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WO2011028830A1 - Ensemble pédale d’accélérateur - Google Patents

Ensemble pédale d’accélérateur Download PDF

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Publication number
WO2011028830A1
WO2011028830A1 PCT/US2010/047568 US2010047568W WO2011028830A1 WO 2011028830 A1 WO2011028830 A1 WO 2011028830A1 US 2010047568 W US2010047568 W US 2010047568W WO 2011028830 A1 WO2011028830 A1 WO 2011028830A1
Authority
WO
WIPO (PCT)
Prior art keywords
housing
pedal
assembly
interior
brake pad
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2010/047568
Other languages
English (en)
Inventor
Murray Kaijala
David Stewart
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CTS Corp
Original Assignee
CTS Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by CTS Corp filed Critical CTS Corp
Publication of WO2011028830A1 publication Critical patent/WO2011028830A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30—Controlling members actuated by foot
    • G05G1/38—Controlling members actuated by foot comprising means to continuously detect pedal position
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G5/00—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
    • G05G5/03—Means for enhancing the operator's awareness of arrival of the controlling member at a command or datum position; Providing feel, e.g. means for creating a counterforce

Definitions

  • This invention relates to a pedal mechanism and, in particular, a vehicle accelerator pedal.
  • Automobile accelerator pedals have conventionally been linked to engine fuel subsystems by a cable, generally referred to as a Bowden cable. While accelerator pedal designs vary, the typical return spring and cable friction together create a common and accepted tactile response for automobile drivers. For example, friction between the Bowden cable and its protective sheath otherwise reduces the foot pressure required from the driver to hold a given throttle position. Likewise, friction prevents road bumps felt by the driver from immediately affecting throttle position.
  • the present invention is directed to a pedal assembly comprising a housing, a pedal arm coupled to the housing, a friction generating assembly associated with the housing and a sensor responsive to movement of the pedal arm for providing an electrical signal that is representative of pedal position.
  • the friction generating assembly includes an actuator which is mounted adjacent the pedal arm and is adapted to be moved by the pedal arm as the pedal arm is depressed.
  • the friction generating assembly also includes a brake pad having a pair of legs interconnected by a flexible and arcuate rib member. Each of the legs includes an interior and an exterior contact surface and the actuator is adapted to abut against the interior contact surface of the pair of legs and flex the pair of legs and the exterior contact surface thereof into abutting frictional abutting relationship with a braking surface.
  • the friction generating assembly also includes at least one spring which contacts the brake pad for biasing the pedal arm.
  • each of the pair of legs of the brake pad includes a distal foot projecting outwardly therefrom and the actuator is adapted to abut against the distal foot on each of the legs and flex the pair of legs outwardly away from each other and into contact with the braking surface.
  • the friction generation assembly includes a housing which defines the braking surface and receives the actuator and the brake pad for linear movement therein and the spring for compression therein.
  • the pedal assembly housing defines an interior cavity and includes a base defining an opening in a lower surface thereof and the friction generating assembly is in the form of a separate cartridge which is fitted into the interior cavity of the pedal assembly housing through the opening in the base of the pedal assembly housing.
  • the pedal assembly housing defines an other opening into the interior thereof and the pedal assembly further comprises a connector assembly which extends through the other opening and into the interior cavity and includes a pair of clip arms for clipping the connector assembly to the pedal assembly housing.
  • the pedal assembly housing includes a back wall defining an interior ledge and the pedal arm includes a drum and an elongated arm protruding outwardly therefrom and adapted to abut against the interior ledge defined on the back wall of the pedal assembly housing for limiting the rotation of the pedal arm relative to the pedal assembly housing.
  • FIGURE 1 is an exploded perspective view of an accelerator pedal assembly in accordance with the present invention incorporating a friction generating assembly or module also in accordance with the present invention;
  • FIGURE 2 is a vertical cross-sectional view of the accelerator pedal assembly of FIGURE 1 ;
  • FIGURE 3 is an enlarged perspective view of the friction generating module of the accelerator pedal assembly shown in FIGURES 1 and 2;
  • FIGURE 4 is an enlarged exploded perspective view of the friction generating module shown in FIGURE 3;
  • FIGURE 5 is an enlarged perspective view of the brake pad of the friction generating module shown in FIGURES 3 and 4;
  • FIGURE 6 is an enlarged horizontal cross-sectional view of the friction generating module shown in FIGURE 3;
  • FIGURE 7 is a vertical cross-sectional view of an alternate embodiment of an accelerator pedal assembly in accordance with the present invention.
  • FIGURE 8 is an exploded perspective view of the pedal arm of the accelerator pedal assembly shown in FIGURE 7.
  • FIGURES 1 and 2 A first embodiment of a non-contacting accelerator pedal assembly 20 in accordance with the present invention incorporating a friction generating assembly or module 700 also in accordance with the present invention is shown in FIGURES 1 and 2.
  • Pedal assembly 20 incorporates features which are currently the subject of U.S. Published Patent Application No. US2008/0276749 and thus the disclosure thereof is expressly incorporated herein by reference.
