JPH0546509Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Field of Application) The present invention relates to a constant speed traveling device that controls a vehicle speed to a desired speed.

(Prior art and its problems) A constant speed traveling device uses an actuator to operate the throttle valve of a carburetor to automatically control the vehicle speed to a desired speed.The actuator adjusts the throttle valve opening during constant speed traveling; The throttle valve is provided with a link mechanism for operating the throttle valve by an accelerator pedal during manual operation and by the actuator during constant speed driving.

A constant speed traveling device is usually constructed as shown in FIG. 8 or 9. The constant speed traveling device shown in FIG. 8 includes a link mechanism 100 and an actuator 110.
The link mechanism 100 includes a shaft 101 and two drive wheels 10 rotatably supported on the shaft 101.
2,103 and these two driving wheels 102 and 1
03 and a driven wheel 104, which can be engaged with the driving wheels 102 and 103 separately. One drive wheel 10
2 is connected to one end of the accelerator pedal 4 via a cable 120, the other driving wheel 103 is connected to one end of the rod 111 of the actuator 110 via a cable 121, and the driven wheel 104 is connected to the intake pipe 6 of the engine 5 via a cable 122. Each is connected to one end of a lever 7a of a throttle valve 7 of a carburetor disposed midway.

The actuator 110 is a diaphragm type actuator, and the negative pressure chamber is connected to the electromagnetic switching valve 8 via a pipe 125.
25 is selectively connected to the atmosphere via a pipe 126 to the intake pipe 6 downstream of the throttle valve 7 or via a pipe 127. The electromagnetic switching valve 8 is driven by an electronic control device 9.

When controlling the vehicle speed by manual operation, the electromagnetic switching valve 8 is deenergized, and the actuator 1
The negative pressure chamber 10 is communicated with the atmosphere and the actuator 110 is rendered inoperable. When the accelerator pedal 4 is depressed with a pressing force F, the cable 120 is pulled to the left in the figure as indicated by the arrow A, and the driving wheel 102 rotates in response to this, causing the driven wheel 104 to follow. As the driven wheel 104 rotates, the cable 12
2 is pulled to the right in the figure as indicated by arrow D, and the throttle valve 7 is opened accordingly.

When driving at a constant speed, turn on the automatic switch, and when the desired vehicle speed for constant speed driving is reached, turn on the setting switch, and the electronic control unit (ECU)
9 energizes the electromagnetic switching valve 8 based on the signals from each of these switches and the vehicle speed signal, and the actuator 1
The ten negative pressure chambers are communicated with the intake pipe 6. The actuator 110 operates according to the intake pipe internal pressure of the engine 5 at the vehicle speed, pulls the cable 121 in the right direction in the figure as indicated by arrow B, rotates the drive wheel 103, and causes the driven wheel 104 to follow. The driven wheel 10
4, the cable 122 is pulled in the direction of arrow D, and the throttle 7 is opened accordingly. In this way, the vehicle is controlled to travel at a constant speed at the set vehicle speed.

Further, the constant speed traveling device shown in FIG. 9 uses a substantially T-shaped link 130 as a link mechanism, the center of the link 130 is rotatably supported, and one end 130a of the link 130 is connected to one end of the accelerator pedal 4. touched,
The other end 130b is connected to the rod 111 of the actuator 110 via a cable 128, and the one end of the accelerator pedal 4 is connected to the lever 7a of the throttle valve 7 via a cable 129.

During manual operation, the cable 129 is pulled in the direction of arrow A to open the throttle valve 7 according to the amount of depression of the accelerator pedal 4, and when driving at a constant speed, the cable 128 is pulled in the direction of arrow B, and the accelerator pedal 4 is opened via the link 130. Rotate the cable 1
29 in the direction of arrow A to open the throttle 7.

However, in each of the above traveling devices, the link mechanism and actuator are constructed separately and installed separately on the vehicle body, so separate mounting brackets are required to attach them, and parts are required. In addition to increasing the number of points, the cable between the link mechanism and the actuator becomes longer, which increases cable loss and reduces operational efficiency.
The actuator becomes larger by this loss. In addition, the constant speed traveling device shown in Figure 8 uses three cables, and the length of each cable must be adjusted, so there are many adjustment points, and this adjustment is extremely difficult, making assembly work difficult. There is a problem with bad sex. In addition, the constant speed traveling device shown in Fig. 9 has large friction in the links, resulting in a large loss of operating force of the actuator, and furthermore, the layout around the accelerator pedal limits the space for installing the link mechanism. There are other problems.

