• Journal of Magnetics
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• v.14 no.4
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• pp.175-180
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• 2009

This paper describes the design and analysis of a tubular linear actuator for intelligent AAP (Active Accelerate Pedal) system. In a driving emergency, the electromagnetic actuator produces an additional pedal force such as the active pedal force and vibration force to release the driver's foot on accelerator pedal. A prior study found that the linear actuator with a ferromagnetic core had a problem in transferring the additional force naturally to a driver due to the cogging force. To reduce the cogging force and obtain higher performance of the AAP system, a coreless tubular linear actuator is suggested. Electromagnetic finite element analysis is executed to analyze and design the coreless tubular actuator, and dynamic analysis is performed to characterize the dynamic performance of the AAP system with the suggested tubular actuator for two types of thrust force.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.40 no.11
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• pp.963-970
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• 2016

This research deals with design and performance validation of eco-pedals that generate tactile pedal force to guide fuel saving driving behavior. For eco-pedal control logic, allowable fuel consumption at given driving speed is calculated based on pre-defined "allowable acceleration", and if the actual fuel consumption exceeds the allowable fuel consumption, then pedal force is activated. Pedal force should be recognizable to driver while not causing unpleasantness, and should not interfere with normal operation of pedal. Reaction forces that increase pedal stiffness abruptly, such as step and ramp shape, turn out to be not suitable due to pedal overshoot after release of reaction force. With this regards, vibration type reaction force is adopted, and its optimal frequency, magnitude and duration is determined through subjective evaluation with consideration to effect to fuel efficiency. Though highway and city driving test, it is demonstrated that fuel efficiency increase of 13% for highway and 15% for city is achieved.

• 제어로봇시스템학회:학술대회논문집
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• 2001.10a
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• pp.117.5-117
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• 2001

This paper presents the key idea of handlebar reaction force and pedal resistance force generation in creating life-like feeling in KAIST bicycle simulator. Also, it provides methods to evaluate its reality level with given reaction force profile. In KAIST bicycle simulator, the pedal resistance force and the handlebar reaction force are calculated using the bicycle dynamic model. With the information handlebar angle, rider´s pedaling torque and road profile transmitted from the handlebar system, the pedal system and the visual part, the bicycle dynamics engine calculates the handlebar reaction force and the pedal velocity. The handlebar system and the pedal resistance system generate reaction force and resistance force transmitted from dynamics engine. However to make more realistic riding feeling ...

• Korean Journal of Applied Biomechanics
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• v.26 no.3
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• pp.303-308
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• 2016

Objective: This study evaluated the vertical and horizontal forces in the frontal plane acting on a pedal due to the vertical alignment of the lower limbs. Method: Seven male subjects (age: $25.3{\pm} 0.8years$, height: $175.4{\pm}4.7cm$, weight: $74.7{\pm}14.2kg$, foot size: $262.9{\pm}7.6mm$) participated in two 2-minute cycle pedaling tests, with the same load and cadence (60 revolutions per minute) across all subjects. The subject's saddle height was determined by the height when the knee was at $25^{\circ}$ flexion when the pedal crank was at the 6 o'clock position (knee angle method). The horizontal force acting on the pedal, vertical force acting on the pedal in the frontal plane, ratio of the two forces, and knee range of motion in the frontal plane were calculated for four pedaling phases (phase 1: $330{\sim}30^{\circ}$, phase 2: $30{\sim}150^{\circ}$, phase 3: $150{\sim}210^{\circ}$, phase 4: $210{\sim}330^{\circ}$) and the complete pedaling cycle. Results: The range of motion of the knee in the frontal plane was decreased, and the ratio of vertical force to horizontal force and overall pedal force in the complete cycle were increased after vertical alignment. Conclusion: The ratio of vertical force to horizontal force in the frontal plane may be used as an injury prevention index of the lower limb.

• Journal of the korean Society of Automotive Engineers
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• v.15 no.2
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• pp.64-75
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• 1993

In this study, the function of a hydraulic brake system with a vacuum booster is systematically analyzed according to the mutual relations which follow : - the brake pedal force vs. booster cylinder input force - the booster output force vs. master cylinder input force - the hydraulic line pressure vs. braking deceleration. A computer program is developed based on the theory which is able to predict and analyze the pedal force characteristics at the beginning of the initial stage of brake system design. Analytical results show good agreement with the experimental vehicle test.

