JPS5910359Y2 - Vehicle accelerator pedal device - Google Patents

Description

[Detailed description of the invention] This invention relates to an accelerator link-type vehicle accelerator pedal device that controls engine rotation through the operation of the accelerator pedal by the occupant.Especially in the low vehicle speed range, the pedal depression force and the pedal return depression force are approximately linear. An accelerator pedal device for a vehicle, wherein the pedal depression force and the pedal return depression force increase and decrease in a substantially linear manner in a medium vehicle speed range, and the pedal depression force and the pedal return depression force are each substantially constant, and further, in a high vehicle speed range, the pedal depression force and the pedal return depression force respectively increase and decrease in a substantially linear manner. Regarding.

Generally, the accelerator link system, as shown in Figure 1,
The operation amount of the accelerator pedal 1 operated by the passenger is
A rotating arm 3 connected to the accelerator pedal 1 and provided with a return spring 2; a connecting rod 4 connected to the rotating arm 3; a bell crank 5 connected to the connecting rod 4 for changing the direction of movement; A return spring 9 is connected to the bell crank 5 through a connecting rod 6, a torque rod 8 connected to this connecting rod 6, and equipped with a return spring 7.
The signal is transmitted to the throttle valve 11 disposed inside the carburetor 10 via the throttle valve 11, and the rotation of the engine is controlled by the amount of depression of the accelerator pedal 1.

Note that in diesel engines and the like that are not equipped with a cab brake, the accelerator link system is connected to a fuel injection device and controls the rotation of the engine depending on the amount of pedal depression.

The pedal stroke S and throttle valve opening ■ of the accelerator link system are as shown in Fig. 2.
The path A when the pedal is depressed and the path B when the pedal returns are completely the same, and the maximum pedal stroke SX
The throttle valve is operated fully open ■X.

Therefore, when a vehicle equipped with such an accelerator link system is accelerated, the occupant's body is moved backward due to inertia, his/her feet move in the direction of releasing the accelerator pedal, and the throttle valve opening degree becomes smaller immediately. The engine speed is then reduced.

When the vehicle speed decreases in this way, the occupant's body tries to move forward, and his/her feet move in the direction of depressing the pedal, and the throttle valve opening immediately increases, the engine speed increases, and the vehicle starts moving again. be accelerated.

As long as the vehicle occupant does not take his or her foot off the accelerator pedal 1, this state will be repeated and amplified regardless of the vehicle occupant's will, and the vehicle will not be able to converge.

As described above, when a vehicle accelerates, a jumping rabbit phenomenon, which is a type of car knock phenomenon, occurs, and this jumping rabbit phenomenon is an extremely dangerous phenomenon that causes self-excited vibrations in the longitudinal direction of the vehicle.

This rabbit-jumping phenomenon is more likely to occur in proportion to improvements in feeling during accelerator operation, such as improvements in power response and reduction in accelerator operation force.

That is, it has conventionally been extremely difficult to prevent the occurrence of the jumping rabbit phenomenon without impairing vehicle performance, accelerator operation feeling, etc.

This idea was made in view of the above-mentioned conventional problems, and it is an accelerator pedal device for a vehicle that prevents the occurrence of the rabbit-jumping phenomenon with a simple structure without impairing vehicle performance or accelerator operation feeling. The purpose is to provide.

This invention consists of a stage I pedal stroke in which the pedal depression force and pedal return depression force increase and decrease in a substantially linear manner in the low vehicle speed range, and a stage II pedal stroke in which the pedal depression force and pedal return depression force are each approximately constant in the medium vehicle speed range. In the accelerator pedal device for a vehicle, which has a pedal stroke and a stage III pedal stroke in which the pedal depression force and the pedal return depression force increase and decrease in a substantially linear manner in a high vehicle speed range, The bell crank is divided into a first link connected to the accelerator pedal side and a second link connected to the engine side, and the first link and the second link can be connected and separated within a certain range. Further, a spring member is provided to repel both, and the set load of the spring member is set to be smaller than the pedal depression force during the second stage pedal stroke and larger than the pedal return depression force during the second stage pedal stroke. be.

An embodiment of this invention will be described below with reference to the drawings.

In the vehicle accelerator pedal device according to the present invention shown in FIGS. 3 and 4, the bell crank interposed in the accelerator link system includes a bracket 20 fixed to the vehicle body and supported by the bracket 20. A first link 30 connected to the accelerator pedal side and a first link 3
0 and a second link 40 that is supported by the bracket 20 and connected to the engine side and that can be moved into and out of contact with the engine within a certain range;
The spring 50 is interposed between the link 30 and the second link 40 to repel them.

