WO2005124500A1 - 運転操作入力装置 - Google Patents
運転操作入力装置 Download PDFInfo
- Publication number
- WO2005124500A1 WO2005124500A1 PCT/JP2004/009056 JP2004009056W WO2005124500A1 WO 2005124500 A1 WO2005124500 A1 WO 2005124500A1 JP 2004009056 W JP2004009056 W JP 2004009056W WO 2005124500 A1 WO2005124500 A1 WO 2005124500A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- operation input
- elastic body
- rigidity
- force
- driving operation
- Prior art date
Links
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
- G05G1/40—Controlling members actuated by foot adjustable
- G05G1/405—Controlling members actuated by foot adjustable infinitely adjustable
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
- B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
-
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20006—Resilient connections
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20528—Foot operated
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20576—Elements
- Y10T74/20888—Pedals
Definitions
- the present invention relates to an operation input device for a motor vehicle, and more particularly to a driving operation input device for controlling vehicle motion.
- a driving operation input device that controls an electric force to variably control an operation reaction force.
- the driving operation input device proposed in Japanese Patent Publication No. 200202_1044153 is operated by changing the driving torque of an electric motor installed on the rotation axis of a brake pedal.
- the reaction force is electronically controlled.
- the driving operation input device can arbitrarily adjust the operation reaction force, and thus can transmit information about the vehicle to the driver. Further, since the relationship between the movable input section and the operation reaction force can be changed, the operation reaction force (operation rigidity) with respect to the operation displacement amount can be adjusted. Disclosure of the invention
- Conventional driving operation input devices are equipped with drive control devices such as electric motors, which generate electromagnetic force by the electric energy supplied to them and generate operation reaction force to the driver. For this reason, when generating an operation reaction force, the drive control device always consumes energy. In addition, since a drive control device having an output equivalent to the driver's operation force is required, the size of the device may be increased.
- An object of the present invention is to provide a small, low-energy operation input device capable of adjusting the operation reaction force.
- the above purpose is to determine the relationship between the amount of deformation of the elastic body and the amount of displacement of the movable input section. This is achieved by adjusting the engagement and providing a rigidity adjustment mechanism that can adjust the amount of displacement with respect to the operating force of the movable input unit. Since no energy is required to generate operation reaction force, it is possible to provide a small and low-energy operation input device.
- the object of the present invention is to provide a rigidity control mechanism which can adjust the relationship between the amount of deformation of the elastic body with respect to the amount of displacement of the shake pedal and the amount of displacement with respect to the operation force of the shake pedal.
- a small and low-energy operation input device for brakes is provided because even if the operation stiffness is changed, energy required for generating an operation reaction force is not required. Becomes possible.
- the above object is achieved by providing a drive device that adjusts the rigidity adjustment mechanism by electronic control.
- the operator can control the driving device with an electric setting device such as a bonnet or a dial, so that the mountability on the vehicle is improved as compared with a case where the adjustment is performed manually, and a small driving operation is performed. It is possible to provide a work input device.
- the above object is achieved when the driving force transmission mechanism disposed between the driving device and the stiffness adjustment mechanism has a self-locking function.
- the repulsive force of the elastic body does not impose a load on the driving device, it is possible to provide a small-sized and low-energy driving operation input device.
- the above-mentioned autonomy is that in the initial position where the driver's operation force is not acting,
- the above object is to provide a torsion spring as an elastic body, and a circle supporting the torsion spring. This is achieved by changing the point of action of the restoring force by eccentrically rotating the cylindrical support member and adjusting the operation rigidity of the movable input section. As a result, it is possible to save the operating range of the components associated with the adjustment of the rigidity, so that it is possible to provide a small operation input device.
- the above object is achieved by providing an operating force transmission mechanism using hydraulic pressure between a movable input unit and an elastic body. As a result, it is possible to provide a small and low-energy driving operation input device even for an automobile having a vehicle control device using hydraulic pressure.
- the present invention relates to a driving operation input unit that is displaced by a driver's operation force, and an elasticity that deforms according to the displacement amount of the driving operation input unit and generates a reaction force to the driving operation input unit.
- a driving operation input device comprising: a body; and a rigidity adjusting mechanism that is connected to the elastic body and that adjusts an operation rigidity relationship of a deformation amount of the elastic body with respect to a displacement amount of the driving operation input unit.
