JPS63306243A - Accelerator manipulated variable inhibitory controller - Google Patents

Abstract

PURPOSE:To generate such a driving wheel spin as desired by a driver by installing a boost piston which controls an excessive spin, and installing an exhaust valve which makes a piston rod returnable. CONSTITUTION:If an excessive spin occurs due to too much operation of an accelerator pedal 4, a boost piston 10 is actuated to control it. When a driver operates the pedal with more than the returned force, a piston rod 10a is pushed back with large force, whereby a poppet 12b of an exhaust valve 12 is pressed down against a spring 12e, letting oil off, thus a return of the piston rod 10a is made performable. Thus, such a driving wheel spin as desired by the driver is generable.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a device for controlling the opening and closing of a throttle valve that controls the driving force of two wheels, four wheels, etc. The present invention relates to a device that suppresses and controls the amount of operation. In the following explanation, four wheels will be particularly described.

Conventional Technology When a driver suddenly depresses the accelerator pedal on a snowy road or in a waterway, the drive wheels spin, causing the vehicle to skid, creating a dangerous situation. In order to prevent such a situation, various so-called traction controllers have been proposed, which are devices that detect the spin of the drive wheels and, when the amount of spin exceeds a certain level, suppress and control the driving force to eliminate the spin.

For example, Japanese Patent Application No. 61-155407 discloses a device in which an actuator is inserted into a throttle wire cable that connects an accelerator pedal and a throttle valve. Normally, when the accelerator pedal is depressed, the throttle wire cable is pulled out and the throttle valve is opened, but when excessive spin occurs, the actuator is actuated to pull back the throttle wire cable and open the throttle valve. When closed, the driving force is suppressed and controlled.

Problems to be Solved by the Invention In the above case, when the actuator is driven and the cable is pulled back, the driving force decreases against the driver's will. As a reaction, the driver may try to press the accelerator pedal more forcefully. In such a case, the accelerator
Since pedal depression is completely restricted, the force of pedal depression directly acts on cable joints, actuators, etc., which may damage various parts and adversely affect the drive system. Furthermore, in order to prevent such damage, it is necessary to reinforce each part, which poses a problem of increasing production costs.

Depending on the road surface, starting and accelerating with spin may be desired,
In addition, in rear-wheel drive vehicles, there are cases where cornering is required by deliberately generating spin, and in such cases there is a problem that the above-mentioned actuator cannot meet this requirement.

Means for solving the problem, that is, the accelerator operation amount suppression control device according to the present invention includes an accelerator operation amount determining means for determining whether the accelerator operation amount exceeds a required amount, and the accelerator operation amount determining means. If it is determined that the amount of accelerator operation is greater than or equal to the required amount, the accelerator operation amount is returned to the required amount with a predetermined return force, while if the driver operates the accelerator with a force greater than the predetermined return force, The present invention is characterized in that it includes an accelerator return means that overcomes the predetermined return force and enables the accelerator operation amount to be greater than the required amount.

In a preferred embodiment of the present invention, the accelerator return means includes a reciprocating means that performs a reciprocating motion in response to an accelerator operation, and a piston that can project into a locus of movement of the reciprocating means; a piston/cylinder means that receives fluid pressure in response to a signal from the quantity determining means, causes the piston to protrude, and pushes back the accelerator; and a relief that pushes back the piston and discharges the fluid when the driver operates the accelerator with more than a predetermined force.・It is characterized by being equipped with a valve.

In another preferred embodiment of the present invention, the accelerator return means is provided so as to be connectable to a rotary motion means that rotates in response to an accelerator operation, and the accelerator operation amount determination means. a drive means that transmits a driving force to the rotary motion means by a signal from the driver and pushes back the accelerator; and a drive means that allows the rotary motion means to rotate independently from the drive means when the driver operates the accelerator with a force greater than a predetermined force. It is characterized by being equipped with a torque limiter.

Furthermore, in another embodiment of the present invention, the accelerator return means is provided so as to be connectable to the rotary motion means that rotates in response to the accelerator operation, and the accelerator operation amount determination means a drive means for transmitting a driving force to the rotary movement means according to a signal of the above, and pushing back an accelerator;
The present invention is characterized in that it includes a connection disconnection means that detects that the accelerator is operated with a force greater than a predetermined force, and disconnects the rotary movement means from the drive means in response to the detection.

