JPH04203432A - Control device for throttle valve - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a throttle valve control device, and more particularly to a throttle valve control device that can prevent an excessive increase in engine speed.

(Conventional technology) Recently, improvements have been made to the driving feeling and fuel efficiency of automobiles.
As part of the engine control to achieve this, the mechanical connection between the throttle valve and the accelerator pedal has been eliminated, and the amount of accelerator depression has been converted to electric power. 7
Development of a throttle valve control device using an electronically controlled actuator that opens and closes the throttle valve is progressing.

By the way, in such a throttle valve control device using an electronically controlled actuator, the opening and closing of the throttle valve is performed by a drive motor that operates in response to a signal representing the engine operating state or the vehicle running state. It is necessary to provide a mechanism that can prevent an excessive increase in engine speed even if the actuator becomes inoperable.

For this reason, for example, in the device shown in Japanese Patent Application Laid-Open No. 63-71527, the valve shaft that operates the throttle valve is driven by a combination of two worm gears and pulleys, and two motors are attached to create a dual system. are doing.

Furthermore, in the one disclosed in Japanese Patent Application Laid-Open No. 63-198736, a solenoid is attached so that the motor shaft can be separated from the throttle shaft in the event of an actuator failure.

(Problem to be Solved by the Invention) However, in the conventional device as described above, the motor or solenoid is electronically controlled to prevent the engine from increasing in rotational speed excessively, so the control circuit may malfunction. In some cases, there is a possibility that the prevention mechanism as described above may not operate.

This invention was made in view of the above-mentioned conventional problems, and its purpose is to be able to continue controlling the throttle valve by the accelerator pedal even in the event of a control circuit failure, and to further improve the opening characteristics of the throttle valve. Another object of the present invention is to provide a changeable throttle valve control device.

(Means for Solving the Problems) In order to achieve the above object, the present invention comprises a throttle shaft for opening and closing a throttle valve, and a pair of flat plates attached to the throttle shaft at a predetermined distance. ,
a lever guide to which the amount of depression of the accelerator pedal is transmitted by a wire; an intermediate lever indicated by - that is rotatably disposed between flat plates constituting the bar guide and on which the wire is suspended; driving the intermediate lever indicated in . and a driving means for ``2. Setting the shape of the intermediate lever to an appropriate shape.'' 1. By changing the positional relationship between the lever guide and the intermediate lever,
It is characterized by variable accelerator pedal depression and throttle valve opening characteristics.

(Function) In this invention, a lever guide made of a pair of flat plates is attached to the throttle shaft, and an intermediate lever of an appropriate shape is provided between the pair of flat plates constituting the lever guide, and the wire connected to the accelerator pedal is connected to the intermediate lever. and is connected to a lever guide.

When the accelerator pedal is depressed, the guide lever connected to the wire by the mechanical connection between the accelerator pedal and the throttle valve and the intermediate lever on which the wire is suspended simultaneously rotate, and when the intermediate lever is driven by the driving means, the guide lever Since the relative position with
By appropriately shaping the intermediate lever, the amount of tension on the wire applied to the lever guide can be adjusted as appropriate.

Therefore, the amount of rotation of the throttle shaft relative to the amount of depression of the accelerator pedal can be adjusted as appropriate, and the characteristics of the amount of depression of the accelerator pedal and the opening degree of the throttle valve can be arbitrarily set.

(Explanation of Examples) Hereinafter, this invention will be explained based on the drawings.

Fig. 1 is a schematic diagram showing the overall configuration of a first embodiment to which the present invention is applied, Fig. 2 is a sectional view of the main part of Fig. 1, and Fig. 3 is an exploded perspective view of the main part of Fig. 2. be.

First, the configuration will be described based on these drawings. Reference numeral 1 denotes a throttle valve (not shown) that controls the air intake amount of an engine, and rotates integrally with a throttle shaft 2 attached to a throttle body 11.

On the other hand, a lever guide 3 consisting of a pair of flat plates 3A and 3B is attached to the part of the throttle shaft 2 that protrudes outside the throttle body 11, and between the flat plates 3A and 3B that constitute the lever guide 3, the throttle shaft 2 An arcuate intermediate lever 4 through which a wire is inserted is inserted, and a wire 7 is suspended from this intermediate lever 4 (see FIG. 4).

The lever guide 3 is connected to an accelerator pedal 8 via a wire 7 suspended from the intermediate lever 4.

That is, FIG. 4 is a sectional view taken along the line TV-IV in FIG. They are disposed in grooves 3a and 3b that are cut out in flat plates 3A and 3B forming the guide 3 so as to face each other.

When the accelerator pedal 8 is depressed, the wire 7 is pulled in the direction A in FIG. 4, thereby causing the lever guide 3 to rotate counterclockwise in FIG. 4.

