JPH02102331A - Engine throttle valve controlling device - Google Patents

Abstract

PURPOSE:To make torque build up smooth by connecting a first rotary mechanism which rotates interlocked with an accelerator pedal, and a second rotary mechanism to rotate interlocked with a throttle valve with each other with the rotation ratio between both mechanisms changeable by increase of an engine revolution number. CONSTITUTION:The forward end of an accelerator wire 4 of which base end is connected with an accelerator pedal 1 is connected with the outer circumferential end of a first drum (first rotary mechanism) 5 through a pin 6. The forward end of a throttle wire 12 is connected with the outer circumferential end of a second rum (second rotary mechanism) 10 connected with a valve shaft 9 of a throttle valve 8, and the base end of the throttle wire 12 is inserted slidably into a guide groove 16 formed in the first drum 5 through a pin 15. A reciprocatory rod 17 is connected with the pin 15 as a drive means for displacing the installation position of the throttle wire 12 to the first drum 5 along the diameter of rotation, and the reciprocatory rod 17 is driven to reciprocate by a motor 19 through a link 18.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a throttle valve control device for an engine.

(Prior Art) There is a throttle valve control device provided in a conventional ennon as shown in FIGS. 8 and 9, respectively (see Japanese Patent Laid-Open No. 168943/1983).

To explain this, the throttle valve 61 is interlocked with an accelerator pedal (not shown) via a drum 62 and a wire 63, and includes a solenoid 64 and control means 65 for regulating the maximum opening degree of the throttle valve 61.

This throttle valve control device includes a throttle valve 6
The control circuit 65 is applied to an engine equipped with a fuel injection valve upstream of the throttle valve 61, and the control circuit 65 regulates the maximum opening degree of the throttle valve 61 to a small value in a low engine speed range to reduce the amount of intake air passing through the throttle valve 61. This prevents the flow velocity from decreasing and atomization of the injected fuel from worsening.

(Problem to be Solved by the Invention) However, in such a conventional throttle valve control device, the ratio between the amount of depression of the accelerator pedal and the opening degree of the throttle valve 61 does not change, and the start of depression of the accelerator pedal is dependent on the stroke. Since the amount of change in the opening degree of the throttle valve 61 is large, as shown in FIG. 10, when the accelerator pedal is first depressed, the torque rises rapidly in the low rotation range. Therefore, a problem has arisen in automobile engines in that longitudinal vibrations exerted on the vehicle during acceleration become large.

The present invention aims to solve these conventional problems.

(Means for Solving the Problems) In order to achieve the above object, the present invention includes a first rotation mechanism that rotates in conjunction with the accelerator pedal, and a second rotation mechanism that rotates in conjunction with the throttle valve. A connecting mechanism is provided to connect the first rotating mechanism and the second rotating mechanism to each other, and the connecting mechanism is attached to at least one of the first rotating mechanism and the second rotating mechanism so that the position thereof is in the rotational radial direction. A drive means for displacing the engine and a control means for reducing the rotation ratio of the second rotation mechanism to the first rotation mechanism as the engine speed increases via the drive means are provided.

(Function) Based on the above configuration, the ratio between the amount of depression of the accelerator pedal and the opening of the throttle valve changes, and in the low rotation range when the accelerator pedal is first depressed, the amount of change in the throttle valve opening relative to the stroke becomes small. This suppresses the sudden increase in intake air amount and smooths the rise of torque. Therefore, in an automobile engine, for example, longitudinal vibrations exerted on the vehicle during acceleration can be suppressed and slips can be prevented.

(Example) Hereinafter, one example of the present invention will be described based on the accompanying drawings.

As shown in FIG. 1, an accelerator pedal 1 is rotatably supported by a shaft 2, has a pedal part 3 at one swinging end that receives the driver's pedal force, and an accelerator wire 4 at the other swinging end. The proximal ends are connected.

The tip of the accelerator wire 4 is the first drum (first rotating machine I)
It is connected to the outer peripheral end of 5 via a Nico stop 6. The first drum 5 is rotatably supported by a shaft 7, and rotates at a constant ratio (R3/R2) via the accelerator wire 4 as the accelerator pedal 1 is depressed.

