JPS60997Y2 - Automotive acceleration/deceleration display device - Google Patents

Description

[Detailed explanation of the idea] This invention relates to a deceleration display device for automobiles.

Cars have traditionally been equipped with a deceleration indicator lamp that lights up when a stop switch is activated in conjunction with the footbrake operation, but display devices that respond to acceleration and deceleration unrelated to the footbrake operation are also attached. Not yet.

For this reason, for example, if the engine brake is suddenly applied while driving, the driver of the following vehicle may be slow to notice and may be hit by a rear-end collision. It was too late for the driver to notice this)
Changing course may result in a rear-end collision.

In order to prevent this risk, an acceleration/deceleration display device that detects the magnitude of the intake pipe negative pressure and lights up a deceleration or acceleration display lamp has been proposed in Japanese Utility Model Publication No. 44-23687.

However, this device not only causes the acceleration indicator lamp to turn on unnecessarily while the engine is stopped, but also makes the deceleration indicator lamp unnecessary during so-called racing situations, where the intake pipe negative pressure decreases for a short period of time and then increases for a short period of time. There was a drawback that it had to be lit.

In view of this, this invention realizes an acceleration display device for an automobile that operates automatically even during sudden accelerations unrelated to the foot brake, and eliminates the drawbacks of unnecessary display as in the prior art. The purpose of this is to prevent rear-end collisions and contribute to safe driving, and the configuration and operation thereof will be explained below with reference to an embodiment.

First, a first embodiment will be described using FIGS. 1, 2.3-1, and 3-2.

FIG. 1 shows a cross section of a negative pressure change detector 1, which is the main part of a first embodiment of this invention.

In the figure, the internal space of a sealed container 3 having a rigid outer wall 2 consisting of two parts 2a and 2b is airtightly partitioned by a movable membrane 4 whose periphery is sandwiched between the mating surfaces of the divided parts 2a and 2b. The movable membrane 4 constitutes two chambers, a pressure chamber 3a and a second negative pressure chamber 3b.
A rigid membrane plate 5a is sandwiched from both sides leaving the vicinity of the periphery.
, 5b and the membrane shaft 6 are riveted together.The first negative pressure chamber 3 is attached to the lumbar shaft 6.
A through hole 7 is formed to communicate between the first negative pressure chamber 3a and the second negative pressure chamber 3b, and a throttle hole 8 is provided in a part of the through hole 7. There is.

The air supply pipe between the carburetor throttle valve and the engine air supply port is
Depending on the speed of the engine, the negative pressure will be low or low, that is, the absolute pressure will be high or low.

Stoppers 10a and 10b are fixed to the inner surfaces of two portions 2a and 2b of the rigid outer wall 2, respectively.The waist movable membrane 4 has a rigid membrane plate 5at5.
b is movable only until it hits the stoppers 10a, 10b.

A return spring 1 is provided as a return biasing means that increases force due to compression between the two portions 2a, 2b and the rigid membrane plates 5a, 5b.
1a.

11b, the movable membrane 4 has both return springs lla when there is no pressure difference between the first negative pressure chamber 3a and the second negative pressure chamber 3b,
It is stable at a fixed position where the force of llb is balanced, and when there is a pressure difference, both return springs ll until they hit the stoppers 10a and 10b.
The displacement is made while maintaining balance with the difference in force received from a and llb.

With this structure, when there is no change in the negative pressure of the speed-dependent negative pressure source or there is a gradual change, the inside of the first negative pressure chamber 3a and the second negative pressure chamber 3b is reduced by the flow through the throttle hole 8. Although the pressure is equal and the movable membrane 4 maintains the fixed position shown in the figure, due to sudden deceleration or sudden acceleration, the pressure in the speed-responsive negative pressure source and therefore in the first negative pressure chamber 3a communicating with this via the communication path 9 suddenly decreases or When there is a sudden increase in pressure, the second negative pressure chamber 3 flows through the throttle hole 8.
Since the pressure in b changes later than the pressure in the first negative pressure chamber 3a, the movable membrane 4 has a rigid membrane plate 5a or 5b that is in contact with the stopper 10a.
or rapidly displaces until it hits 10b.

