JP5256991B2 - Accelerator pedal force control device - Google Patents

Description

  The present invention relates to an accelerator pedal depression force control device applied to a vehicle equipped with a manual transmission.

In Patent Document 1, in order to improve the fuel consumption of a vehicle equipped with a manual transmission, when an improvement in fuel consumption can be expected by shifting up, a liquid crystal display installed on a dashboard, a meter panel, or a center A technology has been disclosed that suggests upshifting by displaying on the display unit composed of an in-dash type display device or the like embedded in the console, or by producing a sound or warning sound. .
JP 2004-60548 A

  However, as shown in Patent Document 1, when the timing of upshifting is suggested to the driver in an audiovisual manner, it is not immediately possible to notice that the upshifting timing has been reached due to oversight or missed listening. There is a risk that the shift-up operation will be greatly delayed.

  Therefore, the present invention has shift change determination means for determining whether or not the current driving state is a driving state in which fuel efficiency is improved by performing a shift change, and shift changing from the currently used shift stage. When it is determined that the fuel economy is improved, the pedal force of the accelerator pedal is increased so as to prompt the driver to perform a shift change.

  According to the present invention, when the current driving state is a driving state in which the fuel efficiency is improved by performing a shift change, the pedaling force of the accelerator pedal is increased, so that the timing of the shift change is reliably transmitted to the driver. In addition, it is possible to prompt the driver to perform a shift change, and to suppress a shift change operation delay.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic plan view showing a system configuration of an accelerator pedal depression force control device according to the present invention and a configuration of the accelerator pedal depression force control device. FIG. 2 is a schematic side view showing the configuration of the accelerator pedal depression force control apparatus according to the present invention.

  The accelerator pedal depression force control device shown in FIGS. 1 and 2 controls the depression force of an accelerator pedal 2 provided on a vehicle body 1 (not shown). This accelerator pedal depression force control device is applied to a vehicle equipped with a manual transmission, and as will be described later, the pedaling force changing means for changing the depression force of the accelerator pedal 2 and the current driving state are shifted to improve fuel efficiency. Shift change determining means for determining whether or not the vehicle is in a driving state, and when it is determined that the fuel efficiency is improved by shifting from the currently used shift stage, the shift change is made to the driver. The pedal force of the accelerator pedal 2 is increased so as to prompt the driver.

  The accelerator pedal 2 is provided on the rotary shaft 3 and swings about the rotary shaft 3 as a fulcrum, and a reaction force is applied by a return spring 4 having one end fixed to the vehicle body 1 and the other end fixed to the rotary shaft 3. It is done. An accelerator position sensor 6 serving as an accelerator opening detecting means for detecting an accelerator opening is provided near the other end of the rotating shaft 3 while one end of the rotating shaft 3 is rotatably supported on the vehicle body 1 via a bearing 5. Is provided.

  In the present embodiment, the depression amount of the accelerator pedal 2 and the throttle valve (not shown) of the engine (not shown) are linked, and the throttle opening of the engine is increased according to the increase of the depression amount of the accelerator pedal 2. The degree increases. That is, the fuel injection amount increases in proportion to the accelerator opening.

  The pedaling force changing means basically increases the base pedaling force generated in the accelerator pedal 2 in proportion to the amount of depression of the accelerator pedal 2 (accelerator opening). Friction members 7a and 7b to be applied, and a variable friction plate 7 as friction force control means for controlling the friction force. Here, the friction member 7 a is mechanically coupled to the other end of the rotary shaft 3. Further, the friction member 7b is disposed so as to face the friction member 7a, and is provided on the fixed shaft 8 so as to be freely movable in the axial direction and restricted in rotation by a spline or the like. And mechanically coupled. Furthermore, an actuator (for example, an electromagnetic solenoid) 9 is provided on the vehicle body 1.

