JP3557738B2 - Automotive accelerator pedal device - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an accelerator pedal device for an automobile.
[0002]
[Prior art]
2. Description of the Related Art Generally, an accelerator pedal device of an automobile transmits a rotation amount of an accelerator pedal lever disposed in a vehicle compartment to a throttle drum unit disposed in an engine room via a cable, and outputs an engine output corresponding to the rotation amount by the throttle drum unit. It has a structure for generating a signal (for a similar technique, see page B-108 of "New Model Manual P10-1" issued by Nissan Motor Co., Ltd. in February 1990).
[0003]
As described above, since the throttle drum unit generates an engine output signal corresponding to the amount of rotation of the accelerator pedal lever, a sudden change in the amount of rotation of the accelerator pedal lever is required to ensure stability of the engine output. Need to be suppressed as much as possible. For this reason, a mechanism called "hysteresis" is provided for suppressing the sudden rotation of the accelerator pedal lever in the stepping direction and the return direction, so that the accelerator pedal lever is not suddenly rotated. In addition, the hysteresis mechanism generates a resistance when the accelerator pedal lever is rotated, so that a certain degree of resistance can be obtained when the driver depresses the accelerator pedal lever or holds the accelerator pedal lever in a predetermined position. The ring is better. As described above, in the case of a structure in which the accelerator pedal lever arranged in the vehicle compartment and the throttle drum unit arranged in the engine room are connected via a flexible cable, the cable itself forms a hysteresis mechanism. In other words, the rotational resistance of the accelerator pedal lever in the stepping direction and the return direction is suppressed by the sliding resistance in the long path of the cable, so that the cable laying structure itself becomes a hysteresis mechanism, and the rapid rotation of the accelerator pedal lever is performed. Movement is suppressed.
[0004]
[Problems to be solved by the invention]
However, recently, in order to shorten the cable route, an accelerator pedal device having a structure in which the throttle drum unit is mounted near the accelerator pedal lever in the vehicle compartment instead of the engine room has been considered. In the case of such an accelerator pedal device installed in a throttle drum unit, the length of the cable is shortened, so that a hysteresis mechanism utilizing the sliding resistance of the cable itself cannot be configured. Therefore, development of a hysteresis mechanism suitable for application to such an accelerator pedal device is desired.
[0005]
The present invention has been made by paying attention to such a conventional technique, and provides an accelerator pedal device which is installed in a throttle drum unit in a vehicle compartment and has an effective hysteresis mechanism.
[0006]
[Means for Solving the Problems]
According to the present invention, an accelerator pedal lever rotatable in a stepping direction and a return direction around a fulcrum is attached to a lower portion of a base bracket attached to a vehicle body, and a first attachment for urging the accelerator pedal lever in a return direction is provided. And a throttle drum unit for generating an engine output signal in accordance with the amount of rotation of the rotation shaft near the upper portion of the accelerator pedal lever, and a rotation lever and an accelerator integrally attached to the rotation shaft. One end of the pedal lever is connected with a turning power transmitting member, and the turning shaft is turned in conjunction with the accelerator pedal lever. The turning shaft is turned around the fulcrum on the base bracket in the stepping direction and the returning direction. A hysteresis lever that is movable and has an upper end that abuts on the accelerator pedal lever in the return direction is provided, and the hysteresis lever is A second biasing means for biasing in the direction of rotation, a rotatable mounting of a resistance applying body which slides with a predetermined resistance against an edge of a hysteresis rail protruding from the base bracket on the hysteresis lever, and A third urging means for urging the resistance applying body in a direction of pressing the resistance applying body against the hysteresis rail.
[0007]
According to the present invention, since the resistance applying body of the hysteresis lever is configured to slide against the edge of the hysteresis rail with a predetermined pressing force by the third urging means, the sliding resistance by the resistance applying body is obtained. In the direction in which the turning force in the stepping direction of the accelerator pedal lever (stepping force on the foot—first biasing means—second biasing means) and the turning force in the return direction (second biasing means) are suppressed. Works. Therefore, an effective and space-saving hysteresis mechanism can be formed by the hysteresis rail, the hysteresis lever, and the like, even though the throttle pedal unit is an accelerator pedal device installed in the vehicle cabin.