  • Pedal assembly 20 includes a pedal housing 100 and an elongated pedal arm 50 that is rotatably mounted to and in the pedal housing 100.
  • the housing 100 defines a cavity which contains the friction module 700 and the pedal assembly 20 is adapted for mounting to the firewall or floor of a vehicle (not shown).
  • the pedal assembly 20, including the housing 100 thereof, can be formed from any suitable molded plastic and the housing 100 defines an enclosure or shell including a generally flat bottom housing wall or base 102 (FIGURES 1 and 2), generally curved side walls 103 and 104 (FIGURE 1), a top generally curved housing wall or roof or cover 105 (FIGURES 1 and 2), and a back housing wall 106 (FIGURE 2).
  • Side walls 103 and 104 are generally parallel and opposed and spaced from each other and are oriented generally perpendicular to, and extend unitarily from, the opposed side edges of the base 102 and the roof 105.
  • the base 102 and the walls 103, 104, 105, and 106 of the pedal housing 100 together define an interior hollow sensor cavity 130 (FIGURE 2) and an interior friction generating assembly or module cavity 140 (FIGURE 2) located below the sensor cavity 130.
  • the cavities 130 and 140 are accessible through respective openings (not shown) in the back wall 106 and the lower surface of the base 102 of the housing 100.
  • Pedal housing 100 further defines a front opening 108 (FIGURE 1) for the pedal arm 50.
  • the side walls 103 and 04 include respective arc- or curved-shaped exterior shoulders or edges 109 and 110 (FIGURE 1) with respective lower ends which merge into the top surface of the base 102.
  • the upper ends of the arc-shaped shoulders 109 and 10 merge into the top housing wall 105.
  • the shoulders 109 and 110, the top face of the base 102, and the front edge of the top wall 105 together define the pedal opening 108 defined in the front of the housing 100.
  • Shaft bores 112 are co-linear with each other.
  • Interior wall 111 in housing side wall 104 further defines a groove or notch 111a.
  • Interior wall 111 in opposed housing side wall 103 further defines a plurality of spaced-apart grooves or notches 111b, 11c, and 111d.
  • a pair of anchors 120 extend outwardly from respective opposed corners of the housing base 102. Each anchor 120 defines an aperture 122.
  • a generally U-shaped metal insert 124 (FIGURE 1) is press-fit into the aperture 122.
  • Housing 100 is securable to a vehicle using fasteners such as bolts or screws (not shown) that pass through the inserts 124 and the apertures 122 and into the firewall or a pedal rack of the vehicle.
  • the interior surface of the housing base 102 additionally defines a pair of spaced-apart recesses or grooves 123 (only one of which is shown in FIGURE 2) for clipping or hooking the friction generating module 700 in the interior of the housing 100 as described in more detail below.
  • a wedge-shaped protrusion or platform 148 (FIGURES 1 and 2) extends and slopes upwardly from the top surface of the housing base 102 in the direction of the pedal arm opening 108.
  • a connector mounting flange 107 extends outwardly from the top housing wall 105 and the back housing wall 106.
  • Connector mounting flange 107 defines an opening (not shown) that is contiguous with and extends through the back housing wall 106 and into the interior sensor cavity 130.
  • the interior surface of connector mounting flange 107 defines an interior shoulder or step 133 (FIGURE 2).
  • Elongated pedal arm 50 has a proxil end 54 (FIGURES 1 and 2) and a distal end 52 (FIGURE 1). An elongate center portion 53 (FIGURE 1) extends between the ends 52 and 54.
  • Pedal arm 50 has a bottom side or surface 65 (FIGURES 1 and 2). Distal end 52 defines a top footpad 55 (FIGURE 1) which may be either integral with the pedal arm 50 or articulating and rotating at its connection to distal end 52.
  • Pedal arm 50 can also be made from an injection molded plastic or the like suitable material.
  • a bracket 59 (FIGURES 1 and 2) is also defined on the drum 56 by a pair of generally L-shaped spaced-apart hooks or fingers 59a and 59b
  • FIGURE 2 which protrude outwardly from a front portion of the surface 57 of the drum 56 and together define a recess or pocket 60 (FIGURES 1 and 2).
  • a shoulder or stop 61 projects outwardly from an upper portion of the drum 56 located above the bracket 59 and a rounded cam lobe or finger 62 (FIGURES 1 and 2) extends from a bottom portion of the drum 56 located below the bracket 59.
  • the stop 61 and the finger 62 are located generally opposite and co-linear with each other.
  • Pedal arm 50 is retained in, and pivots about, the pedal housing 100 via an elongate axle or shaft 180 (FIGURES 1 and 2) that extends through the bore 58 in the drum 56 and the bores 112 in housing side walls 103 and 104.
  • Axle or shaft 180 is cylindrical in shape and defines a distal end 182 (FIGURE 1) and a proximal end or head 186 (FIGURE 1) having a diameter greater than the distal end 182.
  • a round bearing surface or portion 190 (FIGURE 1) is located on axle 180 between ends 182 and 186.
  • Distal end 182 includes an outwardly projecting tab 182a (FIGURE 1).
