism that drives a vehicle using gasoline or light oil as fuel. The drive output device 70 controls the actuator 72 or the spark plug 73 according to the transmitted vehicle output command and the state of the drive output device, and causes the engine 71 to generate a vehicle output. The state of the drive output device is detected by a drive output device state sensor 75. The actuator 72 is controlled by a vehicle output calculation device 74. The vehicle output calculation device 74 may transmit the state of the drive output device to the pedal device 1 via the communication path 111 as necessary. The state of the drive output device may include the driving force or the rotational speed of the engine 71.

  Here, details of the drive output device 80 will be described. The drive output device 80 is, for example, an electric motor, and generates vehicle output by supplying electric power or passing current. For example, the drive output device 80 includes an actuator 83 and a sensor 85 for controlling the actuator, and is controlled by the vehicle output calculation device 84. The vehicle output calculation device 84 may transmit the state of the drive output device 80 to the pedal device 1 via the communication path 111 as necessary.

  Here, in practice, the vehicle output command and the vehicle output may not necessarily coincide completely. However, how faithfully the vehicle output device can output the vehicle output according to the vehicle output command is not an essential factor in the present invention. Therefore, in the following description, it is assumed that the vehicle output is equal to the vehicle output command. That is, in the present invention, the vehicle output may be replaced with the vehicle output command, and outputting the vehicle output by the pedal effort is synonymous with outputting the vehicle output command by the pedal effort. Furthermore, in the description with reference to the drawings, the axis of the vehicle output is essentially equivalent to the axis of the vehicle output command, and the vehicle output command may be used instead of the vehicle output.

  The communication path 111 is an information path by an electrical signal that connects between the pedal device and the vehicle output device, and is physically composed of electric wires. In many cases, the pedal device and the vehicle output device are installed at spatially separated locations, and information between them is generally exchanged via the communication path 111 using an electric signal of a time division multiplex communication system. The format of the electrical signal used for the communication path 111 may be serial communication, or multiplex communication such as CAN, FlaxRay, or LAN.

  FIG. 3 shows the configuration of the operation input computing device, the vehicle output computing device, and the communication path. In FIG. 3A, there is one communication path, and the vehicle output devices 151 to 154 are controlled by one vehicle output calculation device 150. For example, there is only one device for controlling the hydraulic pressure, such as an ABS device or a skid prevention device, and the hydraulic pressure is transmitted to each caliper, and electrical communication with the operation input calculation device 8 is performed via one communication path 111. It may be configured as described above.

  In FIG. 3B, there are two communication paths 111, and the vehicle output devices 156, 157, 159, 160 are controlled by a plurality of vehicle output arithmetic devices 155, 158. For example, when the front and rear wheels of the vehicle are separate hydraulic systems, there are two devices for controlling the hydraulic pressure, and two routes for electrical communication with the pedal device are also required. By using two systems, the reliability can be improved, and the vehicle motion performance can be improved by performing vehicle output for each system.

  In FIG. 3C, there is one communication path 111, but the vehicle output devices 165 to 168 are controlled by different vehicle output arithmetic devices 161 to 164, respectively. For example, when all the four wheels of the vehicle are equipped with electric brakes, there may be a case where each wheel is provided with a device for controlling the vehicle output and communicates with the pedal device. Since all four wheels of the vehicle independently control the vehicle output, the vehicle motion performance can be improved at a higher level.

  In FIG. 3D, there are two communication paths 111, and the vehicle output devices 173 to 176 are controlled by different vehicle output devices 169 to 172, respectively. For example, if all four wheels of the vehicle are equipped with electric brakes, and each wheel is equipped with a device that controls the vehicle output, the front right wheel and the rear left wheel are connected to the pedal device via the same communication path. A configuration may be employed in which communication is performed and the front left wheel and the rear right wheel communicate with the pedal device via the same communication path. In addition, for example, when all the four wheels of the vehicle are equipped with electric brakes, and each wheel is equipped with a device that controls the vehicle output, the front two wheels communicate with the pedal device via the same communication path. The rear two wheels may communicate with the pedal device via the same communication path. By duplicating the communication path, even if a failure or failure occurs on one communication path, the vehicle output device belonging to the other communication path operates, so that the reliability of the entire vehicle is improved. I can do it.