The membrane shaft 6 protrudes toward the second negative pressure chamber 3b, and has magnetized portions 12a, 12a, and 12a arranged on the outer surface of the membrane shaft 6 at two locations aligned along the displacement direction of the movable membrane 4.
12b are provided with a sufficient distance 13 from each other and with sufficient spread.

Further, the stopper 10b is provided with the distance between the magnetized portions 12a and 12b at the fixed position of the movable film 4, respectively.
A normally open reed switch serving as a deceleration switch 14a and an acceleration switch 14b, respectively, is fixed with a plastic stuffed toy directly opposite the part that is biased toward the side closer to the switch 13.

With this configuration, when the movable membrane 4 is in the normal position, it is closed together with the deceleration switch 14a and the acceleration switch 14b by receiving the magnetic force of the magnetized parts 12a and 12b, but due to sudden deceleration, it is closed in the direction of the first negative pressure chamber 3a. When the switch 14a is displaced, only the deceleration switch 14a directly faces the interval 13, so it no longer receives the magnetic force and opens.On the other hand, when it is displaced in the direction of the second negative pressure chamber 3b due to sudden acceleration, only the acceleration switch 14b faces the interval 13, so it does not receive the magnetic force. I'm starting to not accept it.

In the negative pressure change detector 1 shown in FIG. 1, one of the two return springs lla and llb is omitted as a return urging means, and both ends of the other are fixed to the rigid outer wall 2a or 2b and the rigid membrane plate 5a or 5b, respectively. Alternatively, the movable membrane 4 may be made of an elastic thin plate that uses its own elasticity as a return biasing means, and the return springs 11a and 11b may be omitted.

Further, the throttle hole 8 may be provided in a passage that communicates the first negative pressure chamber 3a and the second negative pressure chamber 3b via the outside of the rigid outer wall 2 instead of the membrane shaft 6.

Next, FIG. 2 shows a circuit of this embodiment using the negative pressure change detector 1 of FIG.

In the figure, the negative electrode of the battery 15 is grounded.

Reference numeral 16 is a deceleration indicator lamp having one pole grounded and the other pole connected to the positive pole of the battery 15 via a stop switch 17.

18 is an acceleration display lamp, one pole of which is grounded.

19 is a key switch, one pole of which is connected to the positive pole of the battery 15.

20 is a control circuit, which has terminals A↓B, C, D, E, and F. A and B are connected to one pole of the deceleration switch 14a1 and the acceleration switch 14b, respectively.
The other pole of b is grounded.

C and D are connected to the other poles of the deceleration indicator lamp and acceleration indicator lamp 18, respectively.

B is connected to the positive pole of the battery 15, and F is connected to the other pole of the key switch 19.

Inside the control circuit 20, the deceleration relay 21 has a normally open switch 22 installed opposite to a coil 23. The normally open switch 22 is connected between terminals E and C, and the coil 23 has one end connected to terminal F and the other end. is connected to the collector of an NPN transistor TRl serving as a deceleration display amplifier, and its emitter is grounded.

A diode D1 is connected to both ends of the coil 23 so as to have a polarity opposite to that of the voltage received from the ground terminal F1.

The transistor TR1, the deceleration relay 21, and the diode D1 constitute a deceleration display power circuit 24, and when the voltage applied between the base and emitter of the transistor TR1 exceeds the cutoff voltage, conduction occurs between the collector and emitter, and the coil 23 is energized. , close the normally open switch 22, and close the stop switch 1.
A drive current is supplied to the deceleration indicator lamp 16 via terminals E and C, regardless of 7.

The base of the transistor TRi is connected to the terminal F via the resistor R1.
directly to terminal A and another NPN transistor TR.
The emitter of transistor TR2 is connected to the collector of transistor TR2, and the emitter of transistor TR2 is grounded.