[0008]
Further, as a feature of the present invention, the upper end of the hysteresis lever is configured to abut on the accelerator pedal lever in the return direction (because the hysteresis lever and the accelerator pedal lever are not integrally connected). Even if the hysteresis lever causes a rotation failure in the return direction, only the accelerator pedal lever reliably rotates in the return direction without being affected by the hysteresis lever. Therefore, even if a trouble occurs in the hysteresis mechanism, since the rotation of the accelerator pedal lever in the return direction is reliably ensured, no trouble occurs in the output of the engine output signal.
[0009]
In the first invention , the edge of the hysteresis rail is formed by another rail main body attached to the hysteresis rail.
[0010]
According to the first aspect, since the edge of the hysteresis rail is formed by another rail body attached to the hysteresis rail, the hysteresis mechanism is changed by changing the shape of the rail body or changing the mounting angle. Can easily adjust the sliding resistance.
[0011]
In the second invention , the accelerator pedal lever and the hysteresis lever are at the same fulcrum.
[0012]
According to the second aspect, since the accelerator pedal lever and the hysteresis lever are at the same fulcrum, the abutting portions of the two do not relatively rub against each other to generate unpleasant noise.
[0013]
According to a third aspect of the present invention , an engagement piece is formed on the resistance applying body to engage with the hysteresis lever and keep the posture of the resistance applying body substantially combined with the hysteresis rail.
[0014]
According to the third aspect , even before the posture of the resistance applying body is combined with the hysteresis rail, the posture of the resistance applying body is substantially combined with the hysteresis rail. Easy to do.
[0015]
BEST MODE FOR CARRYING OUT THE INVENTION
A preferred embodiment of the present invention will be described with reference to FIGS. The accelerator pedal device according to this embodiment will be described for each main component. Note that described in the figure, the _{Y 1} front, rear and _{Y 2} sides, the _{X 1} the left, the _{X 2} as the right.
[0016]
Base bracket 1 (see Fig. 1):
The base bracket 1 is attached to the vehicle body, and the width of the lower part 1c is smaller than that of the upper part 1a. An inclined portion 1b is formed between the upper portion 1a and the lower portion 1c, and the upper portion 1a is located on the front side of the lower portion 1c. A cut-and-raised hook portion 2 is formed on the inclined portion 1b. Further, flanges 3 are formed on both side ends of the base bracket 1, and support holes 4 are formed in the flange 3 portion of the lower portion 1c. A small hole 5 is also formed in the left flange 3.
[0017]
Accelerator pedal lever 6 (see FIG. 1):
A pedal portion 7 for the driver to step on is provided at the lower end of the accelerator pedal lever 6, and a notch 8 having an inverted keyhole shape is formed at the upper end portion. In the middle of the accelerator pedal lever 6, a stopper piece 9 having an L-shaped cross section is provided. Further, below the accelerator pedal lever 6, a horizontal support shaft 10 as a "fulcrum" is provided, and the support shaft 10 is inserted into the support hole 4 of the lower portion 1c of the base bracket 1. Therefore, the accelerator pedal lever 6 is structured to be rotatable about the support shaft 10 in the stepping direction A and the return direction B. In addition, the support shaft 10 is provided with a first spring (first biasing means) 11 whose one end is engaged with the small hole 5 of the flange 3 and the other end is engaged with the accelerator pedal lever 6. The first spring 11 urges the accelerator pedal lever 6 in the return direction B.