On the other hand, a return spring 9 is attached between the throttle body 11 and the flat plate 3A that constitutes the lever guide 3, so that even when the wire 7 is pulled in the direction of the arrow by pressing the accelerator pedal 8, the throttle body
Torque is applied to the throttle shaft 2 in the direction of returning the health valve to the closed position.

Further, 21 is a driving wheel wheel speed sensor that detects the wheel speed of the driving wheels, 22 is a non-driving wheel wheel speed sensor that detects the wheel speed of the non-driving wheels, and both sensor signals are manually inputted to the control circuit 4.
As will be described in detail later, the opening characteristic of the throttle valve relative to the amount of accelerator depression is appropriately controlled by changing the positional relationship between the lever guide 3 and the intermediate lever 4 (see FIG. 5).

On the other hand, the case 1 is attached to the flat plate 3B that constitutes the lever guide 3.
A motor 5 and a fan-shaped gear 6 which are mounted on the flat plate 3B and driven by the output of the control circuit 14 are provided in the case 16.

Then (7), the leg 5a of the motor 5 meshes with the gear 6, and the shaft 6a of the gear 6 is fixed to the intermediate collar 4, and the rotational force of the motor 5 is applied to the intermediate lever 4 via the gear 6 (7). configured to be transmitted.

The configuration of this embodiment is as follows-1-, and its operation will be explained next.

First, the L-flange guide 3 and the intermediate lever 4 are initially set in a predetermined positional relationship, but when the accelerator pedal 8 is depressed, the wire 7 is pulled in the direction A in FIG. 4(a). The lever guide 3 connected to the pin 5 also rotates in the counterclockwise direction.

Therefore, the throttle shaft 2, which rotates integrally with the one-flange guide 3, also rotates 17 in the same direction, and the throttle valve 1 opens to a predetermined opening degree.

In this embodiment, the driving wheel speed sensor 21 and the non-driving wheel speed sensor 22 send the driving wheel speed sensor signal "i'if1" and the non-driving wheel speed sensor signal to the control circuit 14. f2 is manually operated, and the control circuit 14
The slip rate of the driving wheels is calculated by comparing the magnitude of f2 with f2 (7).If the slip rate is larger than a predetermined value, it is determined that the vehicle is traveling on a snowy road.

When it is determined that the road is snowy, when the accelerator is first depressed, the engine speed relative to the amount of accelerator depression is set to be relatively gentle. The motor 5 is driven so that the condition Sa) in FIG. 5 is obtained.

That is, as the motor 5 rotates, the shaft 5 of the motor 5
The gear 6 meshing with the gear a rotates l7, thereby causing the rotation as shown in FIG.
As shown in b), the intermediate lever 4, which rotates integrally with the gear 6, rotates by θ°.

By the way, in this case, when the intermediate lever 4 rotates, the length of the contact portion of the wire 7 suspended on the intermediate lever 4 with the intermediate lever 4 changes, and also The bin 15 that is present also moves from the X position to the Y position.

That is, in this embodiment, when the accelerator pedal 8 is depressed, the guide lever 3 connected to the wire-t-7 and the intermediate lever 4 on which the wire 7 is suspended are activated by the mechanical connection between the accelerator pedal 8 and the throttle valve 1. rotate at the same time, and the intermediate lever 4 can change its relative position with the guide lever 3 when the motor 5 is driven.

Therefore, by appropriately shaping the intermediate lever 4, the amount of tension of the wire 7 applied to the lever guide 3 can be adjusted as appropriate. Therefore, the amount of rotation of the throttle shaft 2 relative to the amount of depression of the accelerator pedal 8 can be adjusted appropriately, and the amount of depression of the accelerator pedal 8 and the amount of rotation of the throttle shaft 2 can be adjusted appropriately.
- The opening characteristic of the valve 1 can be set arbitrarily.

FIG. 5 is a characteristic diagram showing the relationship between the accelerator depression amount and the throttle valve opening degree in this embodiment. By changing the shape of the intermediate lever 4, the range shown by the diagonal line S can be set, and the range shown by the diagonal line S can be set. By changing the positional relationship with the intermediate lever 4, the opening degree of the throttle valve relative to the amount of accelerator depression can be controlled within this range.

That is, in this embodiment, when it is determined that the road on which the vehicle is currently traveling is snowy, the opening of the slot valve 1 is controlled to be small relative to the amount of accelerator depression when the accelerator is depressed. The valve opening is controlled using a throttle valve opening characteristic that is relatively similar to the curve Sa.

Note that the intermediate lever 4 is rotated by the motor 5 while the mechanical connection between the accelerator pedal 8 and the throttle valve 1 remains, and the opening characteristic of the throttle valve 1 is thereby controlled. Even in the unlikely event of a malfunction in 14, the throttle valve can be driven by operating the accelerator.

Furthermore, as is clear from FIG. 5, although the opening degree of the throttle valve 1 can be controlled by a predetermined opening characteristic according to the amount of depression of the accelerator pedal 8, when the amount of accelerator depression is 0, the throttle valve 1 is It is set to be fully closed.