On the other hand, a second drum (second rotation mechanism) 10 is connected to the valve shaft 9 of the throttle valve 8, and the tip of a throttle wire (connection mechanism) 12 is connected to the outer peripheral end of the second drum 10 via a Nico stop 11. and throttle wire 12
As the base end of the throttle valve 8 is pulled, the throttle valve 8 opens, increasing the amount of air taken into the engine through the intake pipe 13.

A Nico stop 15 is connected to the base end of the throttle wire 12, and the Nico stop 15 is slidably inserted into an idle groove 16 formed in the first drum 5. This id groove 16 is formed along the radial direction of the first drum 5, and when the Nico stop 15 slides within the id groove 16, the rotation radius R4 of the Nico stop 15 changes.

In addition to providing an id 25 through which the throttle wire 12 is inserted midway, the id groove 16 is curved in an arc shape centered on the id 25 when the throttle valve 8 is fully closed as shown in the figure. 15 is the ID groove 16
This prevents the throttle wire 12 from being pulled.

To attach the throttle wire 12 to the first drum 5, a reciprocating rod 17 is connected to the Niko stop 15 as a driving means for displacing the position in the rotational radial direction, and the reciprocating rod 17 is moved against a return spring 20 via a link 18. A motor 19 is provided for reciprocating drive. motor 19
is fixedly attached to the first drum 5.

The motor 19 is driven by a control signal sent from a control unit 21, and the control unit 21 inputs an engine rotation speed signal, a water temperature signal, etc., and calculates a control signal according to the operating state of the engine.

FIG. 2 is a control map showing the relationship between R, /R3 (R, is the rotation radius of the Nicostop 6) set in the memory of the control unit 21 and the engine speed, and as the engine speed increases, The Nicostop 15 is displaced radially outward so that R, /R3 approaches 1.

It is constructed as described above, and its operation will be explained next.

When the pedal part 3 of the accelerator pedal 1 is depressed with a stroke S, the rotation radius of the pedal part 3 is R2, and the rotation radius of the rotation tip of the accelerator pedal 1 to which the accelerator wire 4 is connected is R2, and the second drum 10 is When the radius of rotation of the Nicostop 11 with respect to the valve shaft 9 is denoted by r, the opening degree θt of the throttle valve 8 is expressed as θt''(1/r)(R</Rs)(R2/R,)S.

Therefore, the control unit 21 displaces the Nicostop 15 via the motor 19, etc., and increases R, /R as the engine speed increases, so that the accelerator pedal 1 increases as shown in FIG. The rotation angle θt of the throttle valve 8 becomes smaller with respect to the depression amount (stroke) S of the accelerator pedal 1, and the maximum opening degree of the throttle valve 8 with respect to the full stroke S of the accelerator pedal 1 becomes R, /
θ2 when R3=i, θ when R,/R3=0.3
, which is halved. However, even if the throttle valve 8 is opened half-open, the boost will increase to 0, so the output will not drop sharply.

In this way, in the low rotation range when the accelerator pedal 1 is first depressed, the amount of change in the opening degree of the throttle valve 8 with respect to the stroke becomes small, thereby suppressing the intake air amount of the ennon from increasing rapidly. As shown in Figure 4, the rise of Ennon's torque becomes smooth in the low rotation range.

Therefore, in the automobile engine, it is possible to suppress the longitudinal vibration that occurs in the vehicle during acceleration.

Furthermore, by curving the idle groove 16 in an arc shape centered on the guide 25 when the throttle valve 8 is fully closed, the throttle valve 8 can be fully closed regardless of the displacement of the Nico stop 15.

Furthermore, the amount of change in the throttle valve 8 may be maintained large when the engine temperature is low.

This will be explained based on chart 70 shown in FIG. 5. In step 31, the engine water temperature Tu+ is read, and in step 32, it is determined whether the detected value Tll1 is higher than the set value T. This set value T is set to, for example, 80° C., and it is determined whether the engine is being warmed up or not. If it is higher than the set value T, it is determined that [IJiPIi has ended, and the process proceeds to step 33, where R and /R3 are increased according to the engine speed. If it is lower than the set value T, it is determined that the engine is warming up, and R1/R+ is held at 1.

This improves the feeling of insufficient torque during warm-up and maintains warm-up performance.

As another embodiment, the amount of change in the opening degree of the throttle valve 8 may be kept small in a state where slip is likely to occur depending on the driving state of the vehicle.