  • Proximal head 186 defines a plurality of outwardly protruding spaced-apart tabs 186b, 186c, and 186d.
  • the distal end 182 of axle 180 is press-fit (not shown) into the interior surface 111 of housing side wall 104 in a relationship wherein the tab 182a thereof is fitted into the groove 111 a to prevent the rotation of the axle 180 relative to the side wall 104.
  • the distal end 186 of the axle 180 is press-fit into the interior surface 111 of the side wall 103 in a relationship wherein the tabs 186b, 186c, and 186d are fitted into the respective grooves 111b, 111c, and 111 d also again to prevent the rotation of the axle 180 relative to the side wall 103.
  • pedal arm 50 rotates in the opening 108 of housing 100 about the stationary axle 180.
  • pedal arm 50 is rotatable in a clockwise direction (arrow 72 in FIGURE 2) relative to and about the housing 100 until the stop 61 contacts a ridge or lip or shoulder 128 formed on and projecting downwardly from the interior surface of the top housing wall 105.
  • the lip 128 is located adjacent the opening 108 in pedal housing 100.
  • Pedal arm 50 is also rotatable counter-clockwise (arrow 70 in FIGURE 1 ) about the housing 100 until the pedal arm 50 reaches another rotational limit at an open-throttle position where the bottom side 65 of the pedal arm 50 contacts the base 102 of the housing 100.
  • the pedal assembly 20 additionally comprises a sensor assembly defined by the combination of a bipolar tapered magnet assembly or magnet 32 (FIGURES 1 and 2) which is attached to the pedal arm 50 and extends into the sensor cavity 130 in the housing 100, a magnetic field sensor 44 (FIGURES 1 and 2) in the interior of the housing 100, and magnetic flux conductors or pole pieces 45 and 46 (FIGURE 1) coupled to the magnet 32.
  • a sensor assembly defined by the combination of a bipolar tapered magnet assembly or magnet 32 (FIGURES 1 and 2) which is attached to the pedal arm 50 and extends into the sensor cavity 130 in the housing 100, a magnetic field sensor 44 (FIGURES 1 and 2) in the interior of the housing 100, and magnetic flux conductors or pole pieces 45 and 46 (FIGURE 1) coupled to the magnet 32.
  • Magnetic flux conductors or pole pieces 45 and 46 are fan-shaped, are preferably made of steel, define a pair of respective grooves 47 defined in the upper and lower edges thereof, and are mounted on respective opposed sides of the magnet 32. Specifically, flux conductor 45 is abutted against and mounted to the outside surface of the magnet section 31 a while the flux conductor 46 is abutted against and mounted to the outside surface of the magnet section 31b in a relationship wherein the respective tabs 31c on the walls 31a and 31b are fitted into the respective grooves 47 in the pole pieces 45 and 46.
  • the magnet assembly 32 and the sensor 44 are mounted in the interior of the housing 100 in a relationship as shown in FIGURE 2 wherein the sensor 44 is located in and protrudes into the slot 43 defined between the magnet assembly walls 31a and 31b.
  • the magnet assembly 32 creates a variable magnetic field that is detected by the magnetic field sensor 44 which, in the embodiment shown, is a Hall effect sensor.
  • the magnet assembly 32 and the sensor 44 provide an electrical signal that is representative of the rotational position or displacement of the pedal arm 50 relative to the housing 100.
  • the magnetic field sensor 44 may be a single Hall effect component or device.
  • the magnetic field sensor 44 may be an integrated circuit commercially available from Melexis Corporation of leper, Belgium.
  • Hall effect sensor 44 is responsive to flux changes induced by the pedal arm displacement and the corresponding displacement of the magnet assembly 32. Electrical signals from the sensor 44 have the effect of converting the displacement of the pedal arm 50, as indicated by the displacement of the magnet assembly 32, into a dictated speed/acceleration command which is communicated to an electronic control module such as is shown and described in U.S. Patent Nos. 5,524,589 to Kikkawa et al. and 6,073,610 to Matsumoto et al., the disclosures of which are hereby expressly incorporated herein by reference.
  • the Hall effect sensor 44 is mounted to a generally planar printed circuit board 160 (FIGURES 1 and 2) which includes opposed side surfaces (only one of which is shown in FIGURES 1 and 2). Hall effect sensor 44 is mounted, as by soldering or the like, to one of the side surfaces of the printed circuit board 160.
  • the portion of the printed circuit board 160 including the sensor 44 likewise extends, as shown in FIGURE 2, into the slot 43 defined between the magnet assembly walls 31a and 31b.
  • FIGURE 2 Other electronic components 164 including, for example, amplifiers and filters, can also be mounted to the side surface of the printed circuit board to allow the processing of the signals generated by the Hall effect sensor 44.
  • Hall effect sensor 44 is operably connected through the circuit board 160 to terminals 166 (FIGURE 2) which are soldered to the printed circuit board 160.
  • Terminals 166 define respective ends 166a and 166b.
  • End 166b is soldered to the printed circuit board 160 while the end 166a extends into a cavity 172 defined in a connector assembly 158 (FIGURES 1 and 2).