If excessive spin occurs due to pressing down on the accelerator pedal too much, a certain biasing force will pull back the wire and return the accelerator, but by pressing the accelerator pedal too hard, a force in the opposite direction will overcome the biasing force. is applied, and the opposite force acts to pull out the wire again. This allows driving with excessive spin as desired by the driver, while also absorbing excessive loads applied to wires and the like.

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

Embodiment FIG. 1 is a schematic diagram showing a first embodiment of an accelerator operation amount suppression control device according to the present invention.

In the figure, one end 1a of a rod l is rotatably attached to a shaft, while the other end is provided with a head portion 1b in which two grooves having a U-shaped cross section are formed. A throttle wire cable 2a, 2b is arranged in each groove. One end of the cable 2a is fixed to the head part tb by a stopper 3a, while the other end is fixed to the accelerator pedal 4, and one end of the cable 2b is fixed to the head part tb by a stopper 3b. , the other end is the throttle
It is connected to operate in conjunction with valve 5. cable 2b
At the end of the throttle valve, there is a return spring 6.
is the provision.

The rod l indicated by a solid line in FIG. 1 shows a state in which the accelerator pedal 4 is not depressed. When the accelerator pedal 4 is depressed, the cables 2a, 2b are pulled out in the direction of arrow A, the rod 1 is rotated clockwise, and the throttle valve 5 is opened. When the accelerator pedal 4 is depressed to its deepest position, the rod 1 rotates to the position shown by the dashed line, and the throttle valve 5 is fully opened. On the other hand, when the accelerator pedal 4 is released, the cables 2a, 2b are pulled back in the direction of arrow B by the return spring 6, and the rod 1 returns to the position shown by the solid line. A rounded protrusion 1c is formed approximately at the center of the rod l. This protruding portion lc reciprocates in response to depression and release of the accelerator pedal 4, and is arranged at a position where it can be pressed against a piston rod lOa of a boost piston lO, which will be described next.

The boost piston IQ, which is located near the center of the rod l and facing the protrusion IC, normally has the piston rod 10a housed in the piston cylinder tob by the biasing force of the spring, as shown in the figure. In this state, even if the rod 1 is tilted to the position shown by the dashed line, the protrusion 1c and the piston
The tip of the rod 10a is in a separated state or in a lightly crimped state, and does not prevent the rod 1 from rotating over its entire range. Boost piston 10 is controlled by a hydraulic circuit, which will be described next.

The cylinder of the boost piston 1O is connected to an inleft valve 11 and an Ibujiest valve 12, the inlet valve 11 is further connected to a pressure accumulator 13 and a motor pump 14, and the Ibujiest valve 12 is further connected to a reserve. - Connected to tank 15. Both the inlet valve 11 and the IBUJEST valve 12 are electromagnetically driven valves, and the ON10FF state is switched by a signal from the engine control unit ECU. When the inlet valve 11 is OFF, the hydraulic pressure from the pressure accumulator 13 is cut off, while when it is ON together with the exhaust valve, it is conductive and the pressure from the pressure accumulator 13 is cut off.
The hydraulic pressure from 3 is transmitted to the boost piston 10 and the piston rod 10a is pushed out. On the other hand, when the IBUJEST valve 12 is in the OFF state, it becomes conductive and the hydraulic pressure from the boost piston IO is transferred to the reserve tank 15.
to return the boost piston to its non-operating state.

Here, the Ibujeest valve 12 will be explained in more detail. The Ibujeest valve 12 is a so-called relief close type valve when it is in the ON state, and as shown in Figs. 2a and 2b.
The figure shows the ON/N state of the IBUJIST valve 12.
Indicates FF state. The Ivjiest valve 12 includes a stator 12a made of a magnetic material and a poppet 12b having a flange.

It usually consists of a hollow cylindrical armature 12c1 that can move up and down integrally with the poppet 12b and a bottom plate 12d. A hydraulic passage extending in biaxial directions is formed in the center of the stator 12a, and is connected to the boost piston IO. Further, the flange of the poppet 12b is provided with an opening, and the bottom plate 12d is also provided with an opening to form an oil discharge path. Oil discharged from the opening in the bottom plate 12d is sent to the reserve tank 15.

In FIG. 2a, compression spring 12e is compressed by poppet 12b.
The compression spring 12r urges the armature 12c downward. The spring biasing force is Spring 1
Since the spring 12f is larger than the spring 2e, the poppet 12b is normally inserted into the bottom plate 12d (Figure 2b).
is maintained. In this case, a hydraulic passage formed in the axial direction of the stator 12a is opened, and oil is guided into the valve 12 through this passage, and further an opening formed in the flange of the poppet 12b and an opening formed in the bottom plate 12d. It is discharged to the reserve tank 15 through.