  FIG. 4 is a schematic diagram showing an application of the pedal device. FIG. 4A shows a pedal device when the operation input unit 402 is positioned below the rotation axis 401, and FIG. 4B shows the pedal device when the operation input unit 403 is positioned above the rotation axis 404. If there is a pedal device. FIG. 4C shows a case where the pedal device does not have a rotating shaft and moves directly in response to an operation input to the operation input unit 405. FIG. 4D shows that the rotating shaft 406 and the actuator 407 are separately provided. It is a pedal device. The rotational output of the actuator 407 is converted into an output in the linear motion direction by the rotational linear motion conversion mechanism 408 and acts on the member 409, thereby moving the pedal end 410 and generating an operation reaction force. Here, for example, a worm gear or a ball screw may be used as the rotation / linear motion conversion means.

  FIG. 4E shows a pedal device in the case where the actuator 411 is not a rotary motor but is displaced in the linear motion direction or generates a force. When the output of the actuator 411 acts on the member 412, the pedal position is moved or an operation reaction force is generated. The actuator 411 may be a solenoid, for example.

  Here, FIG. 5 shows the relationship between the pedal position, pedal reaction force or pedaling force, and vehicle output of a general pedal device. Here, a general pedal device is such that a pedal device and a vehicle output device are connected by a mechanical mechanism such as hydraulic pressure or wire, and an operation input is transmitted by the mechanical mechanism to output a vehicle output. Is a pedal device that is premised on. Or it is a pedal device which does not presuppose mechanical connection, Comprising: It is a pedal device which simulated the pedal device which presupposes mechanical connection.

  In a typical pedal device, for example, the pedal reaction force increases as shown in FIG. Further, the relationship of the pedal reaction force to the pedal position when the pedal is depressed is, for example, a curve 501, whereas the relationship of the pedal reaction force to the pedal position when the pedal is released is, for example, a curve 502. It becomes like this. That is, the pedal reaction force has a stepping action curve 501 and a release action curve 502. The pedal reaction force varies depending on the direction, and has a hysteresis characteristic.

  Moreover, the vehicle output of a general pedal device also increases according to the pedal position as shown in FIG. 5B, for example. The relationship of the vehicle output to the pedal position when the pedal is depressed is, for example, a curve 503, whereas the relationship of the vehicle output to the pedal position when the pedal is released is, for example, a curve 504.

  That is, since the vehicle output is also realized by the curves 503 and 504, it has a hysteresis characteristic. However, the hysteresis characteristic of the vehicle output with respect to the pedal position is smaller than the hysteresis characteristic of the pedal reaction force with respect to the pedal position, and the curves 503 and 504 may be substantially the same depending on the pedal device. Further, depending on the pedal device, the vehicle output curves 503 and 504 may use the same curve so that the vehicle output with respect to the pedal position has no hysteresis.

  In general, the pedaling force rises faster than the pedal position, falls quickly, and a constant pedaling force does not continue much. When the vehicle output is changed, the pedal force often overshoots or undershoots compared to the pedal position.

  In the pedal device as shown in FIG. 5, the pedal position or the vehicle output is kept constant even if the pedaling force changes frequently due to the pedal reaction force and the vehicle output hysteresis. It is effective to maintain a certain level of vehicle output during the driving operation of the vehicle, from the standpoint of improving driving operability and comfort and reducing lower limb fatigue. Hysteresis characteristics of the pedal device Is an important element in pedal devices.

  In the pedal device 1, it is possible to electrically realize a pedal device using the characteristics as shown in FIG. 5 so that the same driving operation as that of the conventional pedal device can be performed. However, a pedal device that does not assume mechanical connection with the vehicle output device can set the pedal position and the pedal reaction force independently of the vehicle output. For example, the pedal reaction as shown in FIG. It is also possible to construct a pedal device with force.

  The pedal reaction force 531 according to FIG. 6A has a steep gradient of the pedal reaction force with respect to the pedal position, and can be said to be a very hard pedal or a pedal having a very short stroke. Further, the pedal reaction force 532 is a soft low reaction force, and the start of the pedal can be transmitted to the driver.