The base of the transistor TR2 is connected to a terminal F via a resistor R2, to a terminal B via a discharge resistor R3, and to ground via a capacitor C1.

Transistor TR2, resistors R1, R2, R3, and capacitor C1 constitute a deceleration display control circuit 25, and when the key switch 19 is closed, the deceleration switch 14a and the acceleration switch 14b are both closed. In the state shown in the figure, that is, when the movable membrane 4 is in the fixed position, the transistor TR
1 is not conductive and the deceleration relay 21 is not activated. Therefore, if the stop switch 17 is open, the deceleration switch 16 is not activated.
does not light up, but directly from this state, when only the deceleration switch 14a is open, that is, the movable membrane 4 is in the position for sudden deceleration, the transistor TR2 has its base connected to the resistor R3 and the acceleration switch 14b. Since the transistor TR1 is in a grounded state via the resistor R1 and is not conducting, voltage is applied to the base of the transistor TR1 from the positive electrode of the battery 15 via the resistor R1, and the transistor TR1 becomes electrically conductive. Even if the deceleration switch 16 is open,
lights up.

Then, when the movable membrane 4 returns to its normal position, the light goes out.

However, if the movable membrane 4 changes from the normal position shown in the figure to the position of rapid acceleration and only the acceleration switch 14b opens, the resistance R
The voltage of the battery 15 is applied to the capacitor C1 via the capacitor C1 to rapidly charge the capacitor C1, and as a result, the transistor TR2 becomes conductive and the transistor TR1 becomes cut off.

Therefore, as in the case of racing, when the acceleration switch 14b is closed and the deceleration switch 14a is opened during this period, the capacitor C1 is connected to the resistor R3, and the acceleration switch 14a is opened. During a certain period of time during which the voltage is discharged via the resistors R2 and R3 to a voltage determined by the voltage division ratio of the resistors R2 and R3, the transistor TR2 remains conductive, so the transistor TR1 remains in a cut-off state.

Capacitor C1 is connected to prevent transistor TR1 from becoming conductive during short-term sudden deceleration such as during racing.
The capacity is selected.

Next, the acceleration relay 26 has a normally open switch 27 installed opposite the coil 28, and the normally open switch 27 has terminals E and D.
The coil 28 has one end connected to terminal F, the other end connected to the collector of an NPN transistor TR3 serving as an acceleration display amplifier, its emitter grounded, and its base connected to terminal B via the resistor R3. It is connected.

A diode D2 is connected to both ends of the coil 28 so as to have a polarity opposite to that of the voltage received from the ground side of the terminal F1.

The transistor TR3 and the acceleration relay 26 constitute an acceleration display power circuit 29, and when the key switch 19 is closed, the movable film 4 is in the normal position shown, and therefore the acceleration switch 1 is closed.
4b is closed and while the capacitor C1 is sufficiently discharged, the transistor TR3 is in the cut-off state and therefore the relay 2 is activated during acceleration.
6 is in an inactive state and the acceleration indicator lamp 18 does not light up, but when the movable membrane 4 is displaced to the second negative pressure chamber 3b due to sudden acceleration and only the acceleration switch 14b is opened, the capacitor C1 is quickly charged. Transistor TR3 becomes conductive, relay 26 operates during acceleration, and acceleration display lamp 18 lights up.

Then, the movable membrane 4 returns to its normal position and the voltage across the capacitor C1 is turned off.

According to the acceleration/deceleration display device formed by combining the negative pressure fluctuation detector 1 shown in FIG. 1 with the circuit shown in FIG. 2, when the key switch 19 is closed,
With the stop switch 17 open, if there is no or small change in speed, neither the deceleration indicator lamp 16 nor the acceleration indicator lamp 18 lights up.

When the movable membrane 4 suddenly decelerates in this state, the movable membrane 4 is first rapidly displaced toward the first negative pressure chamber 3a as shown in the diagram a in FIG. .