[0018]
Hysteresis rail bracket 12 (see FIGS. 1 and 2):
A hysteresis rail bracket 12 is attached from the lower portion 1c of the base bracket 1 to the inclined portion 1b. The hysteresis rail bracket 12 is formed with a hysteresis rail 13 protruding rearward and a stopper portion 14 protruding obliquely upward. The hysteresis rail 13 is curved in an arc shape centering on the support shaft 10. A separate rail body 15 having an L-shaped cross section is attached to the upper part of the hysteresis rail 13, and the rail body 15 forms an “edge” of the hysteresis rail 13. A stopper surface 14 a bent rightward is formed at the upper end of the stopper portion 14, and the stopper piece 9 of the accelerator pedal lever 6 rotated in the return direction B abuts on the stopper surface 14 a, and the return direction of the accelerator pedal lever 6. The stopper position at B is determined. A microswitch 16 is provided on the left side of the upper end of the stopper portion 14. When the button of the micro switch 16 is pressed by the stopper piece 9, a signal is generated to notify that the accelerator pedal lever 6 is at the stopper position.
[0019]
Hysteresis lever 17 (see FIGS. 1 and 2):
Reference numeral 17 denotes a hysteresis lever. Since a support hole 18 formed at the lower end is attached to the support shaft 10 of the accelerator pedal lever 6, the hysteresis lever 17 also uses the support shaft 10 as a "fulcrum" in the stepping direction A and the return direction B. To rotate. The upper end 17a of the hysteresis lever 17 has a shape extending rightward, and the upper end 17a has a curved cross-section that is warped rearward. A locking hole 19 is formed on the left side of the middle portion of the hysteresis lever 17, and a second spring 20 as “second biasing means” is provided between the locking hole 19 and the hook 2 of the base bracket 1. Is provided. Therefore, the hysteresis lever 17 is urged in the return direction B by the second spring 20 and comes into contact with the accelerator pedal lever 6 in the return direction B. That is, the upper end portion 17a of the hysteresis lever 17 contacts the rear side of the accelerator pedal lever 6 so as to follow. Further, a locking hole 21 is also formed in a front portion of the middle portion of the hysteresis lever 17, and one end of a third spring 22 as a "third urging means" is engaged in the locking hole 21.
[0020]
Resistance imparting body 23 (see FIGS. 1 to 5):
A rear end portion of the resistance applying member 23 is pivotally supported by a support pin 24 at a front portion of an upper end of the hysteresis lever 17. The resistance applying member 23 has a substantially downward U-shape, and a resin sliding member 26 is attached to the front side of the resistance applying member 23 by an attachment pin 25. At the center in the width direction of the lower surface of the sliding member 26, a curved sliding surface 26a protruding downward with a constant width is formed. On the inner surface on the right side of the resistance applying member 23, an inward convex portion 27 that engages with the rear surface of the sliding member 26 is formed, and excessive rotation of the sliding member 26 due to engagement with the convex portion 27 is prevented. Is prevented. Further, a hook portion 28 bent substantially in an L shape is formed at the front end of the resistance applying member 23, and the other end of the third spring 22 is engaged with the hook portion 28. Accordingly, the sliding member 26 of the resistance applying member 23 is pressed against the upper surface of the rail body 15 of the hysteresis rail 13 by the urging force of the third spring 22, and the hysteresis lever 17 moves in the stepping direction A and returns. When rotating in the direction B, a predetermined sliding resistance is generated between the rail body 15 and the upper surface. Further, excessive rotation of the sliding member 26 toward the front side at the rear surface of the substantially L-shaped hook portion 28 is prevented.
[0021]
The rear end of the resistance applying body 23 is engaged with a part of the hysteresis lever 17 to prevent the front side of the resistance applying body 23 from being excessively rotated downward by the third spring 22. A joint piece 29 is also provided. Due to the engagement between the engagement piece 29 and the hysteresis lever 17, even if the third spring 22 is set in advance in a work process before the resistance applying body 23 is combined with the hysteresis rail 13, the posture of the resistance applying body 23 is maintained. Although it is slightly downward, it is kept almost in a state of being combined with the hysteresis rail 13, so that the work of mounting the resistance applying body 23 on the upper surface of the rail body 15 in the subsequent work process becomes very easy.
[0022]
In addition, the resistance applying body 23 has a downward U-shaped cross section, and when combined with the hysteresis rail 13, as shown in FIG. 5, the lower end of the resistance applying body 23 and the upper surface of the rail body 15 are separated. Since the resistance applying member 23 overlaps with the predetermined width d, the resistance applying member 23 does not come off the rail body 15 in the left-right direction.
