JPH03217627A - Accelerator reaction controller - Google Patents

Abstract

PURPOSE:To sensitively let a driver know driving conditions by detecting driving load of a vehicle to input it to a control means, and controlling a stepping reaction of an acceleration pedal made variable by the control means. CONSTITUTION:To an acceleration pedal 1, one end of an acceleration wire 3 pulled when the pedal 1 is stepped down is connected, and the other end is connected to an acceleration drum 5. The drum 5 is normally energized to the direction A by a spring 9 to be interlocked with a throttle valve. A stepping reaction generation means 13 equipped with a rod 23 which communicates reaction by a plunger which displaces with a control current of an electromagnetic solenoid 17 is provided on the rear side of the acceleration pedal 1. The current of the electromagnetic solenoid 17 is controlled by a controller 31 which inputs signals of a throttle opening sensor 27 and a rotation sensor 29 so as to generate the reaction according to the load. A driver judges driving conditions by the stepping reaction.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to an accelerator reaction force control device for controlling the depression reaction force of an accelerator pedal in an automobile or the like.

(Prior Art) An example of an accelerator pedal operating mechanism for controlling the opening and closing of a throttle valve in an automobile is shown in FIG.

One end of a throttle wire 103 is connected to the accelerator pedal 101, and the other end of the throttle wire 103 is connected to an accelerator drum 105.

The accelerator drum 105 is rotatable with respect to the fixed part 107, is always urged in the direction of arrow A in the figure by a return spring 109, and is linked to a throttle valve in a throttle chamber 111.

With this configuration, when the accelerator pedal 101 is depressed in the direction of the arrow B, the accelerator drum 105 rotates in the opposite direction to the arrow A through the accelerator wire 103 against the biasing force of the return spring 109, and the throttle chamber is rotated. The throttle valve in 111 is rotated in the opening direction.

Therefore, in this case, the so-called depression reaction force generated when the accelerator pedal 101 is depressed changes in proportion to the amount of elastic deformation of the return spring 109 that occurs in accordance with the amount of pedal depression.

In addition, there is also one in which the accelerator drum is oval-shaped so that the depression reaction force does not change in proportion to the amount of depression of the accelerator pedal.

(Problem to be solved by the invention) By the way, when driving a car, it is important to know the extent of the running load (running resistance, inclination angle of the running road, running acceleration) currently acting on the vehicle, and how to reduce this load. It is extremely important to predict the output limit at this time to some extent by understanding it in order to obtain suitable driving.

However, in the conventional accelerator pedal operating mechanism, a depression reaction force of a magnitude corresponding to the amount of depression of the accelerator pedal is simply generated. Since it is not possible to grasp the limit of engine output, the driver has no choice but to use an indirect method of judgment, in which the driver intuitively perceives the current driving condition and uses this to determine the limit of engine output. There was a problem.

This invention has been made by focusing on such conventional problems, and has a configuration in which information such as the spare horsepower of the engine output relative to the load condition of the vehicle is actively and directly fed back as an accelerator reaction force value. By doing so, the purpose is to effectively solve the above-mentioned problems.

[Structure of the Invention] (Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention provides a depression reaction force generating means that generates a depression reaction force of an accelerator pedal and is capable of variably setting the reaction force. a load state detection means for detecting a running load acting on the vehicle during running; and a control means for controlling the reaction force of the stepping reaction force generating means in accordance with the running load detected by the load state detection means. There is a configuration having the following.

(Function) The running load of the vehicle is detected by the load state detection means,
Depending on the running load, the control means controls the depression reaction force generating means to control the depression reaction force of the accelerator pedal. By changing the accelerator pedal depression reaction force, the driver understands the current driving load and operates the accelerator pedal accordingly.

(Example) Hereinafter, an example of the present invention will be described based on FIGS. 1 to 5.

FIG. 2 shows the accelerator pedal operation mechanism of this embodiment. One end of a throttle wheel 3 that is pulled when the accelerator pedal 1 is depressed is connected to the accelerator pedal 1, and the other end of the throttle ear 3 is connected to an accelerator drum 5. The accelerator drum 5 is rotatable relative to the fixed part 7, is constantly urged in the direction of arrow A in the figure by a return spring 9, and is linked to a throttle valve (not shown) in a throttle chamber 11.

On the back side of the accelerator pedal 1, there is a depression reaction force generating means 1 that generates a reaction force when the accelerator pedal 1 is depressed.
3, and a stop flange 15 for regulating the maximum amount of depression of the accelerator pedal 1.

The one shown in FIG. 3 as an example of the depression reaction force generating means 13 includes an electromagnetic solenoid 17 to which a control current is supplied, and an electromagnetic solenoid 17 that is displaced to the right in the figure when the control current is supplied to the electromagnetic solenoid 17. It is composed of a linear plunger 19, a piston 21 connected to the tip of the linear plunger 19, a rod 23 that transmits a reaction force to the accelerator pedal 1, and a compression coil spring 25 interposed between the piston 21 and the rod 23. There is.