During deceleration by this amount, the switch 14a opens only for a short period of time as shown in the diagram.

As a result, the potential of the base of the transistor TRl indicated by e in FIG. 2 is high only during that period, as shown by the diagram e, and therefore the deceleration indicator lamp 16 is lit.

Further, when sudden acceleration occurs in the above state, although not shown in the diagram, the acceleration switch 14b and the transistor TR
・According to step 3, the acceleration indicator lamp 18 lights up for a short period of time.

These lighting times can be adjusted by changing the strength of the return springs 11a, 11b or the size of the aperture hole 8.

In addition, when performing racing in the above state, the movable membrane 4 first moves to the second negative pressure chamber 3b side, then to the first negative pressure chamber 3b side, as shown in the diagram a in Fig. 3-2, in response to negative pressure fluctuations. It is displaced to the pressure chamber 3a side and then returns, but during this time, the acceleration switch 14b
is open for a short time as shown in diagram C, and then the deceleration switch 14a is opened for a short time as shown in diagram C. During this time, transistors TR2 and TR3 shown in FIG.
As shown in the diagram d, when the acceleration switch 14b is opened, the potential at the base of
4b closes, the voltage decreases relatively gently due to discharge through the resistor R3.

As a result, the acceleration display lamp 18 lights up for a short time, but the deceleration switch 14a opens beyond the period shown in the diagram.
Since the transistor TR2 has a high base potential and is in a conductive state, the transistor TR1 has a low base potential and is not conductive, and the deceleration relay 21 does not pass a drive current and the deceleration indicator lamp 16 does not light up.

In this way, unnecessary lighting during racing is suppressed.

In addition, by setting the size of the throttle hole 8 appropriately large to make the response of the movable membrane 4 to changes in negative pressure insufficient, 1.
1. Further, by appropriately selecting a large resistance value of the resistor R3 and a capacitance of the capacitor C1, it is possible to control the lighting of the acceleration display lamp 18 during racing.

Next, a second embodiment will be described using FIGS. 4 to 6.

As the negative pressure change detector 1, as shown in FIG. 4, only one magnetized portion 1 is used instead of the magnetized portions 12a and 12b in FIG.
2, and in the fixed position of the movable membrane 4 as shown in the figure,
The deceleration switch 14a is closed and the acceleration switch 14b is open, and in the deceleration and acceleration positions of the movable membrane 4, only the deceleration switch 14a and the acceleration switch 14b are open or closed, respectively. It is designed to be reversed.

As the control circuit 20, as shown in FIG. 5, in the one shown in FIG. 2, a diode D3 is inserted in the forward direction between the connection point between the resistor R1 and the base of the transistor TR1 and the terminal Aw, and the transistor TR2 is Deprecate that collector,
Insert diode D4 in the forward direction instead of the base section,
Discharge resistor R3 is eliminated, Zener diode ZDl is provided in parallel with capacitor C1, and transistor TR4 and resistor R5 are installed.
However, the resistor R6 is not provided.

With this structure, in the normal state shown in the figure, when the key switch 19 is closed and the stop switch 17 is open, the deceleration switch 1
Since switch 4a is closed and switch 14b is open during acceleration, the potential at the base of transistor TR1, indicated by d in the figure, is low;
Since TR1 is in the cut-off state, the deceleration indicator lamp 16 does not light up, and the transistor TR4 is conductive, so the transistor TR3 is in the cut-off state, so the acceleration indicator lamp 1 does not light up.
8 doesn't light up either.

During sudden deceleration, the deceleration switch 14a opens and closes as shown in the diagram while the movable membrane 4 is displaced as shown in the diagram a in Figure 6-1, and the switch 14a opens and closes as shown in the diagram d for only the opening period. , the potential at the base of the transistor TR1 becomes high as shown in the diagram d, and during deceleration during this period, the outlet side potential of the coil 23 of 21 decreases as shown in the diagram f, and the deceleration indicator lamp 16
lights up.