The Ivjiest valve 12 further includes a coil 12g wound around the outside of the stator 12a, and when this is energized, the stator 12a is magnetized and attracts the armature 12c upward (FIG. 2a), and accordingly the spring is activated. The poppet 12b also moves upward due to the urging force of the poppet 12e. As a result, the pole fitted into the upper end of the poppet 12b is pressed into the hydraulic passage and closes the oil passage. However, when the oil pressure from the boost piston IO exceeds a predetermined value, the poppet 12b is pushed down, allowing oil to escape to the reserve tank 15. This kind of exhaust valve 1
2 is detailed in, for example, Japanese Patent Application No. 61-261075.

Next, the operation will be explained. In FIG. 1, the engine control unit ECU controls the rotational speeds VD, , VD2 of the left and right driving wheels and the rotational speeds VN, , VD2 of the left and right non-driving wheels.
In response to N, the driving wheel speed VD and vehicle body speed VN are calculated (FIG. 3(a)), and a control variable F1 representing the behavior of the driving wheels, for example, is calculated (FIG. 3(b)). Regarding the calculation of the control variable F, for example, Japanese Patent Application No. 61-258867, Japanese Patent Application No. 1983
This is detailed in specifications such as No.-287107 and Japanese Patent Application No. 62-3802.

When the control variable F exceeds the positive threshold value F T + in the positive direction and is increasing, it can be considered that excessive spin occurs and the spin tends to increase. In this case, it is necessary to suppress the driving force. There is. Furthermore, until the control variable F exceeds the negative threshold value FT in the negative direction and reaches the negative peak point, it can be assumed that the excessive spin subsides and no spin occurs even if the driving force is increased, so in this case, The suppression of the driving force may be canceled.

When the accelerator pedal 4 is depressed, the throttle wire cable is pulled out, and excessive spin occurs, the engine control unit ECU determines that the control variable F has exceeded the positive threshold FT, based on the above-mentioned criteria. If this is detected, both valves 11 and 12 are turned on. This applies hydraulic pressure to the boost piston IO and prevents it from draining into the hydraulic reserve tank. and the piston rod 10 of the boost piston lO
The rod a slowly protrudes and eventually rotates the rod l counterclockwise, pulling back the throttle wire cable and causing the accelerator pedal 4 to return slightly. As a result,
The driving force is suppressed and the increase in spin subsides.

When the positive peak of the control variable F is reached, the inlet
The valve 11 is turned OFF' and the IBUJEST valve 12 is kept ON. As a result, the piston rod 10a stops protruding and waits for the excessive spin to disappear. Note that a timer installed in the EC1J starts counting from the moment the inlet valve 11 turns OFF (Figure 3 (C)), and sends pulses to the IBUJEST valve 1 at regular intervals (indicated by black circles).
2, the valve 12 is momentarily turned off, and the boost piston 10 is slightly returned to the non-operating state.

Next, when the control variable F exceeds the negative threshold value F T t in the negative direction, the inlet valve 11 is held in the OFF state, and the Ivjeest valve 12 is returned to the OFF state, so that the boost piston lO Hydraulic pressure is drained into the reserve tank 15 and the boost piston is slowly returned to its inactive state.

When the control variable F exceeds the negative threshold value FTt and begins to increase, the ibjiest valve 12 is turned on to prevent further discharge of hydraulic pressure, and the piston rod 10a is held in a slightly protruded state.

Here, when the IBUJEST valve 12 is turned ON, the valve 12 is momentarily turned OFF in the same manner as described above. As it is, the control variable F is changed to both thresholds FT,
The state remains within FTt, and the timer reaches the maximum value T.
If you count up to max, Ibujiest Valve 12
is also held in the OFF' state, the boost piston IO returns to a completely inactive state, and the control ends.

In the above control process, excessive spin occurs due to excessive depression of the accelerator pedal 4, and in order to control this, the boost piston 10 is operated, and the piston rod l
oa protrudes and the accelerator pedal 4 is forcibly returned, but if the driver depresses it with a force on the inner side that causes it to be returned, the piston rod 10a is pushed back with a large force, and the ibujeest valve 12 Poppet 12b (FIG. 2a) is pushed down against spring 12e, allowing oil to escape and allowing return of piston rod 10a.