  • Terminal ends 166a are adapted to be mated to an external wiring harness (not shown) that is connected to an engine controller or computer in a vehicle.
  • Connector assembly 158 includes a generally rectangularly-shaped, circumferentially extending wall 171 (FIGURES 1 and 2) that defines an interior distal cavity 172 (FIGURE 2). Terminal ends 166a extend into the cavity 172.
  • Wall 171 terminates in an annular distal flange 173 (FIGURES 1 and 2) that surrounds and extends generally normally outwardly from the wall 171.
  • a pair of opposed, elongate, flexible arms 173a and 173b (FIGURE 1 ) project outwardly from the interior surface of the flange 173 and terminate in respective distal fingers 173c (FIGURES 1 and 2).
  • Circuit board 160 is coupled to, and extends generally normally outwardly from, the front surface of the flange 173, and in a relationship generally co-planar with, the flexible arms 173a and 173b.
  • the arms 173a and 173b are flexed inwardly toward each other as a result of the contact thereof with the interior surface of the housing connector flange 107 and then flex or snap back away from each other when the finger 173c on respective flexible arms 173a and 173b clear the interior housing shoulder 133 to lock the connector assembly 158 to the housing 100.
  • the outside face of the flange 173 of the connector assembly 158 rests against an interior circumferential shoulder 107a
  • a cavity 66 extends from the bottom surface 65 of, and into the interior of, the center portion 53 of the pedal arm 50 at a location aft of the drum 59.
  • a kickdown device 300 (FIGURES 1 and 2) is press-fitted into the cavity 66.
  • the kickdown device 300 includes a housing 310, a button 312, and a spring 314 located within, and protruding outwardly from, the housing 312.
  • Kickdown device 300 and, more specifically, the button 312 thereof, is adapted to abut against the ledge 148 on the base wall 102 of the housing 100 in response to the counter-clockwise rotation of the pedal arm 50 to provide an increased resistance to pedal depression as described in more detail in U.S. Patent No. 6,418,813, entitled "Kickdown Mechanism for a Pedal", the contents of which are herein incorporated by reference in their entirety.
  • Friction generating assembly or cartridge or module 700 is shown in detail in FIGURES 3, 4, 5, and 6 and is adapted to be mounted in the friction generating assembly cavity 140 (FIGURE 2) defined in the interior of the housing 100 adjacent the housing base wall 102.
  • Friction generating assembly 700 includes a brake housing or cartridge or module 702 within which at least the following components are mounted: springs 750 and 754; a brake pad 760; and an actuator 780.
  • the springs 750 and 754 abut against one end of the brake pad 760, one end of the actuator 780 extends into an opposite end of the brake pad 760, and the other end of the actuator 780 abuts against the pedal arm 50, i.e., the brake pad 760 is sandwiched in the housing 702 between the springs 750 and 754 and the actuator 780.
  • brake housing 702 is generally rectangular and match box-shaped and includes a bottom wall or floor 704 that adjoins parallel opposed spaced-apart vertical side walls 705.
  • a top wall or cross-member 709 connects the top of the side walls 705.
  • Top wall 709 is opposed to and spaced from the floor 704.
  • Top wall 709 adds additional strength to the side walls 705.
  • Brake housing 702 includes a vertical distal back end wall 708 which is joined to the floor 704 and the side walls 705.
  • the proximal end of the brake housing 702 opposite the distal end wall 708 is devoid of a wall and defines an opening 712.
  • Brake housing 702 may be formed from any suitable material such as an injection molded plastic and, more specifically, from a plastic having a high yield strength.
  • the floor 704, the side walls 705, and the back wall 708 together define an interior chamber or cavity 710 (FIGURES 3, 4, and 6).
  • a pair of U- shaped ribs 717a and 717b (FIGURE 4) protrude outwardly from the floor 704 and the back end wall 708 into the interior of the cavity 710.
  • a center rib 713 (FIGURES 3, 4, and 6) extends upwardly from the floor 704 and outwardly from the distal end wall 708 into the cavity 710 and between the ribs 717a and 717b.
  • each of the opposed side walls 705 of the brake housing 702 located fore of the cross-member 709 is of increased thickness and extends or protrudes inwardly into the cavity 710 to define interior opposed, facing, parallel, flat interior braking surfaces 731 and 732 (FIGURES 4 and 6) and opposed interior shoulders 731a and 732a (FIGURE 6) between and normal to the side walls 705 and the surfaces 731 and 732.
  • the shoulders 731a and 732a face the back housing wall 708.
  • the brake surfaces 731 and 732 may be formed of either the same material as the side walls 705 or may be formed from a material having an increased coefficient of friction.
  • Each of the side walls 705 additionally includes a ledge or extension or hook 716 (FIGURES 3, 4, and 6) protruding outwardly from a proximal edge thereof.
  • the ledges 716 are opposed, spaced, and parallel to each other.
  • a locking tab 718 (only one of which is shown is FIGURES 3 and 4) protrudes outwardly from the outside face of each of the side housing walls 705 and the distal back end wall 708.