During sudden acceleration, the acceleration switch 1 is activated while the movable membrane 4 is displaced.
4b opens and closes, and after the capacitor C1 is immediately discharged by closing, the transistor TR4 is in a cutoff state until the charge in the capacitor C1 is recovered by charging after returning to the open state, and therefore the transistor TR3 is conductive. During acceleration, the relay 26 operates and the acceleration display lamp 18 lights up.

During racing, as shown in diagram a in Figure 6-2, the movable membrane 4 first accelerates for a short time and then decelerates for a short time, as shown in diagrams c and d, respectively. First, the acceleration switch 14b closes for a short time, and then the deceleration switch 14a opens for a short time.

During this period, when the acceleration switch 14b is closed, the capacitor C1 is immediately discharged, so when the deceleration switch 14a is next opened, the capacitor C1' is transferred from the battery 15 through the resistor R1 and the diode D4 as shown in the diagram e. During the time required for sufficient charging, the potential at the base of the transistor TR1, indicated by d in the figure, is low, so the transistor TR1 continues to be in a cut-off state, and the capacitor C
Since the deceleration switch 14a closes before the deceleration signal 1 is sufficiently charged, the transistor TR1 and therefore the deceleration relay 21 do not operate, and the deceleration indicator lamp 16 does not light up.

Next, a third embodiment will be described using FIGS. 7 to 9.

There is only one magnetized portion 12 of the negative pressure change detector 1, as shown in FIG.
Both the acceleration switch 14b and the acceleration switch 14b are open during normal times, and closed only during sudden deceleration and sudden acceleration, respectively.

In the control circuit 20 shown in FIG. 8, 30 is a constant voltage circuit.

The deceleration display power circuit 24 and the acceleration display power circuit 29 are similar to the circuit shown in FIG. 2, except that resistors R7 and R8 are inserted at the input terminals.

The deceleration display control circuit 25 includes a monostable multivibrator 25-1 for deceleration that generates a high potential output for at least a certain period of time Ta even if it opens immediately due to the closing of the deceleration switch 14a, and a monostable multivibrator 25-1 for deceleration that generates a high potential output for at least a certain period of time Ta; switch 14b
The acceleration monostable multivibrator 25-2, which remains at a high potential for at least a certain period of time n longer than Ta, even if it opens immediately due to the closing of the multivibrator 25-2, and similarly the acceleration switch 14b closes. The limiting multivibrator 25-3 has a low potential for at least the above-mentioned time even if it opens immediately due to the deceleration multivibrator 25-1 and the limiting multivibrator 25-3.
An AND circuit 25=4 is provided, which inputs the outputs of both of them, and the output of the AND circuit 25-4 is sent to the deceleration display power circuit 24, and the output of the acceleration multivibrator 25-2 is sent to the acceleration display power circuit 29. It is intended to be supplied.

The predetermined time Ta is set longer than the period during which the deceleration switch 14a is closed during racing, and Tb is set longer than Ta and longer than the period during which the acceleration switch 14b is closed during racing.

With this configuration, under normal conditions, both the deceleration switch 14a and the acceleration switch 14b are open, and the output potential of both monostable multivibrators 25-1 and 25-2 is low.
25-3 has a high output potential, but the output of the AND circuit 25-4 is low, so the deceleration indicator lamp 16 and the acceleration indicator lamp 1
8 does not light up.

During deceleration, the movable membrane 4 is displaced as shown in diagram a in Figure 9-1, and only the switch 14a is closed during deceleration, so that
, d, and f change as shown in the diagram, and only the deceleration indicator lamp 16 lights up during this time.

During acceleration, although not shown, the movable membrane 4 is displaced in the opposite direction to that during deceleration, and only the switch 14b is closed during acceleration.
The output of the acceleration multivibrator 25-2 becomes high potential, and the acceleration display lamp 1 is output via the acceleration display power circuit 29.
8 lights up, the acceleration switch 14b opens, and the time Tb
The light goes out after .