The bracket L-20 has a substantially triangular shape, and has mounting holes 21 near two apexes for fixing the bracket 20 to the vehicle body, and a fixing hole 22 near one apex. .

A support pin 23 is inserted and fixed into the fixing hole 22 .

The support pin 23 includes a cylindrical support part 24, a head 25 provided at one end of the support part 24, and a clinching part 26 that securely holds the bracket 20 between the other end surface of the support part 24.
have.

Two first pushers 27 having the same shape and size are inserted through the support portion 24 .

Each first push 27 is provided with a flange portion at its end that comes into contact with the bracket 20 or the head 25 of the support pin 23, and the flange portion is provided with a cylindrical portion that is inserted into the support portion 24 of the support pin 23. It is being

The end surfaces of the cylindrical portions of each l-th push 270 are in contact with each other at the center of the support portion 24 .

The first link 30 has a flat base portion 31, and in the drawing of the base portion 31, the vicinity of both ends in the longitudinal direction are a first locking portion 32 and a second locking portion 33, respectively.

Furthermore, vertically opposed vertically extending portions 34 are provided at both ends of the base portion 31 in a direction perpendicular to the longitudinal direction of the base portion 31, and a coaxial insertion hole is formed on the base portion 31 side of each of the opposing vertically extending portions 34. 35 is provided, and the insertion hole portion 35 is inserted into the vicinity of the flange portion of the cylindrical portion of the first push 27, and the l-th link 30
is rotatably supported on the bracket 20.

The outer side of the upright portion 34 around the insertion hole 35 is capable of sliding contact with the flange portion of the first pusher 27 .

Further, a first connecting portion 36 is provided at the extending end of one of the upright portions 34 of the first link 30, and the first connecting portion 36 is connected to a link system on the accelerator pedal side.

The second link 40 has a substantially flat plate portion 41 and a cylindrical boss portion 42 that is vertically installed on the plate portion 41, and is located between the opposing upright portions 34 of the first link 30. , bracket} is rotatably supported by a first push 27 attached to a support pin 23 fixed to the bracket 20.

Furthermore, the inner surface of the upright portion 34 of the l-th link 30 and the second link 4
A second push 28 having an annular shape and inserted into the first push 27 is interposed between the second push 28 and the first push 27 .

The plate portion 41 of the second link 40 has the first link 30
The base portion 3 is attached to both ends of the edge facing the base portion 31 of the
The first locking portion 43 and the second locking portion 44 are respectively engaged with the first locking portion 32 and the second locking portion 33 of the first locking portion 1 .

The first locking portion 32 and the first locking portion 43 engage with each other,
The counterclockwise rotation of the first link 30 with respect to the second link 40 is stopped, and the second locking part 33 and the second locking part 44 are
They engage with each other to stop clockwise rotation of the first link 30 with respect to the second link 40.

Further, a second connecting portion 46 is provided at the extending end of the plate portion 41 of the second link 40, and the second connecting portion 46 is connected to a link system on the engine side.

A spring 50 is interposed between the first link 30 and the second link 40 to repel them, that is, to bias the first link 30 counterclockwise with respect to the second link 40.

That is, the spring 50 connects the intermediate portion to the second link 40.
is wound around the boss part 42 of the first link 30, one end is locked to the base part 31 of the first link 30, and the other end is locked to the second link 4.
The first link 30 and the second non-link 40 are repelled from each other by being locked to the play 1 to 41 of 0.

That is, in the first link 30 and the second link 40, the first locking portion 32 and the l-th locking portion 43 are always engaged with each other due to the action of the spring 50, and the second locking portion 33 and the second locking portion 43 are always engaged with each other. A gap g is maintained between the locking portion 44 and the locking portion 44 .

Further, the first link 30 and the second link 40 are arranged so that the second locking portion 33 and the second locking portion 44 are rotated until they come into contact with each other.

This rotation causes the first link 30 to move its second locking portion by the gap g and move its first connecting portion 36 by the amount of play Q with respect to the second link 40.

Here, the set load of the spring 50 is the pedal stroke S and the pedal depression force F in a normal accelerator link system.
It is determined from the relationship with

That is, the pedal stroke S and the pedal depression force F are given characteristics as shown in FIG. 5 in consideration of the accelerator operation feeling.