  • the brake pad 760 is mounted in the cavity 710 of the brake housing 702 and is configured for engagement with the housing interior braking surfaces 731 and 732.
  • Brake pad 760 comprises a pair of elongated, parallel, spaced-apart legs 763 and 764 and a flexible, generally arcuate (U-shaped) coupling rib member 762 (FIGURES 4, 5 and 6) therebetween which is unitary with and couples the two legs 763 and 764 together.
  • Rib member 762 includes a pair of spaced-apart, generally parallel segments 762a and 762b including respective proximal ends which are coupled to the respective legs 763 and 764 and a central arcuate body member 762c unitary with and coupling the respective distal ends of the leg segments 762a and 762b.
  • a slot 765 (FIGURE 6) is defined between the legs 763 and 764.
  • the leg 763 has a narrow or thin plate or paddle or foot 763a extending and protruding outwardly from a lower edge of the proximal end thereof.
  • the leg 764 has a narrow or thin plate or paddle or foot 764a extending and protruding outwardly from a proximal end thereof.
  • Plates 763a and 764a are diametrically opposed to and face each other and include respective diametrically opposed and facing interior flat, non-angled, non-sloped surfaces 763d and 764d (FIGURE 5) respectively.
  • the lower surface of each of the plates 763a and 764b is co-planar with the lower surface of each of the respective legs 763 and 764.
  • Leg 763 has a flat, non-angled, non-sloped, outward-facing exterior contact surface 767 and an inward-facing flat angled, sloped interior surface 770 (FIGURES 5 and 6).
  • Leg 764 has a flat, non-angled outward-facing, non- sloped exterior contact surface 766 and an inward-facing flat angled interior surface 768 (FIGURES 5 and 6).
  • Angled interior surfaces 768 and 770 face each other and diverge outwardly from each other in the direction of the distal end plates 763a and 764a.
  • Flanges or shoulders 763c and 764c protrude generally normally outwardly from the ends of the legs 763 and 764
  • Heads 763b and 764b project outwardly from an exterior face of the
  • the legs 763 and 764 additionally include respective inwardly-facing tabs or wings 763e and 764e (FIGURES 4 and 5) defining respective end faces 763f and 764f (FIGURE 5).
  • the wings 763e and 764e are positioned in a spaced-apart, parallel, and opposed relationship and are located on the respective legs 763 and 764 between the respective plates 763a and 764a and the rib member 762.
  • the top surface of respective wings 763e and 764e is generally co-planar with the top surface of the respective legs 763 and 764.
  • Brake pad 760 can be formed from any suitable material including any suitable plastic material adapted to provide the desired coefficient of friction with the contact surfaces 766 and 767 of the housing 702.
  • Brake pad 760 is located in the cavity 710 of the housing 702 and seated against the upper surface of the floor 704 of the housing 702 in a relationship wherein the flanges 763c and 764c of the brake pad 760 are located opposite and facing the shoulders 731a and 732a defined on the side walls 705 of the housing 702 (FIGURE 6); the heads 763b and 764b of the legs 763 and 764 of the brake pad 760 face the back wall 708 of the housing 702 (FIGURE 6); the outside/exterior surfaces 767 and 766 of the respective legs 763 and 764 are located opposite and abutted against the inside/interior housing surfaces 731 and 732 respectively of the side walls 705 of the housing 702 (FIGURE 6); the wings 763e and 764e are located below and abutted against the interior surface of the top wall 708 of the housing 702 (FIGURE 6); and the lower surface of the paddles 763a and 764a is abutted against the upper surface of
  • the pair of coil springs 750 and 754 are also mounted in the cavity 710 of the brake housing 702 (FIGURES 3 and 6).
  • Spring 750 defines opposed ends 751 and 752 (FIGURES 4 and 6).
  • Spring 754 defines opposed ends 755 and 756 (FIGURES 4 and 6).
  • Spring 750 is seated in the housing cavity 710 against the upper surface of the floor 704 of the housing 702 in a relationship sandwiched between the back housing wall 703 and the brake pad 760 wherein the end 755 thereof is abutted against the interior surface of the back end wall 708 of the housing 702, the opposite end 756 thereof is abutted against the outside surface of the flange 763c of the brake pad 760, and the head 763b of the leg 763 of the brake pad 760 extends into the end 756 of the spring 750.
  • the spring 750 is seated against the upper surface of the floor 704 in the housing cavity 710 of the housing 702 in a relationship sandwiched between the back housing wall 708 and the brake pad 760 and parallel and spaced from the spring 754 wherein the end 751 of the spring 750 is abutted against the interior surface of the back end wall 708 of the housing 702, the opposite end 752 thereof is abutted against the outside surface of the flange 764c of the brake pad 760, and the head 764b of the leg 764 of the brake pad 760 extends into the end 752 of the spring 750.
  • Spring ends 751 and 755 are retained in housing 702 by resting on the respective U- shaped ribs 717a and 717b which are defined in the housing 702.
  • the rib 713 in housing 702 is located between the springs 750 and 754.