  The variable friction plate 7 can change the movement amount (operation amount) of the friction member 7b in the axial direction (the direction of arrow A1 in FIG. 2) by the operation of the actuator 9, whereby the friction member 7a, the friction member 7b, The frictional force between the two can be controlled. The operation of the actuator 9 is controlled by the control unit 10. That is, by controlling the operation of the actuator 9 by the control unit 10, the pedaling force of the accelerator pedal 2 can be changed. The control unit 10 functions as the shift change determination means as will be described later.

  The control unit 10 includes an accelerator position sensor 6 that can detect the accelerator opening from the depression amount of the accelerator pedal 2, a vehicle speed sensor 11 that detects the vehicle speed, a rotation speed sensor 12 that detects the rotation speed of the engine, and a gear of the shift lever. Signals from various sensors such as a gear position sensor for detecting the position are input. The control unit 10 determines the fuel injection timing, fuel injection amount, and the like of the engine based on the input signal.

  The control unit 10 determines whether or not the current driving state is a driving state in which fuel efficiency is improved by a shift change.

  Specifically, a predetermined reference rotational speed is set for each gear position, and when the engine rotational speed reaches this reference rotational speed, the current driving state shifts to improve fuel efficiency. It is determined that the driving state is in progress. Here, the reference rotation speed is a reference upper limit rotation speed and a reference lower limit rotation speed set for each shift stage, and the control unit 10 upshifts when the engine rotation speed reaches the reference upper limit rotation speed. It is determined that the fuel efficiency is improved, and when the engine speed reaches the reference lower limit speed, it is determined that the fuel efficiency is improved by downshifting. In other words, the control unit 10 determines whether or not a shift change start command timing has been generated that improves fuel efficiency by performing a shift change. At the first speed, only the reference upper limit rotation speed is set as the reference rotation speed, and at the highest speed (for example, sixth speed), only the reference lower limit rotation speed is set as the reference rotation speed.

  Then, when the current driving state is a driving state in which fuel efficiency is improved by a shift change, the depression force of the accelerator pedal 2 is increased so as to prompt the driver to perform a shift change. In other words, when it is time to improve the fuel efficiency as a result of a shift change, the pedal effort of the accelerator pedal 2 is increased so as to prompt the driver to perform a shift change.

  As a result, in order to prevent the engine speed from increasing and the engine speed from proceeding to the high speed range and deteriorating the fuel consumption at each shift stage, as shown in FIG. 3, the engine is driven before entering the high speed range. The driver is prompted to make a shift change, and the driver changes the vehicle. Note that the solid line in FIG. 3 is a characteristic line indicating the correlation between the engine torque and the engine rotational speed at each gear stage, the alternate long and short dash line in FIG. 3 is the constant speed line of the vehicle speed, and the thick solid line in FIG. It is a characteristic line which shows the mode of the shift change with good fuel efficiency which performed the shift change at the timing.

  More specifically, for example, as shown in FIG. 4, when the manual transmission is operating in the second speed state, the gear stage is operated as the second speed as it is due to an increase in the engine rotational speed or the like. However, if it is determined that the fuel efficiency is improved by shifting up the gear position to the third speed, the pedal according to the amount of depression of the accelerator pedal 2 at that time with respect to the base pedaling force of the accelerator pedal 2 at that time By increasing the pedal effort (increase the pedal effort in proportion to the amount of depression of the accelerator pedal 2 at that time), the driver is notified that it is time to shift up, and the driver is prompted to perform a shift-up operation. Yes.

  That is, the pedal depression force of the accelerator pedal 2 is increased at a shift change start command timing at which fuel efficiency is improved by performing a shift change. As shown in FIG. 4, when the driver notices that this is the timing for upshifting due to the increase in pedal depression force and starts to return the accelerator pedal 2 from the shift change start command timing, the increase in pedal depression force is constant. If the idle switch is turned ON after that, the increase in the pedal effort of the accelerator pedal 2 is set to “0” (the pedal effort of the accelerator pedal 2 is only the base pedal effort). The idle switch signal is turned ON when a signal indicating that the accelerator opening or the throttle valve (not shown) is 0 is input.