- the present invention provides a brake pedal displaced by a driver's operation force, an elastic body deformed according to the displacement amount of the brake pedal to generate a reaction force against the brake pedal, and connected to the elastic body.
- a driving operation input device comprising: a rigidity adjusting mechanism that adjusts an operation rigidity of the elastic body with respect to a displacement amount of the brake pedal.
- the operation rigidity can be made variable by the mechanism that adjusts the relationship between the amount of displacement of the movable input portion and the amount of deformation of the elastic body. Since the operation reaction force is generated by the elastic body, the operation reaction force by the power generation device is not required. Therefore, it is possible to provide a small driving operation input device or a brake pedal with low energy consumption.
- the driving operation input device according to the present embodiment varies depending on the operation force of the driver.
- a driving operation input unit an elastic body that deforms according to a displacement amount of the driving operation input unit and generates a reaction force to the driving operation input unit, and an elastic body connected to the elastic body, Adjustment for adjusting the deformation rigidity of the elastic body with respect to the position amount
- the adjustment unit that adjusts the deformation rigidity is connected to the adjustment ciP
- the reduction gear such as a worm reduction gear with a self-lock function is used.
- An electric motor to be driven is provided. Further, a characteristic setting device is provided to set the characteristics of the operation deformation rigidity. The rigidity adjustment framing inputs the characteristic values set in the characteristic setting device and drives the electric motor. And a drive control device.
- the driving operation input device of the present embodiment includes: a driving operation input unit that is displaced by a driver's operation force; a driving operation input unit that deforms according to a displacement amount of the driving operation input unit; An elastic body to be generated; an adjusting unit connected to the elastic body, for adjusting operation rigidity of the elastic body with respect to a displacement amount of the driving operation input unit; a worm speed reducer having a self-locking function connected to the adjusting unit
- a stiffness adjusting mechanism including a motor control device for inputting external information and vehicle state information to set the characteristics of the operation stiffness by inputting external information and vehicle state information to the worm reducer; And a drive control device that drives the electric motor by inputting the characteristic value set in (1).
- the drive control device is characterized in that the amount of change in the elastic body does not change at the position of the driving operation input unit where no driver's operation force acts.
- the rigidity adjusting mechanism may include an arm having one end connected to the elastic body and the other end connected to a worm wheel of the foam speed reducer.
- the elastic body is a torsion spring
- the stiffness adjusting mechanism changes an action point of a restoring force of the torsion spring by eccentrically rotating and supporting a cylindrical support member that supports the torsion spring.
- the reaction force with respect to the displacement amount can be adjusted.
- the elastic body and the lever that is interlocked with the operation input unit or the brake pedal and the elastic body can be connected by an operating force transmission mechanism using hydraulic pressure.
- FIG. 1 is a diagram showing an embodiment of the present invention.
- FIG. 2 is a diagram showing an adjusting operation of the present invention.
- FIG. 3 is a view showing an operation reaction force characteristic of the present invention.
- FIG. 4 is a diagram showing another embodiment of the present invention.
- FIG. 5 is a diagram showing another adjustment operation of the present invention.
- FIG. 6 is a view showing another embodiment of the present invention. BEST MODE FOR CARRYING OUT THE INVENTION
- FIG. 1 shows a first embodiment of the present invention.
- the driving operation input device 100 applies an operation force via a brake pedal 90 serving as a driving operation input portion when the driver needs deceleration of the vehicle, and is linked with the brake pedal 90, and A movable input lever 1 that is displaced in accordance with the operating force, an elastic coil spring 2 that is deformed in accordance with the amount of displacement of the lever 1, and a lever support shaft that rotationally supports the lever 1 and a vehicle body (not shown).
- the coil spring 2 is connected to It is fixed and connected by a lever-side support pin 4.
- a self-locking function can also be formed by a speed reducer using an all-rotation / linear motion mechanism.
- a signal corresponding to the amount of displacement is sent from the displacement sensor 10 to the drive control device 9.
- the drive control device 9 calculates a driver's deceleration request value based on the signal of the displacement sensor 10 and transmits the calculated value to the vehicle control device 14.