  • Two springs are used for redundancy reasons. If one spring fails, the other remains operational. This redundancy is provided for improved reliability, allowing one spring to fail or fatigue without disrupting the biasing function. It is useful to have redundant springs and for each spring to be capable on its own of returning the pedal arm to its idle position. Other types of springs could also be used such as leaf springs or torsion springs.
  • the actuator 780 is located in the housing 702 and, more specifically, the housing cavity 710 thereof between the brake pad 760 and the brake housing opening 712 and, more specifically, extends into the slot 765 defined between the legs 763 and 764 of the brake pad 760 and, still more
  • Actuator 780 (FIGURES 3, 4, and 6) comprises a generally wedge- shaped body 782 including opposed proximal side angled wedging surfaces 795 and 796; opposed side non-angled surfaces 797 and 798 aft of the side angled wedging surfaces 795 and 796 respectively; a rounded, proximal end surface 789 fore of and joining the distal ends of the angled side surfaces 795 and 796; and a flat distal end surface 799 aft of and joining the proximal ends of the side surfaces 797 and 798.
  • Side wedging surfaces 795 and 796 diverge outwardly from each other and the proximal end surface or tip 789 in a generally V-shaped orientation in the direction of actuator distal surface 799.
  • the surface 799 of the actuator 780 is adapted to be engaged by the lobe 62 formed on the drum 56 of the pedal arm 50 as shown in FIGURE 2.
  • the friction generating assembly 700 is mounted in the friction generating assembly cavity 140 of the pedal housing 100 as a single, separate cartridge or modular unit.
  • the friction generating assembly 700 is pressed inwardly into the housing cavity 140 through the opening (not shown) defined in the bottom of the base 102 of the pedal housing 100, the respective hooks 716 at the end of the respective side walls 705 of the brake housing 700 are first inserted into the respective recesses 123 in the base 102 of the pedal housing 100.
  • the brake housing 700 is rotated counter-clockwise through the opening (not shown) in the base 102 and into the interior cavity 140 of the housing 100, the locking tabs 718 defined on the exterior of the respective side walls 705 and the back wall 708 of the friction assembly housing 702 slide against the respective side walls 103 and 104 and the back wall 106 of the pedal housing 100.
  • the friction assembly 700 is pressed further into the friction generating cavity 140 of the pedal housing 100, it reaches a stop position where the respective locking tabs 718 snap into respective cavities or recesses (not shown) defined in the interior surface of the respective pedal housing walls 103, 104, and 106 for securely clipping and retaining the friction generating assembly 700 in the friction generating assembly cavity 140.
  • friction generating assembly 700 has many advantages. Because friction generating assembly 700 is a modular self-contained friction generating unit, it can be used with pedal housings 100 and pedal arms 50 of different shapes and sizes due to the different configurations of vehicle floors, vehicle firewalls, mounting holes, pedal locations and connector mounting locations.
  • friction generating assembly 700 is a modular self-contained friction generating unit, the design of friction
  • generating assembly 700 can remain constant while the shape and size of housing 100 and pedal arm 50 may be customized for each vehicle
  • Pedal arm 50 can be depressed by a user and moved in the counter-clockwise direction 70 (to accelerate) or the pedal arm 50 can be released and moved in the clockwise direction 72 (to accelerate)
  • the actuator 780 is slid and moved inwardly into the cavity 710 of the brake housing 702 of friction generating assembly 700 in direction 779 which initially forces the actuator exterior wedge surfaces 795 and 796 into contact with the respective interior surfaces 763d and 764d of respective paddles 763a and 764a of the legs 763 and 764 of the brake pad 760 and then into contact with the respective interior angled surfaces 770 and 768 of the respective legs 763 and 764 of the brake pad 760 which, in turn, forces the legs 763 and 764 to flex and move outwardly in opposite directions away from each other into contact with the respective interior surfaces 731 and 732 of the opposed side walls 705 of the housing 702 of friction generating assembly 700 which, in turn, causes an increase in the normal contact or frictional forces between the arm contact surfaces 766 and 767 and the housing interior braking surfaces 731 and 732.
  • the frictional force generated between the brake pad contact surfaces 766 and 767 and the housing braking surfaces 731 and 732 and the force required to move the actuator 780 increases as the actuator 780 is moved further inwardly in the housing cavity 710 in the direction 779.
  • the flexible rib member 762 of the brake pad 760 advantageously allows each of the legs 763 and 764 to flex independently of each other and to be independently self- aligned with the respective interior housing surfaces 731 and 732 so as to allow the even distribution of loads applied to the legs 763 and 764 by the actuator 780.
  • the flexible rib member 762 additionally advantageously reduces friction loss following wear by minimizing the bending stresses in the respective legs 763 and 764 which negatively affect the force-generating loads.
  • actuator 780 into the brake pad 760 is gradual and can be described as a "wedging" effect that either increases or decreases the force urging the brake pad leg contact surfaces 766 and 767 into the housing interior braking surfaces 731 and 732. This force is directionally dependent and the force has hysteresis.
  • the force required to depress the pedal arm 50 is not equal to the force required to return the pedal arm 50 to its idle position. More force is required to depress the pedal arm 50 due to the friction generated between the brake pad leg contact surfaces 766 and 767 and the housing interior braking surfaces 731 and 732 than is required to return the pedal arm 50 to its idle position.