• International Journal of Automotive Technology
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• v.6 no.4
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• pp.391-402
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• 2005

Despite its superior braking performance to conventional vehicles on test tracks, the performance of the ABS-equipped car seems disappointing on real highway. The poor braking performance results from questionable design of the human-machine interface(HMI) of the brake system. Force-displacement relation at the brake pedal has a strong effect on the braking performance. Recently developed brake-by-wire (BBW) system may allow us to tailor the force feel at the brake pedal. This study aims at exploring analytical ways of designing human-machine interface of BBW system. In this paper, mathematical models of brake pedal feel for electro-hydraulic BBW (EH-BBW) system are developed, and the braking motion and the characteristics of the driver's leg action are modeled. Based on the dynamic characteristics of the brake pedal and the driver, two new HMI designs for EH-BBW system are proposed. In the designs, BBW system is modeled as a type of master-slave teleoperator. The effectiveness of the proposed designs is investigated using driving simulation.

• Transactions of the Korean Society of Automotive Engineers
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• v.12 no.2
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• pp.175-181
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• 2004

Analysis of brake characteristics has progressed rapidly in recent years, as computer techniques have developed. However, there are many problems in predicting braking characteristics, due to the numerous design variables of the brake system. Therefore, a synthetic braking performance analysis is required for all brake system parts such as master cylinder, booster, control valve and split system. In this paper, a program which can analyze braking performance such as force distribution, braking efficiency, pedal force and pedal travel, is presented. The preprocessor of the program helps users prepare input files through a dialog box. An additional postprocessor makes the graph presentation of solved results. Also, a simple example problem is applied to show the usefulness of the presented program.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2009.10a
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• pp.469-470
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• 2009

• Korean Journal of Applied Biomechanics
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• v.24 no.4
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• pp.417-423
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• 2014

The purpose of this study was to compare two saddle height determination methods by the effectiveness of pedal reaction force. Ten male subjects (age: $24.0{\pm}2.4years$, height: $175.1{\pm}5.4cm$, weight: $69.3{\pm}11.1kg$, inseam: $77.8{\pm}4.5cm$) participated in three minutes, 60 rpm cycle pedaling tests with the same load and cadence. Subject's saddle height was determined by $25^{\circ}$ knee flexion angle (K25) when the pedal crank was at the 6 o'clock position (knee angle method) and 97% (T97), 100% (T100), 103% (T103) of trochanter height (trochanteric method). The RF (resultant force), EF (effective force), and IE (index of effectiveness) were compared by measuring 3D motion and 3-axis pedal reaction force data during 4 pedaling phases (phase1: $330^{\circ}-30^{\circ}$, phase2: $30^{\circ}-150^{\circ}$, phase3: $150^{\circ}-210$, phase4: $210^{\circ}-330^{\circ}$). Results showed that there were significant differences in EF at phase1 between T97 and K25, in EF at phase4 between T100 and T103, in IE at total phase between T97 and K25, between T100 and T103, in IE at phase1 & phase2 between T97 and K25. There was higher IE in the K25 than any other saddle heights, which means that K25 was better pedaling effectiveness than the trochanteric method. Therefore it was suggested the saddle height as 103.7% of trochanter height that converted from K25.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.10 no.4
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• pp.88-95
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• 2011

In this study, the deformation, stress, vibration, fatigue life and the probability of damage are analyzed at the pedal applied by the force of 300N. The maximum stress at the lower of pedal is shown as 20.801MPa. And the maximum displacement is 0.85mm at the maximum response frequency as 3800Hz. Among the cases of nonuniform fatigue loads, 'SAE bracket history' with the severest change of load becomes most unstable but 'Sample history' becomes most stable. In case of 'Sample history' with the average stress of 0 to $-10^{5}MPa$ and the amplitude stress of 0 to $10^{5}MPa$, the possibility of maximum damage becomes 0.6%. This stress state can be shown with 5 times more than the damage possibility of 'SAE bracket history' or 'SAE transmission'. The structural result of this study can be effectively improved with the design of pedal by investigating durability against its damage.