  In addition, even though the pedal force of the accelerator pedal 2 is increased at the shift change start command timing that improves fuel efficiency by shifting up the gear stage of the manual transmission from the second speed to the third speed, the driver In the case where the pedal 2 is continuously depressed, as shown in FIG. 5, the increment of the pedal depression force is gradually increased until the driver starts to return the accelerator pedal 2. When the driver starts to return the accelerator pedal 2, the increase in the pedal depression force is maintained at the increase in the pedal depression force when the driver starts to return the accelerator pedal 2, and then the accelerator pedal is turned on. 2 is set to “0” (the pedal effort of the accelerator pedal 2 is only the base pedal effort).

  And, for example, despite the fact that the pedal depression force of the accelerator pedal 2 is increased at the shift change start command timing at which the fuel efficiency is improved by shifting up the gear stage of the manual transmission from the fourth speed to the fifth speed, If the shift change start command timing that improves fuel efficiency by shifting up the gear stage of the manual transmission from the 4th gear to the 6th gear while the accelerator pedal 2 is continuously depressed is shown in FIG. As shown, the driver is informed that it is time to perform a shift-up operation that shifts the gear position of the manual transmission from the fourth speed to the sixth speed. In other words, even though the pedal force of the accelerator pedal 2 is increased at the shift change start command timing at which the fuel efficiency is improved by shifting up the gear stage of the manual transmission from the fourth speed to the fifth speed, While continuing to depress 2, the engine speed increases, and even if the gear position is shifted up from 4th gear to 5th gear, the engine rotational speed does not decrease to a point where the fuel efficiency is improved. If the engine speed does not decrease until the 6th speed is changed to the 6th speed, the driver is prompted to perform a shift-up operation to shift the gear stage of the manual transmission from the 4th speed to the 6th speed at once. The solid line in FIG. 6 is a characteristic line indicating the correlation between the engine torque and the engine rotational speed at each gear, the alternate long and short dash line in FIG. 6 is the vehicle speed constant speed line, and the thick solid line in FIG. 6 is the shift change start command timing. It is a characteristic line which shows the mode of the shift change which performed the shift change.

  More specifically, as shown in FIG. 7, the pedal depression force of the accelerator pedal 2 is increased step by step at a shift change start command timing that improves fuel efficiency by shifting up from 4th gear to 6th gear. In other words, the pedal effort of the accelerator pedal 2 is increased stepwise so that it has a stepped shape with the same number of steps from the currently used gear to the gear determined to improve fuel efficiency. Therefore, in the example shown in FIGS. 6 and 7, the increase in the pedal effort is increased in two stages at the shift change start command timing at which the fuel efficiency is improved by shifting up the shift speed from the fourth speed to the sixth speed. More specifically, at the shift change start command timing at which the fuel efficiency is improved by shifting up the gear position from the fourth speed to the sixth speed, the pedal depression force is further increased according to the depression amount of the accelerator pedal 2 at that time. Furthermore, after a predetermined time has elapsed from the shift change start command timing for shifting up the gear stage from the 4th speed to the 6th speed, a shift change start that improves fuel efficiency by shifting up the gear stage from the 4th speed to the 6th speed By adding a predetermined amount of pedal effort Q that is set in advance to the increment P of the pedal effort at the command timing, the increment of the pedal effort is increased in two stages.

  In FIG. 7, since the accelerator opening is returned at the shift change start command timing for shifting up the shift speed from the fourth speed to the sixth speed, the idle switch signal is turned on after the pedal depression force Q is added. Until then, the increase in the pedal effort is kept constant, but if the accelerator opening is not returned when the pedal effort Q is added, the pedal effort will continue until the accelerator opening begins to return. Gradually increase the increment of.

  Further, for example, as shown in FIG. 8, when the manual transmission is operating in the state where the gear stage is in the fourth speed, if it is determined that the fuel efficiency is improved by shifting down the gear stage to the third speed, In addition to informing the driver that it is time to shift down by increasing the pedal depression force according to the amount of depression of the accelerator pedal 2 at that time relative to the current pedal depression force of the accelerator pedal 2, the driver Will prompt a downshift operation.

