JPH0612224Y2 - Accelerator lever control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to improvement of an accelerator lever control device for an automatic transmission vehicle.

(Prior Art) In recent years, many vehicles are equipped with an automatic transmission that automatically performs a gear shifting operation by interposing a torque converter between the engine and the transmission in order to reduce driver fatigue. Since the torque converter is a fluid coupling, its output transmission efficiency is inevitably lower than that of a mechanical clutch, which is disadvantageous in terms of improving fuel efficiency.

Therefore, in order to improve not only the ease of operation but also the fuel consumption, the conventional transmission and mechanical clutch are used, and instead of the driver operating the clutch and transmission, these are automatically controlled by electronic control. The present applicant has proposed an automatic transmission adapted to perform the above (see, for example, Japanese Utility Model Laid-Open No. 61-70544).

FIG. 4A is a schematic diagram showing a mechanical structure, and FIG. 5 is a block diagram of the same. In this example, the combustion injection pump 4
1. The mechanical clutch 42 and the transmission 43 are provided with various detecting means for detecting their operating states and actuators for driving them, and the control unit 60 controls the actuators on the basis of signals from these detecting means for automatic shifting. It will be realized.

First, a means for detecting the operating state is required as the detecting means, and this operating state can be determined from the position of the select lever, the clutch disengaged state, the actual shift position of the transmission, and the vehicle speed. Therefore, the shift tower 48 has a select lever (selector).
A select position sensor 51 for detecting the position of 49, a clutch position sensor 54 for detecting the stroke position of the clutch for the mechanical clutch 42, and a shift position sensor for detecting the actual shift position for the transmission 43 without the synchromesh mechanism. 58 and the propeller shaft 44
Main shaft rotation sensors 56 for detecting the rotation speed of the main shafts connected to the axles via the respective shafts are provided. Since the main shaft rotation speed is proportional to the vehicle speed, the main shaft rotation speed sensor 56 functions as a vehicle speed sensor.

Further, the gears to be engaged are synchronized with each other by driving the gear shift mechanism when the rotation speed Ng of the main gear that idles on the main shaft enters the synchronizing range provided for the rotation speed Nsyc of the main shaft. N
Need to detect g. In this case, since the main gear is in mesh with the counter shaft that transmits the engine output, the rotation speed of the counter shaft is equal to the rotation speed Ng of the main gear, and therefore the counter shaft rotation sensor 57 is provided.

Next, in response to these detection means, as an actuator to be controlled by the control unit 60, the fuel injection pump 41 has an accelerator fully-closed cylinder 70 for fully closing the mechanical governor, and an accelerator fully-opened similarly. A fully open cylinder 71 is provided.

Further, the clutch 42 is provided with a clutch actuator 55 that connects and disconnects the clutch, and the transmission 43 is provided with a gear shift actuator 59 that drives a gear shift mechanism to set a gear shift.

The control unit 60 for controlling these actuators includes a synchronization determination circuit 62, a transmission control circuit 64, an accelerator control circuit 63, a clutch on / off control circuit 65, and a shift change control circuit 61, which constitute a shift operation control means.

Here, the synchronizing determination circuit 62 determines a rotation speed range, which is a predetermined value above or below the main shaft rotation speed Nsyc, as a synchronizable area based on the rotation speed signals from the main shaft rotation sensor 56 and the counter shaft rotation sensor 57. is there.

Further, the shift change control circuit 61, which has a main function as a shift operation control means, uses a transmission control circuit 61 based on a detection signal from a main shaft rotation sensor 56 or the like as an operating state detection means and a signal from a synchronization determination circuit 62. 64, clutch on / off control circuit 65,
A control signal is output to the accelerator control circuit 63 to control the shift operation.

In this example, a clutch pedal switch 67 for detecting the depression of the clutch pedal 46 is provided so that only the clutch operation at the time of starting can be performed manually. Further, the accelerator opening degree (depression amount) of the accelerator pedal 45 is transmitted to the first accelerator lever of the fuel injection pump 41 via the second accelerator lever, as described later. Reference numeral 69 is a transmission position lamp that indicates the actual shift position.

For example, when shifting up in the D range, as shown in FIGS. 8 and 9, if it is determined that the vehicle speed V increases due to acceleration and it is necessary to change gears, the first to 20th fuel injection pumps are executed at 20 to 22. Return the accelerator lever to the fully closed position and at the same time disengage the mechanical clutch to set the transmission to the neutral position. Incidentally, FIG. 7 shows step 1 of FIG.
9 is a flowchart showing the operation of shift up and shift down control performed at 0 and 11.