As a result, the pressure applied to the throttle wire cable joints and other layer edges is reduced to the piston rod lOa.
This allows the driver to drive with the desired spin by allowing the accelerator pedal to be depressed.

Next, I will explain the power relationship. Depress the accelerator pedal 4, and the protruding portion 1c of the rod L will be connected to the boost piston I.
Let fO be the tension of the cable 2a when it is crimped onto the piston rod 10a of O. , the lever ratio of rod l is R1, the area of piston rod 10a facing the oil is S
b1 The spring force of the compression spring in the boost piston lO is f
s, the oil pressure P generated by the boost piston lO is expressed as ro-R+fs P = -(1) b.

On the other hand, in the Ivjiest valve 12, the compression spring 1
If the spring force of 2e is fe, and the area where the oil passage is blocked by the ball fitted into the upper end of the poppet 12b is Se, then the condition for the Ibujeest valve 12 to be opened by the oil pressure P is Se P>-(2) It becomes Se. (D, according to equation (2), if the throttle wire cable 2a is pulled with a larger force, the piston rod 10a can be pushed into the piston cylinder 10b. Therefore, the accelerator
The transmission system between the pedal 4 and the throttle valve 5 may be designed to withstand this force.

Next, a second embodiment of the accelerator operation amount suppression control device according to the present invention shown in FIGS. 4a and 4b will be described. In this embodiment, instead of the rod 1, a rod 20 is rotatably supported at the center 20c. rod 20
A head 20b at one end is connected to the throttle wire cables 2a, 2b in the same manner as described above. Further, a sector gear 20a that engages with a gear 22 is provided at the other end of the rod 20. Therefore, the accelerator
Following the depression and release of the pedal 4, the gear 22 rotates.

The gear 22 is connected to a torque limiter made up of a pair of clutch plates 23a and 23b, and further includes a pair of clutch plates 23a and 23b.
It is connected to an electromagnetic clutch composed of 4a and 24b.

Note that it is also possible to use a ratchet mechanism as the torque limiter. Electromagnetic clutch 24a
, 24b are further connected via a suitable reduction gear 25 to an electric motor 26, for example a stepping motor or a DC motor. Electric motor 26 and electromagnetic clutch 24
a.

24b is connected to the engine control unit ECU.

Next, the operation will be explained. When the accelerator pedal 4 is deeply depressed, the throttle wire cable is pulled out, and excessive spin occurs, the engine control unit ECU turns on the electromagnetic clutches 24a and 24b as shown in FIG. 3 (48g). As well as being crimped),
The motor 26 is rotated in the direction (the closing direction since it is the direction that closes the throttle valve), the rod 20 is rotated counterclockwise (FIG. 4a), and the throttle wire
The cable is pulled back and the driving force is suppressed. The subsequent suppression control is performed in the same manner as in the first embodiment, so its explanation will be omitted. Furthermore, if the driver depresses the pedal with a strong force above a certain level after the driving force has been suppressed, the clutch plates 23a and 23b of the torque limiter slip, absorbing the excessive depressing force, and causing the throttle wire cable to slip. is pulled out again, so it is possible to drive with the spin desired by the driver.

In the second embodiment, the lever ratio of the accelerator pedal 4 is set to R.
a, the lever ratio of the rod 20 is Rr, and the radius of the gear 22 is Ro
, ) Luk limiter clutch plates 23a, 23b
If the maximum transmitted torque of is T max and the accelerator pedal depression force is fa, then Tmax=fa-RaIIRr-R.

can be obtained, and the accelerator pedal depression force f at this time is
The transmission system between the accelerator pedal and the clutch plate should be designed to withstand a. Note that the clutch plates 23a, 23
The maximum transmission torque T max of b can be calculated by determining the pressing load from the static friction coefficient of the friction material and the contact area of the clutch disc. Calculations can be made in a similar manner when using a ratchet mechanism.

Next, a third embodiment of the accelerator operation amount suppression control device according to the present invention shown in FIGS. 5a and 5b will be described. When compared with the second embodiment (FIGS. 4a and 4b), the limiter switch 27 is connected to the throttle wire cable 2.
The difference is that the clutch plates 24a and 24b, which act as torque limiters, are inserted into the clutch plate 24a and the clutch plates 24a and 24b, which act as torque limiters, are omitted, but the other configurations are the same. Limiter switch 27
is composed of a cylinder 28, a piston 29, a spring 30, and a normally open switch 31. Normally, the cylinder 28 is urged to a recessed position by the spring force, but when the accelerator pedal is strongly depressed, When the above tension is applied to the throttle wire cable 2a, the piston slides within the cylinder, turning the normally open switch 31 ON. The normally open switch 31 is connected to the engine control unit E.
Connected to CU, engine control unit E
When CtJ receives an ON signal from the normally open switch 31, it cuts off the power to the electromagnetic clutches 24a and 24b.