[0023]
Throttle drum unit 30 (see FIG. 1):
The throttle drum unit 30 generates an engine output signal, and is integrally mounted on the upper portion 1a of the base bracket 1. A rotary shaft 31 is provided inside the throttle drum unit 30, and a rotary lever 32 (see FIG. 6) is provided on the rotary shaft 31. The rotary lever 32 is urged in the direction B in FIG. 6 by a spring 33 provided on the surface of the throttle drum unit 30. The throttle drum unit 30 is provided with an arcuate guide section 34 having a U-shaped cross section and connected to the rotation shaft 31 similarly to the rotation lever 32. The rotating lever 32 and the accelerator pedal lever 6 are connected by a cable 35 as a “rotating power transmission member” with the bow-shaped guide portion 34 interposed therebetween. The presence of the arcuate guide 34 avoids interference between the cable 35 and the throttle drum unit 30. At the rear end of the cable 35, a sphere 36 is provided which is engaged with the notch 8 at the upper end of the accelerator pedal lever 6. When the accelerator pedal lever 6 is turned in the stepping direction A, the cable 35 is pulled to rotate the turning lever 32 and the turning shaft 31 of the throttle drum unit 30 in the direction A in FIG. The amount of rotation of the motor 31 is detected by a sensor (potentiometer) 37, and an engine output signal corresponding to the amount of rotation is output. When the accelerator pedal lever 6 is rotated in the return direction B, the rotation lever 32 and the rotation shaft 31 of the throttle drum unit 30 connected by the cable 35 are rotated by the spring 33 to follow the direction B in FIG. The cable 35 is not loosened.
[0024]
Next, a hysteresis operation and the like in the accelerator pedal device will be described with reference to FIGS.
[0025]
When the accelerator pedal lever 6 is not rotated (see FIG. 6):
When the accelerator pedal lever 6 is not rotating, it stops at the stopper position pressed against the stopper portion 14 (not shown in FIG. 6) by the urging force of the first spring 11 in the return direction B.
[0026]
When the accelerator pedal lever 6 is rotated (see FIG. 7):
When the driver steps on the pedal portion 7 of the accelerator pedal lever 6 with the foot, the accelerator pedal lever 6 and the hysteresis lever 17 rotate in the stepping direction A about the support shaft 10. When the accelerator pedal lever 6 rotates in the stepping direction A, the cable 35 is pulled, the rotation lever 32 of the throttle drum unit 30 rotates in the direction A, and an engine output signal corresponding to the rotation is generated.
[0027]
At this time, the turning force of the accelerator pedal lever 6 in the stepping direction A, that is, the rotational propulsion force in the stepping direction A, is the force acting in the return direction B from the stepping force by the driver's foot (first spring 11 + second spring). 20), but a predetermined sliding resistance is generated between the upper surface of the rail main body 15 and the sliding member 26 of the resistance applying body 23. The turning power is weakened, and a sudden change in the rotation of the accelerator pedal lever 6 in the stepping direction A is suppressed.
[0028]
Conversely, when the driver releases his / her foot from the pedal section 7, the accelerator pedal lever 6 and the hysteresis lever 17 rotate in the return direction B by the force of the first spring 11 and the second spring 20, respectively. Here, the spring force of the first spring 11 is set to be weak, and the spring force of the second spring 20 is set to be strong. As a result, the hysteresis lever 17 attempts to move first, so that the accelerator pedal lever 6 is always interlocked. This prevents the sound from hitting and the like between the hysteresis lever 17 and the accelerator pedal lever 6.