Then, in S23, the clutch is immediately connected. This is because in the manual shift, the clutch is usually connected after completing the gear shift, but during that time, the engine rotation speed decreases toward the idle rotation regardless of the axle. The reduced engine speed is drastically reduced to the rotation on the axle side, which acts as a large load on the drive system, resulting in a shift shock. Therefore, the clutch is connected to the engine output shaft except when the transmission is set to the neutral position for the purpose of reducing the shift shock and further shortening the shift required time.

24 detects the gear rotation speed Ng of the main gear which idles on the main shaft, and when Ng> Nsyc, 28 is Ng ≦ N.
When syc + ΔN, it is determined that Ng is in the synchronizing region, a gear set for engaging the main gear with the main shaft is started, and after completion of the gear set, the first accelerator lever is returned to the original position at 30. When NO in 24, the first accelerator lever is fully opened through the second accelerator lever of the fuel injection pump in 25 to 27 to increase the engine rotation to Ng> Nsyc.

Here, Nsyc is the rotation speed of the main shaft connected to the axle, ΔN is an allowable range set as a range in which this Nsyc can be synchronously engaged without causing a gear squeal, and Nsyc + ΔN is the upper limit value of the synchronizing region. give.

By the way, FIG. 4 (B) is a schematic view showing a specific configuration of the accelerator lever portion of the fuel injection pump.

The L-shaped first accelerator lever 30 is coupled to an accelerator shaft 31 of a mechanical governor at one end of its vertical side, and a bent portion 32 facing the piston rod of the accelerator fully closed cylinder 70 is formed at the other end. To be done. A second accelerator lever 33 is rotatably attached to the accelerator shaft 31 at one end, and the other end (free end) is connected to an accelerator link 36 interlocked with an accelerator pedal via a link 34 and an operating rod 35. To be done. In addition, link 3
4 is a bent portion 37 facing the fully open cylinder 71.
And a long hole 38 that slidably supports the end portion of the operating rod 35 between the fully closed position and the fully open position is formed. And
The second accelerator lever 33 is the first accelerator lever 30.
The first accelerator lever 3 is biased by a first spring 39 interposed between the first accelerator lever 3 and the bent portion 10.
It rotates together with 0. 11 is the second accelerator lever 33
Shows a second spring for biasing the to the fully closed position.

On the other hand, the accelerator fully closed cylinder 70 is connected to the air tank via the accelerator fully closed valve 12, and the accelerator fully open cylinder 71 is connected to the air tank via the accelerator fully open valve 13. Then, the accelerator fully closed cylinder 70 extends the piston rod by the air pressure from the air tank to rotate the first accelerator lever 30 to the fully closed position. Similarly, the accelerator full-open cylinder 71 extends the piston rod 30 by the air pressure from the air tank to rotate the first accelerator lever 30 to the fully open position via the link 34 and the second accelerator lever 33.

Here, the accelerator fully closed valve 12 and the accelerator fully open valve 13 have a communication (air pressure supply) position and an atmosphere open (exhaust) position, and switching control is performed based on an output signal from the accelerator control circuit 63.

(Problems to be solved by the invention) By the way, in such an accelerator lever control device, normally, the spring force of the second spring 11 acts as a pedal reaction force on the accelerator pedal. During operation, when the link 34 separates from the operating rod 35 as the accelerator fully open cylinder 71 operates, the operating rod 3
5 is released from the spring force of the spring 11, so that the pedal reaction force momentarily becomes zero, and the pedal operation feeling deteriorates.

(Means for Solving Problems) In order to solve such problems, the present invention connects a first accelerator lever to an accelerator shaft of a fuel injection pump and also connects a second accelerator lever to the accelerator shaft. A first spring rotatably attached to connect the first and second accelerator levers and a second spring for urging the second accelerator lever to the fully closed position are provided, while the first accelerator lever is In an accelerator lever control device equipped with an accelerator fully-closed actuator that pivotally operates to a fully closed position and an accelerator fully-opened actuator that pivotally operates a second accelerator lever to a fully open position, a wire is used as an accelerator pedal for the second accelerator lever. The clevis is connected via a predetermined stroke so that it can move freely, and the clevis can be returned in the accelerator pedal return direction. Third to urge
Attach the spring of.

(Operation) During a gear shift operation, when the accelerator fully-open actuator rotates the second accelerator lever to the fully-open position, the second accelerator lever separates from the clevis, but the clevis is urged by a spring that biases the accelerator pedal in the return direction. The pedal reaction is not applied to, that is, the pedal reaction force does not become zero, and the pedal operation feeling can be improved. In addition, normally, together with the spring, a spring that biases the second accelerator lever to the fully closed position applies a pedal reaction force to the accelerator pedal.

(Embodiment) In FIG. 1, a first accelerator lever 80 is a base end portion of an accelerator shaft 81 of a mechanical governor as before.
And a stopper 84 (projection) that locks the second accelerator lever 83 that is urged by the first spring 82. The second accelerator lever 83 is also rotatably attached to the accelerator shaft 81 at the base end thereof, and the elongated hole 85 of the clevis 85 is provided at the other end (free end).
A pin 86 is provided which slidably engages A.