- the vehicle control device 14 drives the electronic control brake 51 based on the deceleration request value from the drive control device 9 and information from the vehicle state detection device 12 and the external information detection device 13.
- the friction control between the brake pad 52 and the disk opening 53 is controlled by the drive control of the electronic control brake 51, and the deceleration of the vehicle is controlled.
- the operating rigidity can also be changed by the driver's setting operation using the characteristic setting device 11.
- the characteristic setting device 11 includes, for example, a dial, a volume, a lever, and a plurality of buttons. Further, the drive control device 9 can automatically change the operation rigidity by a control signal generated by the vehicle control device 14 based on information from the vehicle state detection device 12 and the external information detection device 13 and the like. For example, the operation rigidity can be changed according to the vehicle speed detected by the vehicle state detection device 12. If the driver wants to suppress the operation of lever 1, the operation rigidity can be increased, and if the driver is encouraged to operate lever 1, the operation rigidity can be set low.
- the electric motor 7 When the driver is operating the lever 1 and can determine that the vehicle is in a dangerous driving state based on information from the external information detection device 13 or the like, the electric motor 7 is slightly vibrated to give the driver A warning can be issued to the user.
- the operation rigidity can be set by inputting a setting signal from the characteristic setting device 11 and a control signal from the vehicle control device 14.
- the driver sets the operation rigidity to the lowest state using the characteristic setting device Then, the position of the arm 15 of the rigidity adjustment mechanism 6 is as shown in FIG. 2— (a). In this state, when there is no driver's operation force, the length of the coil spring 2 is L 0. When the operating force of the driver is applied and the lever 1 is displaced by the displacement S1 as shown in FIG. 2 (a), the length of the coil spring 2 becomes La. At this time, the extension amount ALa of the coil spring 2 is (La-L0). The relationship between the displacement amount S of the lever 1 and the operation reaction force F is as shown in (a) of FIG. 3, and the operation reaction force for the displacement amount S 1 is Fa.
- the drive control device 9 that receives the signal from the characteristic setting device 11 drives the electric motor 7 and moves the arm 15 of the stiffness adjustment mechanism 6 toward the driver. (Left direction in Fig. 1) and maintain the state shown in Fig. 2 (b). In this state, when there is no driver's operation force, the length of the coil spring 2 becomes L 0. When the driver's operating force acts and the lever 1 is displaced by the displacement S 1 as shown in FIG. 2 (b), the length of the coil spring 2 becomes L b. The extension amount Lb is (Lb-L0). Since Lm is larger than ALa, the load acting on lever 1 is larger. The relationship between the displacement S and the operation reaction force F is as shown in Fig.
- the operation reaction force for the displacement S1 is Fb. Comparing (b) in Fig. 3 with (a), for the same displacement S1, the operation reaction force Fb is larger than the operation reaction force Fa, so that higher operation rigidity is obtained. It can be realized.
- a drive source such as an electric motor is used as a direct reaction force. Need not be generated. Therefore, it is possible to realize a small driving operation input device with low energy consumption.
- an operation rigidity adjusting mechanism that adjusts the amount of deformation of the elastic body with respect to the amount of displacement of the driving operation input unit is configured.
- FIG. 4 shows a second embodiment of the present invention.
- the description of the elements having the same functions as those of the first embodiment is omitted, and the description of the first embodiment is cited.
- the driving operation input device includes an elastic body torsion spring 21 and a torsion spring which are displaced in accordance with the driver's operation force.
- the cylindrical spring holder 2 5 (adjustment section), which is wound with a gap and rotated by the worm reducer 8, rotates together with the lever 1, and the point of application of the spring load on the lever 1 side.
- the lever-side support groove 22 is fixed to the member 33 provided on the vehicle body, and the body-side support groove 23, which is the point of application of the spring load on the vehicle body, adjusts the operation rigidity relationship.
- the rigidity adjustment mechanism 24 has a cylindrical spring holder 25 and a spring holder 2
- Wormwheel output shaft located eccentrically from center axis 5
- the torsion spring 21 is indirectly connected to the lever 1.
- lever 1 is held in the state shown in Fig. 4 by the restoring force of torsion spring 21 (initial position). The driver applies an operating force to lever 1 when the vehicle needs to decelerate.
- Lever 1 is rotationally displaced in the direction c in FIG. 4 by the driver's operation force.