[0029]
At this time, the turning force of the accelerator pedal lever 6 in the return direction B, that is, the rotational propulsion force in the return direction B is only the force (second spring 20) acting in the return direction B, but the stepping direction. Similarly to the case A, a predetermined sliding resistance is generated between the upper surface of the rail body 15 and the sliding member 26 of the resistance applying member 23 also in the returning direction B. The turning power is weakened, and a sudden change in the rotation of the accelerator pedal lever 6 in the return direction B is also suppressed. As described above, in this embodiment, the hysteresis lever 17 and the hysteresis rail 13 can form a space-saving hysteresis mechanism that suppresses the turning force of the accelerator pedal lever 6 in the pressing direction A and the returning direction B. .
[0030]
FIG. 9 is a graph showing the operation of the hysteresis mechanism. In the graph of FIG. 9, the vertical axis represents the depression force of the accelerator pedal lever 6, the horizontal axis represents the rotation amount of the accelerator pedal lever 6 (the rotation amount in the stepping direction A), and the accelerator pedal lever 6 is once depressed and returned. Is shown. That is, the upper line from the start point S to the end point E is the stepping force in the stepping direction A, and the lower line from the end point E to the start point S is the stepping force in the return direction B. The dotted line at the center shows the stepping force when there is no hysteresis mechanism. As is apparent from FIG. 9, the sliding resistance h by the hysteresis mechanism acts in the stepping direction A and the return direction B, and therefore, even if the stepping force is increased in the stepping direction A, the amount of rotation does not increase immediately, The rotation amount increases after the force reaches a force corresponding to the sliding resistance h. Further, even if the stepping force is reduced in the return direction B, the amount of rotation does not decrease abruptly, and the amount of rotation decreases after the rotation power in the return direction B reaches a force corresponding to the sliding resistance h. If there is no hysteresis mechanism, the amount of rotation fluctuates instantaneously in accordance with the stepping force, and the characteristics of switching back and forth on the dotted line graph shown in the center of FIG. As described above, according to the accelerator pedal device of this embodiment, it is possible to suppress a sudden change in the amount of rotation of the accelerator pedal lever 6 by the hysteresis mechanism, and to secure the stability of the engine output. In addition, a certain degree of resistance can be obtained when the driver steps on the accelerator pedal lever 6 or holds the accelerator pedal lever 6 at a predetermined position, so that the operation feeling can be improved.
[0031]
In addition, since the hysteresis lever 17 and the accelerator pedal lever 6 rotate about the same fulcrum (support shaft 10), when the two are rotated in the stepping direction A and the return direction B, the accelerator pedal lever 6 The abutting portion of the upper end portion 17a of the hysteresis lever 17 does not rub, and unpleasant noise is not generated.
[0032]
Further, since the upper edge of the hysteresis rail 13 is formed by a separate rail main body 15 mounted on the upper part of the hysteresis rail 13, by changing the mounting angle of the rail main body 15, the sliding resistance of the hysteresis mechanism is reduced. Adjustments can also be made easily.
[0033]
When the return rotation of the hysteresis lever 17 is poor (see FIG. 8):
After the accelerator pedal lever 6 and the hysteresis lever 17 rotate in the stepping direction A, the hysteresis lever 17 does not rotate in the return direction B due to trouble in the sliding condition between the resistance applying body 23 and the rail body 15. Even if such a situation occurs, the upper end portion 17a of the hysteresis lever 17 has a structure in which it comes into contact with the accelerator pedal lever 6 in the return direction B (the structure in which the hysteresis lever 17 pushes the accelerator pedal lever 6 in the return direction B). Only the accelerator pedal lever 6 can be reliably rotated in the return direction B with the hysteresis lever 17 remaining. In this way, even if a trouble occurs in the hysteresis mechanism, the rotation of the accelerator pedal lever 6 in the return direction B is reliably ensured, and no trouble occurs in the engine output signal.
[0034]
The preferred embodiment of the present invention has been described above, and modifications of the present invention will be listed below.