The clevis 85 is an accelerator pedal 88 via a wire 87.
The first accelerator lever 80 is rotated in the opening direction via the second accelerator lever 83 in accordance with the depression amount (accelerator opening degree) of the accelerator pedal 88 during normal operation.
The clevis 85 is provided with a third spring 89 for urging the clevis 85 in the accelerator pedal returning direction. 90
Is the second for urging the second accelerator lever 83 to the fully closed position.
Shows the spring.

On the other hand, 91 is an accelerator fully closed cylinder for rotating the first accelerator lever 80 to a fully closed position, and 92 is an accelerator fully open cylinder for rotating the second accelerator lever 83 to a fully open position. Numeral 92 is connected to an air tank through accelerator fully closed and fully open valves 93 and 94, respectively. The accelerator fully-closed and fully-opened valves 93 and 94 are, as in the conventional case, based on a control signal from the control unit 60 that controls the automatic gear shift, temporarily open the mechanical governor of the fuel injection pump as needed during the gear shift operation. Switching control is performed so that the operation is closed or fully opened.

Therefore, at the time of gear shift operation, as shown in FIG. 2, when the accelerator fully open cylinder 92 pivotally operates the first accelerator lever 80 to the fully open position via the second accelerator lever 83, the second accelerator lever 83 moves. With pin 86
Slides from one end to the other end along the long hole 85A of the clevis 85, and the spring force of the second spring 90 increases the clevis 8
In this case, the clevis 85 does not act on the third spring 8 that biases the accelerator pedal in the returning direction.
A pedal reaction force is applied to the accelerator pedal 88 by 9.
In other words, the pedal reaction force does not become zero even when the accelerator fully open cylinder 92 is operating, and the pedal operation feeling can be improved.

Further, as shown in FIG. 3, when the accelerator fully closed cylinder 91 rotates the first accelerator lever 80 to the fully closed position, the second accelerator lever 83 is restrained by the clevis 85 and the first accelerator lever 80 is locked. Without following 80 movements,
Therefore, the pedal reaction force of the accelerator pedal 88 is slightly increased by the amount by which the first spring 82 extends and biases the clevis 85 in the closing direction via the second accelerator lever 83.

In the normal state, the third and second springs 89 and 90 apply a pedal reaction force according to the depression amount of the accelerator pedal 88.

(Effects of the Invention) In short, according to the present invention, the first accelerator lever is coupled to the accelerator shaft of the fuel injection pump, and the second accelerator lever is also rotatably attached to the accelerator shaft, so that A first spring that connects the second accelerator lever and a second spring that urges the second accelerator lever to the fully closed position are provided, while the first spring
In an accelerator lever control device equipped with an accelerator fully-closed actuator for rotating the accelerator lever to a fully closed position and an accelerator fully open actuator for rotating a second accelerator lever to a fully open position, the second accelerator lever is The clevis, which is connected to the pedal via a wire, is movably connected by a predetermined stroke, and a third spring for urging the clevis in the accelerator pedal return direction is attached. The reaction force does not become zero, and the operation feeling can be improved.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention, FIGS. 2 and 3 are block diagrams for similarly explaining the operating state, FIG. 4 (A) is a schematic block diagram of a conventional apparatus, and FIG. 4 (B). Is also a main part configuration diagram,
FIG. 5 is a block diagram of the control unit, and FIGS. 6 and 7 are flow charts for explaining an example of the shift control operation. 80 ... 1st accelerator lever, 81 ... Accelerator shaft, 82 ... 1st spring, 83 ... 2nd accelerator lever, 85 ... Clevis, 86 ... Pin, 87 ... Wire, 8
8 ... accelerator pedal, 89 ... third spring, 90 ...
Second spring, 91 ... Accelerator fully closed cylinder, 92
… Fully open accelerator cylinder.

Claims (1)

[Scope of utility model registration request] 1. A first accelerator shaft for a fuel injection pump
In addition to connecting the accelerator lever of, the second accelerator lever is also freely attached to the accelerator shaft,
A first spring that connects the first and second accelerator levers, and a second spring that biases the second accelerator lever to the fully closed position.
An accelerator fully closed actuator for rotating the first accelerator lever to a fully closed position while providing a spring of
In an accelerator lever control device equipped with an accelerator full-open actuator that pivotally operates a second accelerator lever to a fully open position, the second accelerator lever is movably connected by a predetermined stroke to a clevis that is connected to an accelerator pedal via a wire. In addition, an accelerator lever control device is provided with a third spring for urging the clevis in the accelerator pedal returning direction.