The throttle valve of the throttle chamber 11 includes:
A throttle opening sensor 27 is connected, and the throttle opening sensor 27 and a rotational speed sensor 29 that detects the engine rotational speed are connected to a controller 31 as a control means composed of, for example, a microcomputer. The throttle opening sensor 27 and the rotation speed sensor 29 constitute a load state detection means 33 that detects the running load acting on the vehicle. The controller 31 is connected to the electromagnetic solenoid 17 of the depression reaction force generating means 13,
The current applied to the electromagnetic solenoid 7 is controlled based on the output signal values of the throttle opening sensor 27 and the rotation speed sensor 29.

In the stepping reaction force generating means 13, the electromagnetic solenoid]
When a current is applied to the liner plunger 19 and the spring 25 is displaced by △X, the reaction force change △f of the accelerator pedal 1 is expressed as △f= k·ΔX, and it is possible to generate a reaction force change of Δf with respect to the depression reaction force originally generated by the return spring 9 and the spring 25 before the linear plunger is displaced.

Further, the controller 31 controls the throttle openings o,, o2, . . . as shown in FIG. - The engine output τ corresponding to the engine rotation speed N with On as a parameter is stored in advance.

During operation, the controller 31 determines whether an error is currently about to occur based on the current engine rotation speed N detected by the rotation speed sensor 29 and the throttle opening detected by the throttle opening sensor 27. engine output τ and the maximum engine output τ■ that can be generated at the engine speed at this time.
X and τ1. , -τ, that is, the engine output margin. The ratio of this τ■1-τ to a preset value δ (τ.. If F<1, there is little margin in the output, and the stepping reaction force generating means 1 generates a stepping reaction force proportional to the value of F.
3, the controller 31 functions to supply a control current to the electromagnetic solenoid 17.

This function of the controller 31 will be specifically explained with reference to the explanatory diagram shown in FIG.

Now, τ under a certain driving condition on a horizontal road with no slope. ．． Suppose that 1-τ is equal to δ. That is, τ■. 8-
Assuming that τ=δ and the position of the piston 21 of the stepping reaction force generating means 13 at this time is at xo, the stepping reaction force generated by the spring 25 of the stepping reaction force generating means 13 is FO, and the stepping reaction force generated by the return spring 9 is Letting the reaction force be F,
A depression reaction force of FO+F acts on the accelerator pedal 1.

Assume that the vehicle enters an uphill road in this state, and if the accelerator pedal 1 is not changed, the uphill resistance will be added, the driving load acting on the vehicle will increase, and the engine speed will decrease. Engine output margin τ. t
−τ becomes smaller and becomes (τ.8−τ)/δ×1.

Here, the controller 31 applies a predetermined current to the electromagnetic solenoid 17 to move the linear plunger 19 to the spring 25.
is moved in the direction of compression, and the position of the piston 21 is changed from Xo in FIG. 5 to X1, which is moved by ΔX.

As a result, the depression reaction force acting on the accelerator pedal 1 is k△
Increased by X, the total becomes FQ +F, +k△X,
The increase kΔX in the depression reaction force is perceived from the accelerator pedal 1, and the driver knows that the engine output has begun to be insufficient for the traveling load acting on the vehicle, and the surplus horsepower has decreased. This allows the driver to predict the vehicle's output limit to a certain extent, making it difficult to overtake. , it is possible to prevent unreasonable uphill driving.

Note that even in a throttle mechanism with another configuration that does not use the return spring 9, the depression reaction force F is eliminated, but
The control function by the depression reaction force generating means 13 is effectively performed.

In addition, in the above-mentioned embodiment, the running load acting on the vehicle is calculated as the output margin ratio (τ■ - τ)/δ from the performance characteristic diagram based on the engine speed and the throttle opening. The method is to calculate the running load acting on the vehicle based on the estimated running resistance of the vehicle, the slope angle of the running road, the running acceleration, etc., and control the pedal reaction force based on this. The force may be controlled.

[Effects of the Invention As is clear from the above, according to the structure of this invention,
Since the running load acting on the vehicle while driving is detected and the depression reaction force acting on the accelerator pedal is controlled based on this detection, the driver can judge the driving situation of the vehicle based on this depression reaction force. can.

[Brief explanation of drawings]

Fig. 1 is a diagram corresponding to the claims of the present invention, Fig. 2 is an overall configuration diagram of an embodiment of the invention, Fig. 3 is a sectional view showing an example of a stepping reaction force generating means, Fig. 4 is a performance characteristic diagram, FIG. 5 is an explanatory diagram of the operation of the depression reaction force generating means, and FIG. 6 is an explanatory diagram showing a conventional accelerator mechanism. 1...Accelerator pedal 13...Depression reaction force generating means 31...Controller (control means) 33...Load state detection means

Claims (1)

[Claims] A depression reaction force generating means that generates a depression reaction force of an accelerator pedal and is capable of variably setting the reaction force, a load state detection means that detects a running load acting on a vehicle during running, and this load state detection means. An accelerator reaction force control device comprising: a control means for controlling the reaction force of the depression reaction force generating means according to a running load detected by the accelerator reaction force control device.