  • the forces required to return the pedal arm 50 to its idle position are supplied by the decompression of springs 750 and 754. Hysteresis in pedal arm force is desirable in that it approximates the feel of a conventional mechanically-linked accelerator pedal.
  • the friction force adds to the spring force during depression of the pedal arm 50 and the friction force subtracts from the spring force as the pedal arm 50 is released or returned toward its idle position.
  • the elements of the friction generating assembly have been described as comprising part of a separate module or cartridge adapted to be snapped into the pedal housing, it is understood that the invention likewise encompasses the use of those elements as part of a friction generating assembly which is unitary or molded with the pedal housing.
  • the invention encompasses the alternate pedal assembly 1020 which includes an alternate embodiment of a pedal housing 1000 and an alternate embodiment of a pedal arm 1050. All of the other elements of the pedal assembly 1020, including the magnet assembly 32, the kickdown assembly 300, the friction generating module 700, and the sensor assembly 158 are the same as in the pedal assembly 20 shown in FIGURES 1 and 2, and thus the earlier description of the structure and operation thereof is incorporated herein by reference with respect to the pedal assembly 020.
  • the pedal housing 1000 shown in FIGURE 7 differs in structure from the pedal housing 100 of the pedal assembly 20 shown in FIGURES 1 and 2 in that the pedal housing 1000 includes a back wall 1061 with an interior surface which includes an interior ledge 1062 protruding and extending inwardly into the sensor cavity 1030 defined in the interior of the pedal housing 1000.
  • the pedal housing 1000 is otherwise similar in structure to the pedal housing 100 of the pedal assembly 20 and thus the earlier description of the structure and elements of the pedal housing 100 is incorporated and applicable herein by reference with respect to the pedal housing 1000 of pedal assembly 1020.
  • the pedal arm 1050 of pedal assembly 1020 differs in structure from the pedal arm 50 of pedal assembly 20 shown in FIGURES 1 and 2 in that the pedal arm 1050 includes a rounded drum 1056 having an elongated arm plate 1057 extending unitarily outwardly from the front exterior surface of the drum 1056 in a relationship wherein the exterior surface (not shown) of the plate 1057 is disposed generally co-planar with the side surface (not shown) of the pedal arm 1050 and the magnet assembly bracket 1059 extending outwardly from the front exterior surface of the drum 1056 is disposed generally opposite and abutting against the interior surface 1060 of the plate 1057.
  • the plate 1057 additionally defines a cavity or recess 1062 extending into the interior thereof from the interior surface 1060.
  • the plate 1057 terminates in a distal finger 1063.
  • the magnet assembly 32 is coupled to the bracket 1059 in the same manner as described earlier with respect to the bracket 59 of the pedal arm 50 shown in FIGURES 1 and 2 into a relationship (not shown) wherein one of the pole pieces 46 and a portion of the magnet 32 are fitted and extended into the cavity 1062 defined in the arm plate 1057.
  • the pedal arm plate 1057 extends through the interior cavity 1030 of the pedal housing 1000 in the direction of the back wall 1061 of the pedal housing 1000 and the distal finger 1063 is adapted to abut against the ledge 1062 defined on the interior surface of the back wall 1061 of the pedal housing 1000 and limit or stop the counterclockwise rotation of the pedal arm 1050 relative to the pedal housing 1000 when the pedal arm 1050 is returned to its idle position during use.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Control Devices (AREA)
  • Braking Elements And Transmission Devices (AREA)

Abstract

L’invention porte sur un ensemble pédale (20) qui comprend un boîtier de pédale (100) et une cartouche de génération de frottement (700) qui est fixée à l’intérieur du boîtier de pédale (100) à travers une ouverture dans la base du boîtier de pédale (100). La cartouche (700) comprend au moins un actionneur (780) qui s'enclenche avec un levier de pédale (50), un patin de frein (760) qui s'enclenche avec l’actionneur (780), et des ressorts (750, 754) qui viennent en prise contre le patin de frein (760). Des pattes sur le patin de frein (760) viennent s'enclencher en frottant contre les surfaces internes de la cartouche. Une crête arquée et souple (762) relie les pattes.