- the lever-side support groove 22 also rotates in the direction c in FIG. 4, the spring holder 25 rotates in the direction d, and the torsion spring 21 elastically deforms.
- the restoring force of the torsion spring 21 acts to return the lever 1 to its initial position, which is transmitted to the driver as an operation reaction force.
- the driver sets the operation rigidity to a high level
- the signal from the characteristic setting device 11 The drive control unit 9 that receives the signal drives the electric motor 7 and the rigidity adjustment mechanism
- a drive source such as an electric motor can be directly inverted. Since it does not need to be generated as a force, a small and low energy consumption driving operation input device can be realized.
- the distance between both ends of the torsion spring 21 is kept constant if the lever-side support groove 22 and the vehicle body-side support groove 23 are parallel to each other. However, even if the operation rigidity is changed at the initial position, the torsion spring 21 is not deformed, so that when the electric motor is driven, the load on the nail is small, so that the P4 memory is not driven. The required driving force can be reduced, and a compact and low energy consumption operation input device * can be realized.
- variable operating unit repa 1 ′ and the springs 2 and 21 are connected by a rigid body.
- the operation input device in FIG. 6 is a variable input unit.
- the mass cylinder 31 that compresses the hydraulic pressure by the displacement of 30 and the mass cylinder 31
- a reaction force generating cylinder 32 which is displaced by the hydraulic pressure from the cylinder 31; a mass cylinder 33 which generates a braking force by the hydraulic pressure from the mass cylinder 31;
- the hydraulic pressure switching valve 34 that switches the hydraulic pressure flow path of the evening cylinder 31 to either the reaction force-generating cylinder 32 or the wheel cylinder 33 and the wheel that is electronically controlled.
- a hydraulic control unit 35 for controlling the pressure of the cylinder 33 and a hydraulic supply source 36 for supplying hydraulic pressure to the hydraulic control unit 35 are provided.
- a friction force is generated between the brake pad 52 and the disc opening 53 by the hydraulic pressure of the wheel cylinder 33, and the friction force is converted into a vehicle braking force.
- Power is normally supplied to the hydraulic pressure switching valve 34, the hydraulic pressure control unit 35, and the hydraulic pressure supply source 36, and if these are operating normally, the hydraulic pressure switching valve 3
- the mass cylinder 3 1 and the reaction force generation cylinder 3 2 are connected by 4, and the restoring force of the coil spring 2 is transmitted as the operation reaction force of the driver.
- the hydraulic pressure of the wheel cylinder 33 is controlled by a hydraulic pressure control unit 35 and a hydraulic pressure supply source 36. Therefore, since the braking force can be generated independently of the driver's operation of the pedal, fine-grained brake control can be performed according to the vehicle state and the surrounding traffic conditions.
- the master cylinder 31 and the wheel cylinder are operated by the hydraulic pressure switching valve 34.
- the vehicle 3 is connected, and the braking force of the vehicle can be secured by the operating force of the driver.
- the reaction force generating cylinder 32 has an output rod 39, and the output rod 39 is configured to displace the lever 1.
- the reaction force of the lever 1 can be variably controlled by the rigidity adjusting mechanism 6.
- a spring is used as the elastic body, but it can be easily replaced with a device that generates a restoring force as the shape is deformed.
- a compressive fluid or a device that uses the repulsive force of a magnet and by using these restoring forces, the mountability is improved depending on the layer h of the vehicle.
- the present invention is realized by adjusting the mounting angle of the deformable part of the elastic body.
- a structure using a shift mechanism is also conceivable. For example, if the movable input unit and the elastic body are connected by a speed change mechanism, the deformation of the elastic body with respect to the displacement of the movable input unit can be changed. Depending on the type of speed change mechanism, it is possible to change the stiffness of a wider area.
- the vehicle operation input device has a brake pedal for controlling deceleration. It may be an axel pedal for controlling acceleration.
- the operation stiffness of the accelerator pedal variable By making the operation stiffness of the accelerator pedal variable, the operation stiffness can be changed according to the size of 3 degrees and the driver's preference, and it is possible to control the vehicle with better operability.