  FIG. 9 is a flowchart showing a control flow of the accelerator pedal depression force control apparatus in the present embodiment described above.

  In S1, it is determined whether or not a shift change start command timing has occurred. If it has occurred, the process proceeds to S2, and if not, the current routine is terminated.

  In S <b> 2, the accelerator pedal 2 is provided with an increase in the pedal effort corresponding to the current depression amount of the accelerator pedal 2.

  In S3, it is determined whether or not the shift step between the current shift stage and the shift change destination shift stage is two or more. If it is two or more, the process proceeds to S7. If is one stage), the process proceeds to S4.

  In S4, it is determined whether or not the driver has started a shift change, that is, whether or not the driver has started to return the accelerator pedal 2. If the driver has started to return the accelerator pedal 2, the process proceeds to S5, otherwise If so, the process proceeds to S9.

  In S5, it is determined whether or not the idle switch signal is turned on. If the idle switch signal is turned on, the process proceeds to S6.

  In S6, the increase in pedal effort is canceled (removed), and the current routine is terminated.

  If it is determined in S3 that the gear step of the shift change destination is two or more, the process proceeds to S7, where it is determined whether or not addition of the pedal depression force corresponding to the shift step is executed, and the shift step is determined. If the addition of the pedal depression force is being executed, the process proceeds to S4, and if not, the process proceeds to S8.

  In S8, the pedal depression force corresponding to the shift step is added, and the process proceeds to S4. In other words, the pedal effort of the accelerator pedal 2 is increased stepwise so that it has a stepped shape with the same number of steps from the currently used gear to the gear determined to improve fuel efficiency.

  If it is determined in S4 that the driver does not start a shift change, the process proceeds to S9, the pedal effort is gradually increased, and the process proceeds to S10.

  In S10, it is determined whether or not a new shift change start command timing has occurred. If a new shift change start command timing has occurred, the process proceeds to S3, and if not, the process proceeds to S4.

  As described above, in the present embodiment, when the current driving state is a driving state in which fuel efficiency is improved by performing a shift change, the driver can perform a shift change by increasing the depression force of the accelerator pedal 2. The shift change timing can be transmitted to the driver with certainty. Further, since the driver's cognition for the timing of the shift change is improved, the delay in the operation of the shift change is suppressed, the vehicle can be easily driven at an efficient engine rotation speed, and fuel consumption can be improved. .

  Even if it is determined that the fuel efficiency is improved by shifting from the currently used shift speed, if the accelerator pedal 2 is kept depressed, the accelerator pedal 2 is not returned, and the shift change is not started, the accelerator pedal Since the pedal effort of No. 2 is gradually increased, the driver's cognition for the timing of the shift change can be further improved.

  When it is determined by the shift change determination means that the fuel consumption is improved by making a shift change of at least two or more stages from the currently used shift speed, it is determined that the fuel efficiency is improved from the currently used shift speed. Since the pedal effort of the accelerator pedal 2 is increased step by step so that it has the same number of steps as the steps up to the selected gear position, the driver can change the shift change destination gear stage according to how the accelerator pedal 2 is increased. Can be easily recognized.

  In the above-described embodiment, when it is determined that the fuel efficiency is improved by performing a shift change from the currently used shift speed, and the shift change is not started even though the pedal depression force of the accelerator pedal 2 is increased. Although the pedaling force of the accelerator pedal 2 is gradually increased, it is determined that the fuel efficiency is improved by shifting from the currently used shift stage, and the pedaling force of the accelerator pedal 2 is increased. When the shift change is not started, the pedal force of the accelerator pedal 2 may be kept constant without being gradually increased.

  The technical ideas of the present invention that can be grasped from the above-described embodiments will be listed together with their effects.