  Here, since the pedal device having a short stroke needs to have a small movable range, the degree of freedom in designing the layout below the driver's seat is greatly improved. Further, since the stroke is short, the vehicle can be driven without extending too much, so that the vehicle can be driven while always maintaining the optimum driving position. Furthermore, since the stroke is short, it is not necessary to move the foot quickly when performing a sudden depression, and for example, sudden braking is easily performed.

  Here, in FIG. 6A, the change in the pedal position with respect to the pedal effort is small, so the vehicle output is output based on the pedal effort (FIG. 6B).

  Reference numeral 541 in FIG. 6B represents the relationship between the pedaling force and the vehicle output in a general pedal device. The stepping region 544 has a steep slope, and the region 543 having a large pedaling force has a gentle slope. Further, when the pedaling force is gradually increased from the case where there is no or almost no pedaling force, the vehicle output is not output at the pedaling force of the invalid pedaling force 542 or less. By providing the invalid pedaling force, it is possible to place the foot on the pedal without depressing the pedal and keep the foot on standby without outputting the vehicle output.

  Here, since hysteresis is not included in FIG. 6B, it always varies according to the vehicle output pedaling force with respect to the pedaling force. Therefore, even in an operation in which it is originally desired to keep the vehicle output constant, the vehicle output is not kept constant, and a large vehicle output fluctuation occurs.

  Therefore, the hysteresis output as shown in FIG. Here, the hysteresis characteristic of the vehicle output not based on the pedal position is realized by making the sensitivity of the vehicle output with respect to the pedaling force in the stepping motion different from the sensitivity of the vehicle output with respect to the pedaling force in the releasing motion. Here, the sensitivity of the vehicle output with respect to the pedaling force is the ratio of how much the vehicle output is output when the pedal is depressed with a certain pedaling force, and at the same time, how much the vehicle output changes when the pedaling force changes. It is also a percentage. That is, the sensitivity of the vehicle output with respect to the pedaling force may be paraphrased as a gradient of the vehicle output with respect to the pedaling force, or may be paraphrased as a derivative of the vehicle output with the pedaling force.

  Here, for example, when the relationship between the pedal force and the vehicle output is extracted from the relationship between the pedal position, the pedal reaction force (the pedal force), and the vehicle output in FIG. 5, the hysteresis characteristic of the vehicle output with respect to the pedal force is as shown in FIG. Become. In general, the vehicle output in the stepping motion is a curve that is larger on the stepping force axis and smaller on the vehicle output shaft than the vehicle output in the release operation. That is, the vehicle output 551 is a stepping action, and is a vehicle output when attempting to increase the stepping force applied to the pedal. Further, the vehicle output 552 is a release operation and is a vehicle output when attempting to reduce the pedaling force applied to the pedal. By changing which of the vehicle output 551 and the vehicle output 552 is used depending on whether the stepping operation or the release operation is performed, the vehicle output can have a hysteresis characteristic even if the pedal position does not change.

  However, since FIG. 7A uses the characteristics when the vehicle is operated based on the pedal position, when the vehicle is operated based on the pedal effort, the relationship based on FIG. It may not be desirable to use it. For example, in the region 553 where the pedal effort is small in the vehicle output 552 of the releasing operation in FIG. 7A, the gradient of the vehicle output with respect to the pedal effort is extremely steep. This means that the sensitivity of the vehicle output with respect to the pedaling force is too high, and in this region, a slight pedaling force operation is necessary to adjust the vehicle output. In general, the pedal effort varies greatly, and it may be difficult to arbitrarily adjust the vehicle output with a pedal having sensitivity (gradient) as in the region 553. For this reason, when the vehicle output is output using FIG. 7A, the vehicle output may be suddenly reduced against the driver's intention in the releasing operation.

  Therefore, a method of outputting the vehicle output with respect to the pedal effort may be used without being based on FIG. For example, as shown in FIG. 7B, there is a method in which the vehicle output 561 of the stepping motion and the vehicle output 562 of the release motion are realized by straight lines so that the steep slope as in the region 553 does not occur. Here, the sensitivity of the vehicle output with respect to the pedal effort is in the range of about 0.002 G / N to 0.01 G / N, but it is necessary to prevent the vehicle output 561 of the stepping action and the vehicle output 562 of the release action from intersecting. .