To explain this based on the chart 70 shown in FIG. 6, in step 41 the front wheel rotation speed N is read, in step 42 the rear wheel rotation speed N2 is read, and in step 43 N,
It is determined whether the rotation difference between and N2 is smaller than a predetermined value N.

If the rotation difference is small, proceed to step 44 and set R, /R.
, = 1, and if the rotation difference is larger than the set value N, the process advances to step 45 and R, /R.

= 0.3.

This system detects when the wheels begin to slip during acceleration when the road surface is wet due to rain or snow, and reduces the amount of change in accelerator opening to suppress torque fluctuations, but when the road surface is dry In this case, sufficient acceleration performance can be ensured by increasing the amount of change in accelerator opening.

Next, another example shown in the MS7 diagram will be explained.
To attach the throttle wire 12 to the first drum 5, a bullet-type actuator 52 is connected to the Niko stop 15 via a reciprocating rod 51 as a driving means for displacing the position in the rotational radial direction.

The actuator 52 includes an electric heater 58, a solid wax 54 as a temperature-sensitive material, a synthetic rubber 55 as an elastic material, and a piston 57 in the center of the housing 53. The piston 57 is fixedly attached to the first drum 5, and the reciprocating rod 51 is connected to the housing 53.

As a result, when the heater 58 is energized by the control unit 21 under predetermined operating conditions, the wax 54 becomes liquid and expands in volume as its temperature rises. The pressure generated at this time is transferred to the piston 57 via the rubber 55.
Since the piston 57 is fixed to the first drum 5, the housing 53 is relatively displaced while compressing the spring 56.
The Nicostop 15 is moved in the inner diameter direction.

In this case, the actuator 52 can be made smaller and can be easily attached to the first drum 5. Furthermore, a bimetal or the like may be used as the temperature-sensitive material.

(Effects of the Invention) As described above, according to the present invention, the first rotating fi mechanism rotates in conjunction with the accelerator pedal, the second rotating mechanism rotates in conjunction with the throttle valve, and the second rotating mechanism rotates in conjunction with the throttle valve. A coupling mechanism is provided for coupling the co-movement mechanism and the first rotation mechanism to each other, and the coupling mechanism is attached to at least one of the first rotation mechanism and the second rotation mechanism by a drive means for displacing the position in the rotational radial direction. , and a control means for reducing the rotation ratio of the second rotation mechanism to the first rotation mechanism as the engine speed increases via this drive means, so depending on the engine operating conditions, when the accelerator pedal is depressed, By suppressing the sudden increase in the amount of intake air, the torque rises smoothly, and in automobile engines, it suppresses longitudinal vibrations and slips that occur in the vehicle during acceleration, improving driving performance.

[Brief explanation of drawings]

Fig. 1 is a configuration diagram showing an embodiment of the present invention, Fig. 2 is a control map, Fig. 3 is a diagram showing the relationship between the stroke of the accelerator pedal and the throttle valve opening, and Fig. 4 is the stroke of the accelerator pedal. FIG. 2 is a diagram showing the relationship between engine speed, engine speed, and torque. 70 charts showing other embodiments as shown in FIGS. 5 and 6. FIG. 7 is a configuration diagram showing still another embodiment. Figure 8 is a front view showing the conventional example;
The figure is also a side view, and FIG. 10 is a diagram showing the relationship between the stroke of the accelerator pedal, engine speed, and torque. 1...Accelerator pedal, 4...Accelerator wire, 5
...First drum (first rotation mechanism), 8... Throttle valve, 10... Second drum (second rotation mechanism), 1
2... Throttle wire (connection mechanism), 15... Niko stop, 16... ID groove, 17... Reciprocating rod, 18... Link, 19... Motor, 21...
control unit. IIs Figure Io Figure Times Soft Number

Claims (1)

[Claims] A first rotation mechanism that rotates in conjunction with the accelerator pedal, a second rotation mechanism that rotates in conjunction with the throttle valve, and a connection mechanism that connects the first rotation mechanism and the second rotation mechanism to each other. and a drive means for displacing the attachment position of the coupling mechanism in at least one of the first rotation mechanism and the second rotation mechanism in the rotational radial direction, and as the engine speed increases via the drive means. 1. A throttle valve control device for an engine, comprising a control means for reducing a rotation ratio of a second rotation mechanism to a first rotation mechanism.