- the rigidity of the pedal operated by the driver's foot is made variable, but the driving operation input operated by m or a finger is performed. It can be used as a mechanism that makes the rigidity of the device variable. For example, a mechanism that deforms an elastic body in response to the operation displacement of a driving operation input device such as a knob, handle, lever, dial, slider, torsion bar, etc., and generates an operation reaction force due to the restoring force of the elastic body It is possible to apply to This enables operation control with better operability.
- the rigidity adjustment mechanism may be installed in a conventional configuration equipped with a hydraulic pipe connecting the brake card and the caliper, and a negative pressure or hydraulic pressure booster.
- the operation stiffness of the brake pedal can be made variable without the need for a complicated system configuration for maintaining reliability, and control of the vehicle with simplicity and good operability becomes possible.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Braking Elements And Transmission Devices (AREA)
- Mechanical Control Devices (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP04746525A EP1768010A4 (en) | 2004-06-21 | 2004-06-21 | OPERATION INPUT DEVICE |
US11/628,082 US7779721B2 (en) | 2004-06-21 | 2004-06-21 | Driving operation input device |
PCT/JP2004/009056 WO2005124500A1 (ja) | 2004-06-21 | 2004-06-21 | 運転操作入力装置 |
JP2006519202A JP4601072B2 (ja) | 2004-06-21 | 2004-06-21 | 運転操作入力装置 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2004/009056 WO2005124500A1 (ja) | 2004-06-21 | 2004-06-21 | 運転操作入力装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2005124500A1 true WO2005124500A1 (ja) | 2005-12-29 |
Family
ID=35509871
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2004/009056 WO2005124500A1 (ja) | 2004-06-21 | 2004-06-21 | 運転操作入力装置 |
Country Status (4)
Country | Link |
---|---|
US (1) | US7779721B2 (ja) |
EP (1) | EP1768010A4 (ja) |
JP (1) | JP4601072B2 (ja) |
WO (1) | WO2005124500A1 (ja) |
Cited By (6)
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JP2008152750A (ja) * | 2006-12-14 | 2008-07-03 | Hyundai Motor Co Ltd | 加速ペダルシステム |
JP2013526452A (ja) * | 2010-05-20 | 2013-06-24 | ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング | ブレーキブースタ、およびこれを作動させる方法 |
JP2016513196A (ja) * | 2013-01-29 | 2016-05-12 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツングRobert Bosch Gmbh | アクセルペダルユニット |
JP2016531037A (ja) * | 2013-07-23 | 2016-10-06 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツングRobert Bosch Gmbh | 弾性結合されたアクチュエータを備えた自動車用ハプティックアクセルペダル並びに当該ハプティックアクセルペダルを閉ループ制御する方法および閉ループ制御ユニット |
JP2018538190A (ja) * | 2015-12-09 | 2018-12-27 | フレニ・ブレンボ エス・ピー・エー | 油圧フィードバックシミュレータによって提供される車輌用ブレーキ−バイ−ワイヤ制動システム、及びその車輌用制動システムの作動方法 |
WO2022044782A1 (ja) * | 2020-08-26 | 2022-03-03 | 株式会社デンソー | ブレーキ装置 |
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FR2918142B1 (fr) * | 2007-06-27 | 2009-09-11 | Renault Sas | Dispositif d'assistance a l'actionnement d'une pedale d'embrayage. |
FR2923099B1 (fr) * | 2007-10-29 | 2009-12-11 | Areva T & D Ag | Actionneur electromecanique muni d'un frein mecanique de type a ressort a spires enroule |
JP5452108B2 (ja) * | 2008-10-06 | 2014-03-26 | 株式会社ミクニ | アクセルペダル装置 |
JP4737469B2 (ja) * | 2009-06-16 | 2011-08-03 | 三菱自動車工業株式会社 | ペダルストロークセンサの取付構造 |
JP5524552B2 (ja) * | 2009-09-24 | 2014-06-18 | 株式会社ミクニ | アクセルペダル装置 |