Next, the operation will be explained. When the accelerator pedal 4 is depressed deeply, the throttle wire cable is pulled out, and excessive spin occurs, the engine control unit ECU activates the electromagnetic clutches 24a and 24b as shown in FIG. is turned ON, the motor is rotated in the closing direction, and the rod 20 is rotated counterclockwise (5th a).
(Fig.), the throttle wire cable is pulled back, and the driving force is suppressed. If the driver depresses the accelerator pedal with a strong force above a certain level while the driving force is being controlled, the spring 30, which would not normally deflect, will deflect, causing the normally open switch in the limiter switch 27 to bend. 31 is turned on, and power to the electromagnetic switches 24a and 24b is cut off. This disconnects the rod 20 from the driving force of the motor 26, allowing the driver to press the accelerator pedal as desired.

Effects of the Invention While the accelerator operation amount suppression control device according to the present invention can be set to any vehicle (four wheels, two wheels), when this device is used in a system for suppressing drive wheel spin of a vehicle, the accelerator pedal Reinforce surrounding parts, throttle and
There is no need to reinforce the wire periphery, which is very advantageous in terms of cost. Further, by strongly pressing the accelerator pedal, the driver can generate the desired drive wheel spin.

[Brief explanation of the drawing]

FIG. 1 is a block diagram schematically showing a first embodiment of the accelerator operation amount suppression control device according to the present invention, and FIGS. 2a and 2b show the ON state and OFF state of the IBUJEST valve, respectively. The sectional views, FIGS. 3(a) to 3(h) are waveform diagrams representing control operations, and FIG. 4a. FIG. 4b is a schematic diagram of a second embodiment of the accelerator operation amount suppression control device according to the present invention, and FIGS. 5a and 5b are schematic diagrams of a third embodiment of the accelerator operation amount suppression control device according to the present invention. It is. l... Rod, 4... Accelerator pedal, 5... Throttle valve, 6... Return spring, 10... Boost. Piston, 11...
・Inlet valve, 12... Ibujiest valve, 15... Reserve tank. Patent applicant Sumitomo Electric Industries, Ltd. Representative Patent attorney Aoyama Ao et al. 28 illustrations 20 illustrations

Claims (4)

[Claims] (1) An accelerator operation amount determination means for determining whether or not the accelerator operation amount exceeds the required amount, and when the accelerator operation amount determination means determines that the accelerator operation amount is greater than or equal to the required amount, an accelerator operation amount determination means that determines whether or not the accelerator operation amount exceeds the required amount; An accelerator that operates to return the accelerator to the desired amount with a predetermined return force, but if the accelerator is operated with a force greater than the predetermined return force, the predetermined return force is overcome and the accelerator can be operated by an amount greater than the required amount. 1. An accelerator operation amount suppression control device, comprising a return means. (2) The accelerator operation amount suppression control device according to claim (1), wherein the accelerator return means comprises: a reciprocating means that performs reciprocating motion in response to accelerator operation; and a movement of the reciprocating means. It has a piston that can protrude into the locus, and receives fluid pressure in response to a signal from the accelerator operation amount determining means, and causes the piston to protrude;
An accelerator operation amount suppression control device comprising a piston/cylinder means for pushing back the accelerator, and a relief valve for pushing the piston and discharging fluid by operating the accelerator with a force greater than a predetermined force. (3) The accelerator operation amount suppression control device according to claim (1), wherein the accelerator return means is coupled to a rotary movement means that performs a rotational movement in response to an accelerator operation, and the rotational movement means. a drive means for transmitting a driving force to the rotary motion means according to a signal from the accelerator operation amount determining means and pushing back the accelerator; 1. An accelerator operation amount suppression control device comprising: a torque limiter that allows rotation independently of a drive means. (4) The accelerator operation amount suppression control device according to claim (1), wherein the accelerator return means is coupled to a rotary movement means that performs a rotational movement in response to an accelerator operation, and the rotational movement means. a drive means for transmitting a driving force to the rotary motion means according to a signal from the accelerator operation amount determining means to push back the accelerator; 1. An accelerator operation amount suppression control device comprising: a connection disconnection means for disconnecting the rotary movement means from the drive means.