Therefore, when the amount of depression of the accelerator pedal 8 becomes 0, the return force of the return spring 9 closes the throttle valve 1 to the fully closed position regardless of the forward or backward position of the intermediate lever 4. Therefore, the throttle valve can be reliably closed simply by opening the accelerator pedal 8.

Next, a second embodiment of the present invention will be described based on FIG. 6.

By the way, in this embodiment, the throttle valve opening characteristic is made variable by determining whether or not the road currently being traveled is a mountain road. In place of the non-driving wheel speed sensor 22, a torque sensor 23 for detecting engine torque and a vehicle speed sensor 24 for detecting vehicle speed are provided.

Note that other parts are completely the same as those in the first embodiment, so redundant explanation will be omitted.

By the way, in this second embodiment, the control circuit 14 determines that the rate of increase in vehicle speed relative to the magnitude of the torque detected based on the signal f3 from the torque sensor 23 and the signal f4 from the vehicle speed sensor 24 is smaller than a predetermined value. I try to judge that I am climbing a mountain road.

When it is determined that the person is climbing a mountain road, the opening of the throttle valve 1 is set to be large relative to the amount of accelerator depression at the beginning of the accelerator depression, that is, as shown in FIG. 4(b).
The motor 5 is configured to be driven so that the value of θ° at is small.

This is equivalent to controlling the throttle opening with a throttle valve opening characteristic that approximates the curve sb in FIG.

As explained above, in this second embodiment, when the driver is climbing a mountain road, the throttle valve opening is controlled to be large relative to the amount of accelerator depression, so the driver can drive on a flat road. You will be able to operate the accelerator pedal as if you were in the car.

In addition, as is clear from the explanation of each example below,
In this invention, a plurality of characteristic setting switches are further provided, the driver is allowed to select an arbitrary switch from among these, and the intermediate lever is set so that the throttle valve opening characteristic is set corresponding to the selected switch. The position of the throttle valve can be made variable, and in this case, the characteristics of the throttle valve opening relative to the accelerator pedal can be controlled to the characteristics desired by the driver.

In this case, the opening characteristic of the throttle valve 1 relative to the amount of depression of the accelerator pedal 8 can be arbitrarily changed within the range S as shown in FIG. By setting the throttle opening to a small value, smooth operation can be ensured, and traction control, etc. at the time of slip detection can be easily realized.

(Effects of the Invention) As explained above, in this invention, when the accelerator pedal is depressed, the guide lever connected to the wire by mechanical connection and the intermediate lever on which the wire is suspended simultaneously rotate, and the intermediate lever is driven by the drive means. When the lever is driven, the relative position with the guide L collar changes, so by appropriately changing the shape of the intermediate lever to the old shape, the amount of tension on the wire applied to the single collar guide can be adjusted as appropriate, and the amount of tension on the wire applied to the single collar guide can be adjusted accordingly. The amount and opening characteristics of the throttle valve can be set arbitrarily.

In addition, since the intermediate lever is rotated while maintaining the mechanical connection between the accelerator pedal and the throttle valve, the throttle valve can be driven by the accelerator pedal even in the unlikely event of a failure of the motor or control circuit. The throttle valve can be reliably closed simply by opening it.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing the overall configuration of the device according to the first embodiment to which the present invention is applied. FIG. 2 is a partial cross-sectional view of the νj section in FIG. 1. FIG. ♀1 perspective view, Fig. 4 is an explanatory view of the operation of an embodiment to which the present invention is applied, and Fig. 5 is a characteristic showing the relationship between accelerator pedal depression ♀ and throttle valve opening degree in an embodiment to which the present invention is applied. 6 are schematic diagrams showing the overall configuration of a second embodiment of the present invention. 1... Throttle valve 2... Throttle shaft 3... Lever guide 3A, 3B... Flat plate 4... Intermediate lever 5... Motor 6... Gear 7... Wire A. 8.・Throttle pedal 9... Return spring 11... Throttle body 14... Control circuit 15... Pin 2]... Drive wheel wheel speed sensor 22... Non-drive wheel speed sensor → J 23. ...Torque sensor 24...Vehicle speed sensor Fig. 1 1 (thrower 1 - lever) = 1 Fig. 2 B Fig. 4 (0) A Fig. 5 Fig. 6

Claims (1)

[Scope of Claims] 1. A throttle shaft that opens and closes a throttle valve; and a lever guide that includes a pair of flat plates attached to the throttle shaft at a predetermined distance and transmits the amount of depression of the accelerator pedal via a wire. , an intermediate lever rotatably disposed between flat plates constituting the lever guide and on which the wire is suspended; and a driving means for driving the intermediate lever, the intermediate lever having an appropriate shape. A throttle valve control device characterized in that the accelerator pedal depression amount and the throttle valve opening characteristic are made variable by changing the shape and the positional relationship between the lever guide and the intermediate lever.