JP5491115B2 (ja) * | 2009-09-24 | 2014-05-14 | 株式会社ミクニ | アクセルペダル装置 |
FR2956756B1 (fr) * | 2010-02-23 | 2012-08-24 | Airbus Operations Sas | Dispositif generateur de couple resistif perfectionne |
DE102010010400A1 (de) * | 2010-03-05 | 2011-09-08 | GM Global Technology Operations LLC , (n. d. Ges. d. Staates Delaware) | Fahrpedal für ein Kraftfahrzeug und Verfahren zum Betrieb des Fahrpedals |
DE102011075603A1 (de) * | 2010-05-11 | 2011-11-17 | Conti Temic Microelectronic Gmbh | Fahrpedaleinheit für Kraftfahrzeuge |
DE102010025252B4 (de) * | 2010-06-22 | 2013-01-24 | Technische Universität Ilmenau | Vorrichtung und Verfahren zur Simulation der Pedalcharakteristik einer entkoppelten Kraftfahrzeugbremsanlage |
JP2012204048A (ja) * | 2011-03-24 | 2012-10-22 | Denso Corp | 操作入力装置 |
CN103213501B (zh) * | 2012-01-20 | 2015-08-19 | 陈广林 | 一种汽车油路离合器 |
DE102014103988A1 (de) * | 2014-03-24 | 2015-09-24 | Elobau Gmbh & Co. Kg | Joystick mit intrinsisch sicherem Force-Feedback |
CN111114757B (zh) * | 2019-12-11 | 2023-07-21 | 兰州飞行控制有限责任公司 | 一种电传飞机操纵力产生装置 |
DE102022112186A1 (de) * | 2022-05-16 | 2023-11-16 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Bremssystem mit Pedalrückmeldung |
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US2312962A (en) * | 1940-08-28 | 1943-03-02 | Florez | Training apparatus for teaching radio navigation |
JP2000195370A (ja) * | 1998-12-28 | 2000-07-14 | Sony Computer Entertainment Inc | 反力発生装置 |
FR2822428B1 (fr) * | 2001-03-23 | 2003-08-22 | Bosch Gmbh Robert | Dispositif de freinage a force de resistance reconstituee |
JP3983495B2 (ja) * | 2001-04-25 | 2007-09-26 | 株式会社日立製作所 | 車両のペダル装置及びそれを備えた車両 |
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- 2004-06-21 US US11/628,082 patent/US7779721B2/en not_active Expired - Fee Related
- 2004-06-21 WO PCT/JP2004/009056 patent/WO2005124500A1/ja not_active Application Discontinuation
- 2004-06-21 EP EP04746525A patent/EP1768010A4/en not_active Withdrawn
- 2004-06-21 JP JP2006519202A patent/JP4601072B2/ja not_active Expired - Fee Related
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Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
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JP2008152750A (ja) * | 2006-12-14 | 2008-07-03 | Hyundai Motor Co Ltd | 加速ペダルシステム |
JP2013526452A (ja) * | 2010-05-20 | 2013-06-24 | ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング | ブレーキブースタ、およびこれを作動させる方法 |
JP2016513196A (ja) * | 2013-01-29 | 2016-05-12 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツングRobert Bosch Gmbh | アクセルペダルユニット |
US9870020B2 (en) | 2013-01-29 | 2018-01-16 | Robert Bosch Gmbh | Accelerator pedal unit |
JP2016531037A (ja) * | 2013-07-23 | 2016-10-06 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツングRobert Bosch Gmbh | 弾性結合されたアクチュエータを備えた自動車用ハプティックアクセルペダル並びに当該ハプティックアクセルペダルを閉ループ制御する方法および閉ループ制御ユニット |
JP2018538190A (ja) * | 2015-12-09 | 2018-12-27 | フレニ・ブレンボ エス・ピー・エー | 油圧フィードバックシミュレータによって提供される車輌用ブレーキ−バイ−ワイヤ制動システム、及びその車輌用制動システムの作動方法 |
WO2022044782A1 (ja) * | 2020-08-26 | 2022-03-03 | 株式会社デンソー | ブレーキ装置 |
JP7447736B2 (ja) | 2020-08-26 | 2024-03-12 | 株式会社デンソー | ブレーキ装置 |
Also Published As
Publication number | Publication date |
---|---|
US20070245844A1 (en) | 2007-10-25 |
EP1768010A1 (en) | 2007-03-28 |
US7779721B2 (en) | 2010-08-24 |
JP4601072B2 (ja) | 2010-12-22 |
JPWO2005124500A1 (ja) | 2008-04-17 |
EP1768010A4 (en) | 2011-08-03 |
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