PCT/US2010/047568 2009-09-02 2010-09-01 Ensemble pédale d’accélérateur Ceased WO2011028830A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US27573709P 2009-09-02 2009-09-02
US61/275,737 2009-09-02

Publications (1)

Publication Number Publication Date
WO2011028830A1 true WO2011028830A1 (fr) 2011-03-10

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Application Number Title Priority Date Filing Date
PCT/US2010/047568 Ceased WO2011028830A1 (fr) 2009-09-02 2010-09-01 Ensemble pédale d’accélérateur

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WO (1) WO2011028830A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016060953A1 (fr) * 2014-10-13 2016-04-21 Cts Corporation Ensemble pédale de véhicule présentant une structure d'axe de pédale en matière plastique
CN105848955A (zh) * 2013-12-30 2016-08-10 Cts公司 车辆踏板阻力和降档组件

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US5524589A (en) 1993-11-19 1996-06-11 Aisin Seiki Kabushiki Kaisha Throttle control apparatus
DE19521821C1 (de) * 1995-06-16 1996-12-12 Hella Kg Hueck & Co Fahrpedaleinrichtung
DE19536699A1 (de) * 1995-09-30 1997-04-03 Bosch Gmbh Robert Fahrpedalmodul
WO1997030863A1 (fr) * 1996-02-26 1997-08-28 Adwest Rearsby Limited Agencement de pedale amortie
JPH1083224A (ja) * 1996-09-09 1998-03-31 Denso Corp 車両用アクセルペダル装置
US6073610A (en) 1997-04-25 2000-06-13 Mitsubishi Jidosha Kogyo Kabushiki Control apparatus of internal combustion engine equipped with electronic throttle control device
US6211668B1 (en) 1998-12-09 2001-04-03 Cts Magnetic position sensor having opposed tapered magnets
DE10021532A1 (de) * 2000-05-03 2001-11-08 Bosch Gmbh Robert Fahrpedalmodul
US6360631B1 (en) 2000-01-12 2002-03-26 Dura Global Technologies, Inc. Electronic throttle control accelerator pedal mechanism with mechanical hysteresis provider
US6418813B1 (en) 2000-11-13 2002-07-16 Cts Corporation Kickdown mechanism for a pedal
DE10250966A1 (de) * 2002-11-02 2004-05-19 Hella Kg Hueck & Co. Kickdown-Element für einen Fahrpedalgeber
DE10335598A1 (de) * 2003-08-04 2005-02-24 Robert Bosch Gmbh Pedal-Vorrichtung für Kraftfahrzeuge
US20060230875A1 (en) * 2005-04-15 2006-10-19 Jiyuan Ouyang Pedal assembly having a hysteresis generating structure
US20080276749A1 (en) 2007-05-09 2008-11-13 David Stewart Accelerator pedal for a vehicle
EP2053483A1 (fr) * 2007-10-19 2009-04-29 Sistemi Comandi Meccanici S.C.M. S.p.A. Pédale de contrôle pour le contrôle électrique ou électronique d'un actionneur de véhicule à moteur

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5524589A (en) 1993-11-19 1996-06-11 Aisin Seiki Kabushiki Kaisha Throttle control apparatus
DE19521821C1 (de) * 1995-06-16 1996-12-12 Hella Kg Hueck & Co Fahrpedaleinrichtung
DE19536699A1 (de) * 1995-09-30 1997-04-03 Bosch Gmbh Robert Fahrpedalmodul
WO1997030863A1 (fr) * 1996-02-26 1997-08-28 Adwest Rearsby Limited Agencement de pedale amortie
JPH1083224A (ja) * 1996-09-09 1998-03-31 Denso Corp 車両用アクセルペダル装置
US6073610A (en) 1997-04-25 2000-06-13 Mitsubishi Jidosha Kogyo Kabushiki Control apparatus of internal combustion engine equipped with electronic throttle control device
US6211668B1 (en) 1998-12-09 2001-04-03 Cts Magnetic position sensor having opposed tapered magnets
US6360631B1 (en) 2000-01-12 2002-03-26 Dura Global Technologies, Inc. Electronic throttle control accelerator pedal mechanism with mechanical hysteresis provider
DE10021532A1 (de) * 2000-05-03 2001-11-08 Bosch Gmbh Robert Fahrpedalmodul
US6418813B1 (en) 2000-11-13 2002-07-16 Cts Corporation Kickdown mechanism for a pedal
DE10250966A1 (de) * 2002-11-02 2004-05-19 Hella Kg Hueck & Co. Kickdown-Element für einen Fahrpedalgeber
DE10335598A1 (de) * 2003-08-04 2005-02-24 Robert Bosch Gmbh Pedal-Vorrichtung für Kraftfahrzeuge
US20060230875A1 (en) * 2005-04-15 2006-10-19 Jiyuan Ouyang Pedal assembly having a hysteresis generating structure
US20080276749A1 (en) 2007-05-09 2008-11-13 David Stewart Accelerator pedal for a vehicle
EP2053483A1 (fr) * 2007-10-19 2009-04-29 Sistemi Comandi Meccanici S.C.M. S.p.A. Pédale de contrôle pour le contrôle électrique ou électronique d'un actionneur de véhicule à moteur

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105848955A (zh) * 2013-12-30 2016-08-10 Cts公司 车辆踏板阻力和降档组件
CN105848955B (zh) * 2013-12-30 2018-12-28 Cts公司 车辆踏板阻力和降档组件
WO2016060953A1 (fr) * 2014-10-13 2016-04-21 Cts Corporation Ensemble pédale de véhicule présentant une structure d'axe de pédale en matière plastique
CN106715211A (zh) * 2014-10-13 2017-05-24 Cts公司 具有塑性踏板轴结构的车辆踏板组件
US9684331B2 (en) 2014-10-13 2017-06-20 Cts Corporation Vehicle pedal assembly with plastic pedal shaft structure

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