During racing, the movable membrane 4 is displaced as shown in the diagram a in Figure 9-2, and during this time the potentials of btctd and e change as shown in the diagrams b, c, a, and e in the figure.

That is, point e, that is, the output end of the limiting multivibrator 25-3, is connected to point d, that is, the output end of the multivibrator 25-1 for deceleration.
maintains a low potential until the potential at the output terminal returns to a low potential, the output of the AND circuit 25-4 is at a low potential throughout, and therefore the deceleration display power circuit 24 does not operate and the deceleration display lamp 16 does not light up. .

According to this invention, an indicator lamp is automatically turned on in response to a sudden deceleration or acceleration of the engine, independent of the conventional foot brake operation, so it is possible to warn the drivers of following and preceding vehicles. This can prevent rear-end collisions or rear-end collisions, contributing to safe driving, and also prevents the deceleration indicator lamp from lighting up unnecessarily when the engine is stopped or when racing. , will not give false warnings to the driver of the successor vehicle.

[Brief explanation of drawings]

Fig. 1 is a sectional view of a negative pressure change detector used in the first embodiment of this invention, Fig. 2 is a circuit diagram of the first embodiment, and Fig. 3-
1 and 3-2 are diagrams explaining the operation. Figure 4 is a cross-sectional view of the negative pressure change detector of the second embodiment, showing differences from that in Figure 1, Figure 5 is a circuit diagram of the second embodiment, Figures 6-1 and 6. Figure-2 is a diagram explaining its operation. FIG. 7 is a cross-sectional view of the negative pressure change detector of the third embodiment, showing differences from that in FIG. 1, FIG. 8 is a circuit diagram of the third embodiment, and FIGS. 9-1 and 9. Figure-2 is a diagram explaining its operation. (2a, 2b (2... rigid outer wall), 3...
...Airtight container, '3a...First negative pressure chamber, 3b.
. . . Second negative pressure chamber, 11a, 11b . . . energizing means for returning to the home position, 4 . . . Movable membrane, 8 . . .
... Throttle hole, 9... Communication path, 14a...
...Deceleration switch, 14b...Acceleration switch) 1...Negative pressure change detector, 16...
Deceleration indicator, 18... Acceleration indicator, (24...
・°°°Deceleration 9 circuits open during deceleration 9...Power circuit during acceleration, 25...Deceleration display limit circuit, C1...
...Capacitor, 15...Battery, R2.
...Charging resistance, R3...Discharging resistance) 20
...Control circuit, 25-1...For deceleration, (25-2...For acceleration, 25-3...
・・Limiting) Monostable multivibrator, 25-4・・
...AND circuit.

Claims (1)

[Scope of utility model registration request] A first negative pressure chamber 3a and a second negative pressure chamber are formed by airtightly partitioning the internal space of an airtight container having a rigid outer wall by a movable membrane with an energizing means for returning to a normal position, and whose internal volume increases and decreases reciprocally by displacement of the movable membrane. A negative pressure chamber 3b, a throttle hole 8 that communicates the first negative pressure chamber with the second negative pressure chamber, a communication passage 9 that communicates the first negative pressure chamber with the intake pipe of the engine, and a first negative pressure chamber connected to the movable membrane. A deceleration switch 14a that is activated only when the displacement is in the direction of the first negative pressure chamber, and an acceleration switch 14 that is activated only when the displacement is in the direction of the second negative pressure chamber.
and a deceleration power circuit 24 that supplies a drive current to the deceleration indicator 16 upon activation of the deceleration switch 14a, and an acceleration switch 14.
It has an acceleration power circuit 29 that supplies a drive current to the acceleration indicator 18 due to the operation of the acceleration switch, and a deceleration power circuit 24 that operates for some time after the operation is completed due to the operation of the acceleration switch. A deceleration display device for an automobile is provided with a control circuit 20 having a deceleration display limiting circuit 25 that makes it impossible.