  Further, for example, as shown in FIG. 7C, the sensitivity of the vehicle output with respect to the pedaling force can be changed in the middle so that the vehicle output does not become too large when the pedaling force is large. Furthermore, if the characteristics change discontinuously between the straight line and the broken line, it may cause the driver to feel uncomfortable, so the vehicle output is output using a characteristic such as that shown in FIG. May be.

  Here, all of FIG. 7 include invalid pedaling forces 554, 564, 574, and 584. Since there is an invalid pedaling force, when the foot is on the pedal without depressing the pedal, the foot can be made to stand by without outputting the vehicle output.

  The relationship between the treading force and the vehicle output is different for the stepping action and the releasing action, but the relationship between the treading force and the vehicle output during the releasing action from the stepping action or from the releasing action to the stepping action is also the stepping action. Alternatively, a different one from the case of the release operation is used.

  It can be said that the holding operation is performed during the period from the stepping operation to the release operation or from the release operation to the stepping operation.

  The relationship between the pedaling force and the vehicle output in the holding operation will be described below. For simplification, the vehicle output of the stepping action and the releasing action is expressed by a straight line as shown in FIG. However, the relationship between the pedaling force and the vehicle output in the holding operation described below can be applied to all of FIGS.

  For example, in FIG. 8, when there is a relationship between the pedaling force and the vehicle output in the region 601 between the vehicle output 602 at the time of the stepping motion and the vehicle output 603 at the time of the releasing motion, it is defined as the holding motion. Here, the operation state determination means 13 determines whether the pedal is a stepping action, a releasing action or a holding action.

  Here, the relationship between the pedaling force and the vehicle output in the holding operation is, for example, as shown in FIG. 9, the gradient of the vehicle output with respect to the pedaling force is always kept constant, and the vehicle output has a predetermined sensitivity with respect to the pedaling force. You may do it.

  In FIG. 9, for example, when the pedal force is increased from zero, the vehicle output remains zero until the invalid pedal force 617. When the invalid pedaling force 617 is exceeded, the operation state becomes the holding operation, so that the vehicle output is output according to the sensitivity 618. Further, when the pedaling force increases and exceeds the pedaling force 619, the operation state becomes the stepping motion, and therefore the vehicle output is output based on the vehicle output 602 in the stepping motion.

  If the pedaling force is increased to the pedaling force 611 and then the pedaling force is decreased, the operation state is the holding operation, and therefore the vehicle output is output based on the holding operation sensitivity 613. Here, for example, when the pedal effort is less than 612, the operation state is a release operation, and thus the vehicle output is output based on the vehicle output 603 in the release operation. Further, for example, when the pedal effort is reduced to the pedal effort 614 and then the pedal effort is increased again, the vehicle output is output according to the holding operation sensitivity 616. Furthermore, when the pedal effort exceeds 615, the vehicle output is output again based on the vehicle output 602.

  Here, sensitivities 613, 616, and 618 are vehicle output sensitivities with respect to the stepping force in the holding operation, and are expressed by a smaller gradient than the vehicle output 615 in the stepping operation and the vehicle output 614 in the releasing operation. By reducing the gradient in the holding operation, it is possible to reduce the fluctuation of the vehicle output based on the pedaling force that tends to fluctuate, and to easily adjust the vehicle output due to the pedaling force.

  In addition, because the pedaling force is operated with the foot, the pedaling direction (increase the pedaling force) is easier to operate, and the release direction (decreasing the pedaling force) is more difficult. Therefore, it is desirable that the sensitivity of the vehicle output of the holding operation in the increasing direction of the pedal force, which is relatively easy to operate, and the sensitivity of the vehicle output of the holding operation in the decreasing direction of the pedal force, which is relatively difficult to operate, are preferably separated.