First, in path A during pedal depression, the pedal depression force increases almost linearly from FO to FH in the I-stage pedal stroke up to pedal stroke SM, and from pedal stroke SM to SN, which corresponds to the middle vehicle speed range, the pedal depression force increases almost linearly. The pedal depression force is kept approximately constant in the second stage pedal stroke, and further increases almost linearly again in the third stage pedal stroke from the pedal stroke SN corresponding to the high vehicle speed range to the maximum pedal stroke SX. There is.

Next, in path B during pedal return, the pedal force decreases from FX to FE at the maximum pedal stroke SX, and further, in the above-mentioned stage III pedal stroke, which corresponds to a high vehicle speed range, the pedal return force decreases from FE to FL. The pedal return force decreases approximately linearly, and at the above-mentioned stage II pedal stroke, which corresponds to the middle vehicle speed range, the pedal return depression force becomes a substantially constant value FL, and further, at the above-mentioned stage II pedal stroke, which corresponds to the low vehicle speed range, the pedal return depression force decreases. It decreases approximately linearly from FL to O.

Here, the rabbit-jumping phenomenon that occurs when the vehicle accelerates is particularly likely to occur during the above-mentioned stage ■ to stage II pedal stroke, which corresponds to the medium and low speed range of the vehicle, and occurs during the stage III pedal stroke, where the pedal pressure becomes heavier. It is permitted not to do so.

Therefore, the set load of the spring 50 is set to be smaller than the pedal depression force FH at the stage II pedals 1 and low.
period pedals. If the setting is within a range greater than the pedal return depression force FL during traversing, the resistance force against depression of the accelerator link system when the accelerator pedal is depressed will be reduced by the resistance force interposed between the first link 30 and the second non-link 40 of the bell crank. Within a range larger than the set load of the spring 50, the spring 50 is deformed to gradually reduce the amount of play Q of the first connecting portion 36 of the l-th link 30, and in turn the amount of play Q of the first link 36 of the first link 30 is reduced. The second locking portion 33 is engaged with the second locking portion 44 of the second link 40, and the first link 30 is connected to the second link 40 in a clockwise direction without play, so that when the accelerator pedal is depressed, The amount will be transmitted to the engine side.

Furthermore, when returning the accelerator pedal, if the accelerator pedal is returned in a region where the return biasing force of the accelerator link system is smaller than the set load of the spring 50, the engine side of the accelerator link system remains stationary, and the first link 30 Only the link system on the accelerator pedal side, which is connected to the engine, is returned by the play amount Q by the action of the spring 50. This absorbs the sudden return amount of the accelerator pedal without reducing the engine speed, and prevents the occurrence of rabbit jump. It becomes possible to suppress this.

Here, for example, the pedal stroke S when the set load of the spring 50 is set to a value smaller than the initial depression force FO included in the range of pedal depression forces FH to FL during the second stage pedal stroke and larger than the pedal return depression force FL
The relationship between V and the throttle valve opening degree V is shown in FIG.

That is, at the beginning of the pedal depression, the set load of the spring 50 is smaller than the initial depression force FO, so the amount of depression of the accelerator pedal is absorbed by the deformation of the spring 50 at the bell crank part, and the second locking part of the l-th link 30 3
3 and the second locking portion 44 of the second link 40 becomes O, the engine side accelerator link system is kept stationary and the throttle valve is maintained in the closed state.

If the accelerator pedal is further depressed from this state, the first link 30 and the second link 40 are connected in direct contact with each other without any play, so the amount of accelerator pedal depression is directly transmitted to the engine, and the throttle valve is It is opened to the maximum opening ■X following the path A when the pedal is depressed.

At this time, when the pedal stroke SN is exceeded, the depression force required for the accelerator pedal 30 suddenly becomes heavy as described above due to the characteristics of the accelerator link system.

Next, when returning the accelerator pedal from a high-speed rotation state to near the pedal stroke SN, the spring 50 is maintained in a compressed state by the large urging force of the accelerator link system in the return direction, and the first non-stop 30 is connected to the second link. 40
The pedal stroke S and the throttle valve opening V are returned along the same path as when the pedal was depressed.

Now, when the accelerator pedal is returned beyond the vicinity of the pedal stroke SN, which corresponds to the boundary between the medium speed range and high speed range of the vehicle, the set load of the spring 50 is applied to the accelerator link system on the engine side. The biasing force in the return direction becomes larger, and with the engine-side accelerator link system stationary, only the first link 30 and its l-th locking portion 32 engage with the first locking portion 43 of the second link 40. The first connecting portion and the link system on the accelerator pedal side are returned by the amount of play Q regulated by this.

