JPH0612223Y2 - 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. 5A is a schematic diagram showing a mechanical configuration, and FIG. 6 is a block configuration 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 includes an accelerator fully-closed cylinder 70 for fully closing the mechanical governor, and an accelerator fully-opened similarly for fully opening the mechanical governor. A 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. 7 and 8, if it is determined that the vehicle speed V increases due to acceleration and a gear shift is required, the first to 20th fuel injection pumps are executed. 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. Note that FIG. 8 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. 5 (B) is a schematic view showing a specific structure 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 has a first lever that interlocks with an accelerator lever of a fuel injection pump and a second lever that interlocks with an accelerator pedal of a cab. Is rotatably supported coaxially, and the third lever is also coaxially positioned between the first and second levers and rotatably mounted, while the third lever is opened in the opening direction. A stopper that locks at the time of rotation to rotate the first lever in the same direction, a first spring that connects the second third lever, and a first spring that biases the first lever to the fully closed position. A second spring is provided, the spring constant of the first spring is set to be larger than the spring constant of the second spring, and the third lever is rotated to the fully closed position. Rotate the lever to the fully open position An accelerator fully open actuator is installed.

(Operation) Normally, the depression amount of the accelerator pedal is transmitted from the second lever to the third lever, and further to the accelerator lever of the fuel injection pump via the first lever. In this case, the second spring having a smaller spring constant than the first spring applies a pedal reaction force according to the depression amount of the accelerator pedal.

During the gear shifting operation, if the mechanical governor of the fuel injection pump is temporarily fully closed as necessary, the accelerator fully closed actuator is driven to rotate the third lever to the fully closed position. The lever is pushed by the second spring to rotate integrally with the third lever to fully close the accelerator lever of the fuel injection pump. In this case, the second spring returns to its natural length and does not apply the pedal reaction force,
Instead, the first spring flexes between the second and third levers according to the amount of pedal depression, and biases the second lever in the accelerator pedal return direction to apply a pedal reaction force.

Similarly, when the mechanical governor is fully opened, the first lever fully operates the accelerator lever of the fuel injection pump when the accelerator fully open actuator is driven while the accelerator fully closed actuator is operating. In this case, the first spring applies the same pedal reaction force as when the accelerator is fully closed. The spring force of the second spring does not act as a pedal reaction force because the stopper of the first lever separates from the third lever held in the fully closed position by the accelerator fully closed actuator.

(Embodiment) In FIGS. 1 and 2, 80 is a fuel injection pump, and an accelerator lever 81 is connected to a first lever 83 via an operating rod 82. A second lever 85 is rotatably mounted on a shaft 84 that rotatably supports the first lever 83, and the second lever 85 is connected to an accelerator pedal 86 in a cab via a wire 87. It

Further, the first and second levers 83 and 8 are provided on the shaft 84.
5 between the third lever 88 also freely rotatable.
Is attached. The first lever 83 has a third
Stopper 89 that locks when the lever 88 rotates in the opening direction and rotates the first lever 83 in the same direction.
However, each of the third levers 88 is provided with a second stopper 90 that locks when the second lever 85 rotates in the closing direction to rotate the third lever 88 in the same direction.

In addition, a first spring 92 is provided between the second and third levers 85 and 88 to connect them and to apply a pedal reaction force when the fully closed cylinder of the accelerator, which will be described later, is interposed. Is set to be larger than the spring constant of the second spring 93 that biases the accelerator lever 81 of the fuel injection pump 80 to the fully closed position.

On the other hand, 94 is an accelerator fully closed cylinder for rotating the third lever 88 to the fully closed position, and 95 is an accelerator fully open cylinder for rotating the first lever 83 to the fully open position. Each of them is connected to the air tank through a fully closed and fully opened accelerator valve (not shown), and based on commands from a control unit (not shown) that controls automatic gear shifting Then, the mechanical governor of the fuel injection pump 80 is fully closed and opened.