  Therefore, for example, as shown in FIG. 10, even when the holding operation is the same, the gradient of the vehicle output with respect to the pedaling force is different between the operation in which the pedaling force increases (holding stepping operation) and the operation in which the pedaling force decreases (holding release operation). Good. Here, the vehicle outputs 643, 644 and 645 are gradients in the holding step operation, and the vehicle outputs 641 and 642 are gradients in the holding and releasing operation. In FIG. 10, 643, 644, and 645 have a larger gradient than 641 and 642 in order to increase the sensitivity in the holding and stepping operation more than the sensitivity in the holding and releasing operation.

  Here, the gradient in the holding operation is determined based on the ease with which the pedal force varies, the characteristics of the pedal position and the pedal reaction force, and the like. It depends on the type of vehicle and the shape of the pedal. Further, in the pedal having a stroke as shown in FIG. 6A, the reaction force, that is, the pedaling force changes depending on the stroke. Therefore, in order to operate the vehicle without a sense of incongruity with the pedal, the sensitivity of the deceleration with respect to the pedaling force is preferably set. This is very important.

  For example, when a vehicle output as shown in FIG. 9 is output from a pedal having the characteristics shown in FIG. 6A, the gradient in the holding operation can be set in a range of about 0.001 to 0.005 G / N. It is.

  By using the pedal effort-vehicle output characteristics as shown in FIGS. 9 and 10, the vehicle output with respect to the pedal effort includes a hysteresis characteristic. Therefore, even when the vehicle output is output based on the pedal effort, the vehicle output can be kept constant in the holding operation, and a pedal device having operability and comfort can be realized.

  Further, the relationship between the pedaling force and the vehicle output in the holding operation is, for example, as shown in FIG. 11, in which the vehicle output is kept constant with respect to the change in the pedaling force in the holding release operation, and the vehicle output with respect to the pedaling force in the holding stepping operation. You may make it have a fixed sensitivity.

  In FIG. 11, for example, when the vehicle output is increased from 0, the vehicle output remains 0 until the invalid pedaling force 717 even if the pedal force is increased. When the invalid pedaling force 717 is exceeded, the holding operation is performed, so that the vehicle output is output according to the sensitivity 718. Further, when the pedaling force increases and exceeds the pedaling force 719, a pedaling operation is performed, so that a vehicle output is output according to the vehicle output 602.

  Further, if the pedal effort is increased to the pedal effort 711 and then the pedal effort is reduced, the vehicle output is output based on the holding action sensitivity 713 instead of the vehicle output 602 of the previous pedal action. Here, the sensitivity 718 is a sensitivity in a holding step operation in which the pedaling force increases in the holding operation, and the vehicle output can be adjusted even during holding by increasing the stepping force. Sensitivity 713 is the sensitivity in the holding release operation in which the pedaling force decreases in the holding operation, and is parallel to the pedaling force axis. Therefore, until the pedaling force falls below 712, the vehicle output remains the same as in the case of the pedaling force 711. Be drunk. When the pedal effort is less than 712, the vehicle output is output based on the vehicle output 603. Further, when the pedal effort is decreased to the pedal effort 714 and then increased again, the vehicle output is output according to the holding operation sensitivity 716. Sensitivity 716 is a holding step action. Further, when the pedal effort exceeds 715, the vehicle output is output again based on the vehicle output 602.

  As shown in FIG. 11, by keeping the vehicle output with respect to the pedaling force constant in the holding and releasing operation, it is possible to provide a dead zone with respect to the pedaling overshoot and undershoot that are likely to occur when the pedal is depressed, and to suppress the uncomfortable feeling with respect to the driving operation. In addition, in the holding step operation, the vehicle output with respect to the pedaling force is made sensitive so that the vehicle output in the holding operation can be adjusted, the vehicle output with respect to the stepping-up is made faster, and the vehicle motion with respect to the driving operation of the driver Responsiveness can be improved.

  By applying the invention as described above, it is possible to realize an automobile equipped with a pedal device that generates a vehicle output based on the pedaling force regardless of the pedal position and is easy for the driver to operate and less fatigue.

  Further, the present invention is applied to the relationship of the vehicle output with respect to the pedaling force mainly in the holding operation in the pedal device that outputs the vehicle output based on the pedaling force. The present invention is inevitably applied to a pedal that does not stroke or hardly strokes due to the constitutional reason that the pedal position does not change. In the case of outputting the vehicle output based only on the pedaling force, the same application is possible.