[0035]
As an example of the "second urging means", an example is shown in which a second spring for generating a pulling force is provided between the locking hole 19 of the hysteresis lever 17 and the hook portion 2 of the base bracket 1. There is no limitation, and the "second biasing means" is a spring provided on the support shaft 10 similarly to the first spring 11, one end of which is engaged with the base bracket 1 and the other end is engaged with the hysteresis lever 17. When the hysteresis lever 17 is urged in the return direction B, a more space-saving hysteresis mechanism can be configured. The example in which the hysteresis lever 17 and the hysteresis rail 13 are positioned above the support shaft 10 in consideration of a general vehicle mounting layout has been described. However, in a vehicle type in which a space below the support shaft 10 has room, the hysteresis lever 17 is provided. The contact portion (corresponding to the upper end portion 17a) between the actuator and the accelerator pedal lever 6 may be extended downward, and if there is more room, the hysteresis rail 13 may also be installed below.
[0036]
The structure in which the accelerator pedal lever 6 and the hysteresis lever 17 are rotated at the same fulcrum (support shaft 10) has been described, but the present invention is not limited to this, and abnormal noise is generated at the contact portion between the accelerator pedal lever 6 and the hysteresis lever 17. If a countermeasure such as provision of a sliding member for prevention is taken, the fulcrums of the two may be different.
[0037]
A step 15a may be provided on the upper surface of another rail main body 15 attached to the hysteresis rail 13, and a kick-down may be sensed by the driver with a sense of moderation of the stepping force due to the step 15a (see FIG. 10). In this case, the hysteresis rail 13 can be coped with by changing the shape of only the rail body 15 which is a small part without changing the shape. Can be suppressed.
[0038]
Further, the rail body 15 does not necessarily need to be attached to the hysteresis rail 13, and the resistance applying body 23 may be slid with respect to the upper edge of the hysteresis rail 13 itself.
[0039]
Further, the example in which the cable 35 is used as the “rotating power transmission member” has been described, but the present invention is not limited to this. In other words, since the throttle drum unit is installed in the cabin, the accelerator pedal lever 6 and the throttle drum unit 30 are in close proximity to each other. Therefore, it is not always necessary to use the cable 35 that is advantageous for routing a long path. The accelerator pedal lever 6 and the throttle drum unit 30 may be connected using other members. Furthermore, the example in which the throttle drum unit 30 is integrally mounted on the upper portion 1a of the base bracket 1 in consideration of the mounting workability has been described. However, the present invention is not limited to this, and the throttle drum unit 30 may be installed in the vehicle interior near the upper portion of the accelerator pedal lever 6. It may be attached directly to the vehicle body such as a dash panel (not shown) by appropriate means.
[0040]
【The invention's effect】
As described above, according to the present invention, it is possible to provide an accelerator pedal device that is installed in a throttle drum unit and is provided with an effective hysteresis mechanism.
[Brief description of the drawings]
FIG. 1 is a perspective view showing an accelerator pedal device for an automobile according to an embodiment of the present invention.
FIG. 2 is a perspective view showing a hysteresis rail, a hysteresis lever, and a resistance applying body.
FIG. 3 is a sectional view taken along the line SA-SA shown in FIG. 2;
FIG. 4 is a plan view from the direction indicated by the arrow DA in FIG. 3;
FIG. 5 is a sectional view taken along the line SB-SB shown in FIG. 4;
FIG. 6 is a schematic side view of the accelerator pedal device showing a non-rotating state of an accelerator pedal lever.
FIG. 7 is a schematic side view corresponding to FIG. 6, showing a rotation state of an accelerator pedal lever.
FIG. 8 is a schematic side view corresponding to FIG. 6, showing a state in which the hysteresis lever has a rotation failure.
FIG. 9 is a graph showing characteristics of the hysteresis mechanism of this embodiment.
FIG. 10 is a perspective view showing another example of the rail main body.