  (1) In an accelerator pedal depression force control device that is applied to a vehicle equipped with a manual transmission and has a pedal force change means for changing the pedal force of an accelerator pedal, in a driving state in which fuel efficiency is improved by shifting the current driving state. A shift change determination means for determining whether or not there is an accelerator is used to prompt the driver to perform a shift change when it is determined that the fuel efficiency is improved by performing a shift change from the currently used shift stage. Increase pedal effort. As a result, when the current driving state is a driving state in which the fuel efficiency is improved by a shift change, the driver is surely shifted by encouraging the driver to perform a shift change by increasing the depression force of the accelerator pedal. The change timing can be transmitted. Further, since the driver's cognition for the timing of the shift change is improved, the delay in the operation of the shift change is suppressed, the vehicle can be easily driven at an efficient engine rotation speed, and fuel consumption can be improved. .

  (2) In the accelerator pedal depression force control device according to (1), even if it is determined that the fuel efficiency is improved by performing a shift change from the currently used shift speed, the accelerator pedal is continuously depressed and the accelerator pedal is returned. If the shift change is not started, the accelerator pedal force is gradually increased. Thereby, the cognition of the timing for prompting the shift change can be further increased.

  (3) In the accelerator pedal depression force control device according to (1) or (2), when the fuel consumption is improved by performing a shift change of at least two or more stages from the currently used shift stage by the shift change determining means. When the determination is made, the pedal effort of the accelerator pedal is increased stepwise so that the stepped shape has the same number of steps as the step from the currently used gear to the gear determined to improve fuel efficiency. This makes it possible for the driver to easily recognize the shift stage as the shift change destination based on how to increase the depression force of the accelerator pedal.

BRIEF DESCRIPTION OF THE DRAWINGS Explanatory drawing which showed typically the system configuration | structure of the accelerator pedal effort control apparatus which concerns on this invention, and the structure of the accelerator pedal effort control apparatus. Explanatory drawing which shows typically the outline of the accelerator pedal effort control apparatus which concerns on this invention. Explanatory drawing which shows a shift change start command timing. The timing chart which shows the change of the various parameters at the time of shifting up the gear stage of a manual transmission from 2nd speed to 3rd speed. The timing chart which shows the change of the various parameters at the time of shifting up the gear stage of a manual transmission from 2nd speed to 3rd speed. Explanatory drawing which shows a shift change start command timing. The timing chart which shows the change of the various parameters at the time of shifting up the gear stage of a manual transmission from 2nd speed to 4th speed. The timing chart which shows the change of the various parameters at the time of shifting down the gear stage of a manual transmission from 4th speed to 3rd speed. The flowchart which shows the flow of control of the accelerator pedal effort control apparatus in this embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle body 2 ... Accelerator pedal 3 ... Rotating shaft 4 ... Return spring 5 ... Bearing 6 ... Accelerator position sensor 7 ... Variable friction plate 7a ... Friction member 7b ... Friction member 8 ... Fixed shaft 9 ... Actuator 10 ... Control unit

Claims (3)

In an accelerator pedal depression force control device, which is applied to a vehicle equipped with a manual transmission and has a depression force changing means for changing the depression force of an accelerator pedal,
It has shift change determination means that determines whether or not the current driving state is a driving state in which the fuel consumption is improved by shifting, and it is determined that the fuel consumption is improved by shifting from the currently used gear position. An accelerator pedal depression force control device that increases the depression force of the accelerator pedal so as to prompt the driver to perform a shift change when the change is made.   Even if it is determined that the fuel efficiency is improved by shifting from the currently used gear position, if the accelerator pedal continues to be depressed, the accelerator pedal does not return, and the shift change does not start, the pedal force of the accelerator pedal is gradually increased. The accelerator pedal depression force control device according to claim 1, wherein the accelerator pedal depression force control device is increased.   When it is determined by the shift change determination means that the fuel consumption is improved by making a shift change of at least two or more stages from the currently used shift speed, it is determined that the fuel efficiency is improved from the currently used shift speed. The accelerator pedal depression force control device according to claim 1 or 2, wherein the pedal depression force of the accelerator pedal is increased stepwise so as to have a stepped shape having the same number of steps up to the selected gear.

Images