Normally, the depression amount of the accelerator pedal 86 is set to the second lever 8
5 through the first spring 92 to the third lever 88
In addition, the fuel injection pump 80 from the first lever 83 that follows the third lever 88 via the first stopper 89.
Is transmitted to the accelerator lever 81. In this case, the second spring 93 having a smaller spring constant than the first spring 92 applies a pedal reaction force according to the depression amount of the accelerator pedal 86.

On the other hand, during the gear shifting operation, when the mechanical governor of the fuel injection pump 80 is fully closed as described above, the accelerator fully closed cylinder 94 is driven to fully close the third lever 88 as shown in FIG. When rotated to the position, the first lever 83
Is pushed by the second spring 93 and the third lever 8
8, the accelerator lever 81 of the fuel injection pump 80 is fully closed. In this case, the second spring 93 returns to its natural length and does not apply the pedal reaction force, but
The spring 92 bends between the second and third levers 85 and 88 according to the amount of pedal depression, and biases the second lever 85 in the accelerator pedal return direction to apply a pedal reaction force.

Further, when the mechanical governor is fully opened, as shown in FIG. 4, when the accelerator fully open cylinder 95 is driven while the accelerator fully closed cylinder 94 is operating, the first
Lever 83 is the accelerator lever 8 of the fuel injection pump 80.
1 is rotated to the fully open position.

In this case, the first spring 92 applies the same pedal reaction force as when fully closed. The spring force of the second spring 93 varies from the third lever 88 held at the fully closed position by the accelerator fully closed cylinder 94 to the stopper 8 of the first lever 83.
Since 9 is separated, it does not act as a pedal reaction force.

(Effects of the Invention) In short, according to the present invention, the first lever that interlocks with the accelerator lever of the fuel injection pump and the second lever that interlocks with the accelerator pedal of the operator cab are coaxially and rotatably supported. At the same time, the third lever is also coaxially positioned between the first and second levers and rotatably attached to the third lever, and is locked when the third lever is rotated in the opening direction.
Is provided with a stopper for rotating the lever in the same direction, a first spring for connecting the second and third levers, and a second spring for urging the first lever to the fully closed position. Is set to be larger than the spring constant of the second spring, and the accelerator is a fully closed actuator for rotating the third lever to the fully closed position, and the accelerator is for rotating the first lever to the fully open position. Since the fully-open actuator is provided, the same pedal reaction force as when the accelerator is fully closed can be applied by the first spring even when the accelerator is fully opened during a gear shift operation, and the pedal reaction force is temporarily reduced as in the past. Therefore, the pedal operation feeling can be improved and the effect can be obtained.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention, FIG. 2 is a perspective view of a main part thereof, FIGS. 3 and 4 are block diagrams for explaining an operating state, and FIG. FIG. 5 (B) is a schematic view of the main part, FIG. 6 is a block diagram of the control unit, and FIGS. 7 and 8 are flow charts for explaining an example of the shift control operation. 80 ... Fuel injection pump, 81 ... Accelerator lever, 83 ...
First lever, 84 ... Shaft, 85 ... Second lever,
86 ... accelerator pedal, 88 ... third lever, 89 ... first stopper, 92 ... first spring, 93 ... second spring, 94 ... accelerator fully closed cylinder, 95 ... accelerator fully opened cylinder.

Claims (1)

[Scope of utility model registration request] 1. A first lever interlocking with an accelerator lever of a fuel injection pump and a second lever interlocking with an accelerator pedal of a driver's cab are coaxially and rotatably supported, and also coaxially with the first lever. The third lever is located between the second lever and the second lever, and the third lever is rotatably attached, while the third lever is locked when the third lever is rotated in the opening direction, and the first lever is rotated in the same direction. A stopper, a first spring that connects the second and third levers, and a second spring that biases the first lever to the fully closed position are provided, and the spring constant of the first spring is set to the second spring. The spring constant is set larger than the spring constant, and the accelerator fully-closed actuator that rotates the third lever to the fully-closed position and the accelerator fully-opened actuator that rotates the first lever to the fully-open position are provided. Characteristic Rureba control device.