  The present invention is for outputting a vehicle output based on a pedaling force, and it is assumed that the pedal device and the vehicle output device are not mechanically connected or that the vehicle output is mechanically connected to the pedal device. It is related with the pedal apparatus which is not.

  However, in order to produce the main effect of the present invention, the pedal device does not necessarily have an actuator. That is, the present invention can be similarly applied to a pedal device in which the pedal position is constrained by a mechanical configuration.

  Here, the schematic diagram of the pedal which becomes Example 2 which can apply this invention to FIG. 12 is shown. In FIG. 12A, the pedal 901 is installed on a structure 904 fixed to the vehicle (driver's seat) reference plane 905, and a spring element 911 or a damper element 912 is interposed between the pedal 901 and the structure 904. The pedal reaction force is generated when the pedal is depressed, and the stroke of the pedal position restrained in a fixed path with respect to the reference surface 905 is generated. Further, the pedal device shown in FIG. 12A includes a sensor 902 or a sensor 903, and can detect a pedaling force. The pedaling force may be detected by a sensor 902 installed on the surface of the pedal 901, or may be detected by using a sensor 903 installed between the pedal 901 and the structure 904 or on the structure 904.

  FIG. 12B shows a mechanism in which the pedal 901 includes an arm 923 and the stroke simulator 922 generates a pedal reaction force by a rod 921 connected to the arm 923. The stroke simulator 922 generates a pedal reaction force corresponding to the movement of the rod 921 by a hydraulic or mechanical spring element or sliding element. The sensor 924 is attached to the rod 921 and can measure a pedaling force or a pedal reaction force.

  The pedal device shown in FIGS. 12A and 12B does not include an actuator, but includes a sensor capable of detecting a pedaling force as a pedaling force detection unit. By outputting a vehicle output or a vehicle output command based on a pedaling force detected by a sensor or a force corresponding to a pedaling force, the present invention can be applied and its main effect can be exhibited.

  ADVANTAGE OF THE INVENTION According to this invention, the motor vehicle provided with the pedal apparatus which outputs a vehicle output based on pedal effort, does not give a driver | operator a sense of incongruity, is easy to operate, and can perform comfortable driving operation is realizable.

1 is a schematic diagram of a system showing an example of a configuration of Example 1. FIG. 1 is a block diagram of a system showing an example of a configuration of Example 1. FIG. It is a schematic diagram which shows an example of a structure of an operation input calculating device, a vehicle output calculating device, and a communication path. It is a schematic diagram which shows the application of a pedal apparatus. It is a graph which shows an example of a general pedal characteristic. It is a graph which shows an example of the characteristic of a pedal device with a short stroke. It is a graph which shows an example of the relationship between a pedal effort and a vehicle output. It is a graph which shows an example of the relationship between a pedal effort and a vehicle output. It is a graph which shows an example of the relationship between a pedal effort and a vehicle output. It is a graph which shows an example of the relationship between a pedal effort and a vehicle output. It is a graph which shows an example of the relationship between a pedal effort and a vehicle output. 10 is a schematic diagram illustrating an example of a configuration of Example 2. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Pedal apparatus 2 Member 3 Pedal 4 Actuator 5 Actuator control sensor 6 Treading force sensor 7 Direct power sensor 8 Operation input calculating device 9 Rotating shaft 10 Rotation torque sensor 30 Braking output device 40 Braking output device 50 Braking output device 60 Braking output device 70 Drive output device 80 Drive output device

Claims (12)