That is, in this case, the pedal stroke S and the throttle valve opening ■ follow the path shown by B1 in FIG. 6, and the pedal stroke SN corresponding to the play amount Q is
From SP to SP, the throttle valve opening degree V is kept constant.

If the accelerator pedal is further released from this state, the amount of play Q between the first link 30 and the second link 40 is maintained because the set load of the spring 50 is always greater than the biasing force in the return direction of the accelerator link system. Therefore, the pedal stroke S of the accelerator pedal and the throttle valve opening degree ■ return to the origin along the path shown by B2 in FIG.

Now, in an accelerator link system that is equipped with such a vehicle accelerator pedal device, when the accelerator pedal is depressed to an arbitrary pedal stroke ST in the low to medium speed range of the vehicle, the vehicle is accelerated and the occupant's foot is pressed against the pedal. When the accelerator link system is moved in the returning direction, the biasing force acting on the accelerator link system in the returning direction becomes smaller than the set load of the spring 50, so the spring 50 immediately operates to bring the engine side accelerator link system to a stationary state. , return only the first non-stop 30 and the accelerator link system on the accelerator pedal side by the amount of play, that is, to the pedal stroke SU, and within this pedal stroke ST or SU, keep the throttle valve opening ■ constant and maintain the vehicle engine rotation. It is possible to prevent the occurrence of the rabbit-jumping phenomenon without causing a sudden drop in the value.

In the above embodiment, the case where the vehicle accelerator pedal device according to the present invention is applied to a vehicle having a carburetor has been described, but this vehicle accelerator pedal device can also be applied to a vehicle such as a diesel engine equipped with a fuel injection device. is similarly applicable.

As described above, this invention is based on the second stage pedal stroke, in which the pedal depression force and the pedal return depression force increase and decrease in a substantially linear manner in the low vehicle speed range, and the pedal depression force and the pedal return depression force, respectively, are approximately constant in the medium vehicle speed range. and Stage II, in which the pedal depression force and the pedal return depression force increase and decrease approximately linearly in the high vehicle speed range.
In a vehicle accelerator pedal device having an I-stage pedal stroke, a bell crank interposed in an accelerator link system is connected to a first link connected to the accelerator pedal side, and a second link connected to the engine side. A spring member is provided which allows the first link and the second link to approach and separate within a certain range and repulses them, and the set load of the spring member is set at the time of the second stage pedal stroke. Since the pedal depression force is set to be smaller than the pedal return depression force during the second stage pedal stroke,
This has the effect of suppressing the occurrence of the jumping rabbit phenomenon with a simple structure without impairing vehicle performance or accelerator operation feeling.

[Brief explanation of the drawing]

FIG. 1 is a perspective view showing a general accelerator link system, FIG. 2 is a diagram showing the relationship between the pedal stroke and throttle valve opening of an accelerator link system equipped with a conventional vehicle accelerator pedal device, and FIG. Fig. 3 is a side view showing the accelerator pedal device for a vehicle according to this invention, Fig. 4 is a sectional view taken along line IV-IV in Fig. 3, and Fig. 5 is a relationship between pedal stroke and pedal depression force in a general vehicle. A line diagram showing
FIG. 6 is a diagram showing the relationship between the pedal stroke and throttle valve opening of an accelerator link system equipped with the vehicle accelerator pedal device according to the invention. 20... Bracket, 30... First link, 32, 43... First locking part, 33, 3
4...Second locking portion, 40...Second link, 50...Spring.

Claims (1)

[Scope of utility model registration request] the second stage pedal stroke in which the pedal depression force and the pedal return depression force each increase and decrease in a substantially linear manner in the low vehicle speed range;
A stage II pedal stroke in which the pedal depression force and the pedal return depression force are each substantially constant in a medium vehicle speed range, and a stage III pedal stroke in which the pedal depression force and the pedal return depression force each increase and decrease substantially linearly in a high vehicle speed range,
In a vehicle accelerator pedal device in the form of
The bell crank installed in the accelerator link system is divided into a first link connected to the accelerator pedal side and a second link connected to the engine side.
A spring member is provided that allows the link to come into contact with and separate from the link within a certain range and repel both, and the set load of the spring member is set to
A vehicular accelerator pedal device having a pedal depression force smaller than a pedal depression force during an I-stage pedal stroke and greater than a pedal return depression force during a II-stage pedal stroke.