[Explanation of symbols]
1 base bracket 6 accelerator pedal lever 10 support shaft (fulcrum)
11 1st spring (1st biasing means)
13 Hysteresis rail 15 Rail body (edge)
17 Hysteresis lever 20 Second spring (second biasing means)
22 Third spring (third biasing means)
23 Resistance applying body 29 Engaging piece 30 Throttle drum unit 32 Rotating lever 35 Cable (rotating power transmission member)
A Stepping direction B Return direction

Claims (6)

An accelerator pedal lever rotatable in a stepping direction and a return direction around a fulcrum is attached to a lower portion of a base bracket attached to a vehicle body, and first biasing means for biasing the accelerator pedal lever in a return direction is provided. A throttle drum unit for generating an engine output signal in accordance with the amount of rotation of the rotating shaft is mounted near an upper portion of the accelerator pedal lever, and upper ends of a rotating lever and an accelerator pedal lever integrally attached to the rotating shaft; And a rotating power transmission member, and the rotating shaft is rotated in conjunction with an accelerator pedal lever. The base bracket is rotatable in the stepping direction and the return direction about a fulcrum, and One end is provided with a hysteresis lever contacting the accelerator pedal lever in the return direction, and the hysteresis lever is moved in the return direction. A second biasing means for biasing, a rotatable mounting of a resistance applying body which is slid with a predetermined resistance to an edge of a hysteresis rail protruding from the base bracket on the hysteresis lever; Third biasing means for biasing the body in a direction of pressing against the hysteresis rail is provided ,
An accelerator pedal device for an automobile, wherein an edge portion of the hysteresis rail is formed by another rail main body attached to the hysteresis rail. An accelerator pedal lever rotatable in a stepping direction and a return direction around a fulcrum is attached to a lower portion of a base bracket attached to a vehicle body, and first biasing means for biasing the accelerator pedal lever in a return direction is provided. A throttle drum unit for generating an engine output signal in accordance with the amount of rotation of the rotating shaft is mounted near an upper portion of the accelerator pedal lever, and upper ends of a rotating lever and an accelerator pedal lever integrally attached to the rotating shaft; And a rotating power transmission member, and the rotating shaft is rotated in conjunction with an accelerator pedal lever. The base bracket is rotatable in the stepping direction and the return direction about a fulcrum, and One end is provided with a hysteresis lever contacting the accelerator pedal lever in the return direction, and the hysteresis lever is moved in the return direction. A second biasing means for biasing, a rotatable mounting of a resistance applying body which is slid with a predetermined resistance to an edge of a hysteresis rail protruding from the base bracket on the hysteresis lever; Third biasing means for biasing the body in a direction of pressing against the hysteresis rail is provided,
  An accelerator pedal device for an automobile, wherein the accelerator pedal lever and the hysteresis lever are at the same fulcrum. An accelerator pedal lever rotatable in a stepping direction and a return direction around a fulcrum is attached to a lower portion of a base bracket attached to a vehicle body, and first biasing means for biasing the accelerator pedal lever in a return direction is provided. A throttle drum unit for generating an engine output signal in accordance with the amount of rotation of the rotating shaft is mounted near an upper portion of the accelerator pedal lever, and upper ends of a rotating lever and an accelerator pedal lever integrally attached to the rotating shaft; And a rotating power transmission member, and the rotating shaft is rotated in conjunction with an accelerator pedal lever. The base bracket is rotatable in the stepping direction and the return direction about a fulcrum, and One end is provided with a hysteresis lever contacting the accelerator pedal lever in the return direction, and the hysteresis lever is moved in the return direction. A second biasing means for biasing, a rotatable mounting of a resistance applying body which is slid with a predetermined resistance to an edge of a hysteresis rail protruding from the base bracket on the hysteresis lever; Third biasing means for biasing the body in a direction of pressing against the hysteresis rail is provided,
  An accelerator pedal device for an automobile, wherein an engagement piece that engages with a hysteresis lever and keeps a posture of the resistance applying body substantially combined with a hysteresis rail is formed on the resistance applying body. 4. The accelerator pedal device for an automobile according to claim 2, wherein an edge of said hysteresis rail is formed by another rail main body attached to said hysteresis rail. 4. The accelerator pedal device for an automobile according to claim 1, wherein the accelerator pedal lever and the hysteresis lever are at the same fulcrum. 3. The accelerator pedal device for an automobile according to claim 1, wherein an engagement piece that engages with the hysteresis lever and keeps a posture of the resistance applying body substantially combined with the hysteresis rail is formed on the resistance applying body.

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