A pedal device for a vehicle, comprising: a pedal; and a pedaling force detection unit that detects a pedaling force with respect to the pedal, and outputs a vehicle output command to a vehicle output device based on the pedaling force detected by the pedaling force detection unit,
Based on the pedaling force detected by the pedaling force detection means, comprising an operation state determination means for detecting an operation state of a stepping action, a releasing action or a holding action,
Based on the operation state detected by the operation state determination means, change the relationship of the vehicle output command to the pedal force ,
When the pedal is depressed, the pedal position is stroked, and the vehicle output command in the holding operation has a constant gradient with respect to the pedaling force . A pedal device for a vehicle, comprising: a pedal; and a pedaling force detection unit that detects a pedaling force with respect to the pedal, and outputs a vehicle output command to a vehicle output device based on the pedaling force detected by the pedaling force detection unit,
Based on the pedaling force detected by the pedaling force detection means, comprising an operation state determination means for detecting an operation state of a stepping action, a releasing action or a holding action,
And the vehicle output command relative to the pedal effort in the depressing motion, have a hysteresis between the vehicle output command relative to the pedal effort in the releasing motion,
When the pedal is depressed, the pedal position is stroked, and the vehicle output command in the holding operation has a constant gradient with respect to the pedaling force . 3. The pedal device according to claim 1 or 2, wherein the pedal output in response to the pedaling force in the holding operation when the pedaling force increases in the holding operation (stepping holding operation) and the pedaling force decreases in the holding operation (release holding operation). The vehicle pedal device is characterized in that the gradient of the vehicle is different. The pedal device according to any one of claims 1 to 3,
When the pedaling force increases in the holding operation (stepping holding operation), the vehicle output command is increased as the pedaling force increases. When the pedaling force decreases in the holding operation (released holding operation), the vehicle output command is output regardless of the pedaling force. A pedal device for a vehicle characterized by maintaining a constant value. The pedal device according to any one of claims 1 to 4 , wherein when a pedal effort is increased from a state in which a pedal force is not applied or hardly applied to the pedal, the pedal force is less than a predetermined pedal force (invalid pedal force). A pedal device for a vehicle, characterized by maintaining a state in which no vehicle output command is generated. The pedal device according to any one of claims 1 to 5 , wherein the pedal is an accelerator pedal or a brake pedal. An automobile that includes a pedal, a pedaling force detection unit that detects a pedaling force against the pedal, and a vehicle output device that outputs a vehicle output, and that outputs a vehicle output or a vehicle output command based on the pedaling force detected by the pedaling force detection unit. And
Based on the pedaling force detected by the pedaling force detection means, an operation state determination unit that detects an operation state of a stepping operation, a release operation, or a holding operation is provided, and the pedaling force is determined based on the operation state detected by the operation state determination unit changing the relationship between the vehicle output or the vehicle output command relative to,
An automobile characterized in that when the pedal is depressed, the pedal position strokes, and the vehicle output or the vehicle output command in the holding operation has a constant gradient with respect to the pedaling force . An automobile that includes a pedal, a pedaling force detection unit that detects a pedaling force against the pedal, and a vehicle output device that outputs a vehicle output, and that outputs a vehicle output or a vehicle output command based on the pedaling force detected by the pedaling force detection unit. And
Based on the pedaling force detected by the pedaling force detecting means, the vehicle is provided with an operation state judging means for detecting an operation state of a stepping action, a releasing action or a holding action, and a vehicle output or a vehicle output command for the pedaling force in the stepping action and a releasing action have a hysteresis between the vehicle output or the vehicle output command relative to the pedal effort,
An automobile characterized in that when the pedal is depressed, the pedal position strokes, and the vehicle output or the vehicle output command in the holding operation has a constant gradient with respect to the pedaling force . 9. The vehicle according to claim 7 or 8 , wherein when the pedaling force increases in the holding operation (stepping holding operation) and when the pedaling force decreases in the holding operation (released holding operation), An automobile characterized by different output command gradients. The automobile according to any one of claims 7 to 9,
When the pedaling force increases in the holding operation (stepping holding operation), the vehicle output or the vehicle output command increases as the pedaling force increases, and when the pedaling force decreases in the holding operation (released holding operation), regardless of the pedaling force An automobile characterized by keeping a vehicle output or a vehicle output command constant. The automobile according to any one of claims 7 to 10 , wherein when the pedal force is increased from a state where the pedal is not or hardly applied, the vehicle is below a predetermined pedal force (invalid pedal force). An automobile characterized by maintaining a state in which no output or vehicle output command is generated. The automobile according to any one of claims 7 to 11 , wherein the pedal is an accelerator pedal or a brake pedal.

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