The present invention has been made in view of the above-mentioned points, and an object of the present invention is to provide a constant speed traveling device that improves ease of assembly and reduces cable loss.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a diaphragm actuator having a rod that reciprocates according to the internal pressure of the intake pipe of the engine; a housing integrally provided with an executor; first and second drive wheels rotatably supported on a shaft supported within the housing so as to extend in a direction perpendicular to the direction of movement of the rod; , first and second engaging portions are provided that are rotatably supported between the first and second driving wheels of the shaft and can be engaged with these driving wheels separately, and A driven wheel that is driven by a second driving wheel, and the first and second driving wheels and the driven wheel are integrated into the housing, and the first driving wheel is connected to the accelerator pedal, and the driven wheel is connected to the accelerator pedal. The driving wheel is connected to the actuator, and the driven wheel is connected to the throttle valve via cables, and between the housing and the first and second driving wheels, the first driving wheel is connected to the accelerator pedal. First and second return springs are provided in the return direction of the accelerator pedal to apply rotational force to the second drive wheel in the return direction of the actuator. The first driving wheel is rotated, and the driven wheel follows the first driving wheel via the first engaging portion to open the throttle valve, and when traveling at a constant speed, the actuator adjusts the set vehicle speed. The second driving wheel is rotated in response to the second driving wheel, and the driven wheel is driven by the second driving wheel via the second engaging portion to open the throttle valve. be.

(Function) When you press the accelerator pedal, the first drive wheel rotates,
As a result, the driven wheels rotate, driving the throttle valve and controlling the vehicle speed. When the actuator operates, the other driving wheels rotate, which in turn rotates the driven wheels, driving the throttle valve and controlling the vehicle speed.

(Example) An example of the present invention will be described below in detail based on the accompanying drawings.

FIG. 1 shows the layout of a control system using a constant speed traveling device 1 according to the present invention.
The link mechanism 2 is connected to the accelerator pedal 4 via a cable 51.
to the intake pipe 6 of the engine 5 via the cable 52.
Lever 7a of throttle valve 7 disposed in the middle of
are connected to each other.

As shown in FIGS. 2 to 4, the constant speed traveling device 1 is constructed by integrally incorporating a link mechanism 2 and an actuator 3 into a housing 11. The actuator 3 is assembled to the plate 12 and attached to the open end 11a of the housing 11. Both ends of the shaft 20 of the link mechanism 2 are connected to both end plates 12a of the support plate 12,
12b, two driving wheels 21, 22 and one driven wheel 23 are rotatably supported on this shaft 20. is placed between.

An engagement protrusion 21a is axially provided on one end surface of the driving wheel 21 facing the driven wheel 23, and the driven wheel 2
A protrusion 23a that can be engaged with the protrusion 21a is axially provided on one end surface of the protrusion 3 facing the protrusion 21a. Furthermore, an engagement protrusion 23b is provided at a predetermined location on the outer peripheral surface of the driven wheel 23 to protrude radially outward. A driven wheel 23 is provided at a predetermined location on the outer peripheral surface of the driving wheel 22.
A protrusion 22a that can be engaged with the protrusion 23b is substantially L-shaped and protrudes in the axial direction and toward the driven wheel 23 side. Each groove 21 of the driving wheels 21, 22 and the driven wheel 23
At each starting end position of c, 22c and 23c, Fig. 4 is shown.
and pin 2 for cable locking as shown in Figure 5.
4, 25 and 26 are attached as shown in the figure, and a cable 5 is connected to each of these pins 24, 25, 26, respectively.
1, 50, and 52 are fixed at one end. Each of these cables 51, 50, 52 connects the drive wheel 21,
22, each groove 21c, 22c, 23c of the driven wheel 23
The grooves 21c, 22c, and 23c extend outward from their respective terminal ends through the inner grooves 21c, 22c, and 23c.

When the drive wheel 21 rotates in the clockwise direction shown by arrow C in FIG. 4, the projection 21a presses the projection 23a of the driven wheel 23, causing the driven wheel 23 to rotate in the clockwise direction. Like the driving wheel 21, when the driving wheel 22 rotates clockwise, the projection 22a presses the projection 23b of the driven wheel 23, causing the driven wheel 23 to rotate clockwise. That is, the driven wheel 23 rotates as the driving wheel 21 or 22 rotates clockwise.

As shown in FIG. 4, the return spring 27 is interposed between the end plate 12a of the support plate 12 and the driving wheel 21, one end 27a of which is connected to a locking portion 12e projecting from the end plate 12a, and the other end 27b is They are respectively locked in grooves 21d provided in the drive wheels 21. The return spring 28 is interposed between the end plate 12b of the support plate 12 and the drive wheel 22, one end 28a of which is inserted into the groove 12g provided in the end plate 12, and the other end 28b is inserted into the groove provided in the end surface of the drive wheel 22. 22d, respectively. Each of these springs 27, 28 is connected to the driving wheels 21, 22 by an arrow CC.
Apply a returning force in the counterclockwise direction as shown by . As shown in FIG. 5c, when the drive wheel 22 is in the non-operating position (to be described later), the end surface 22e thereof is stopped by a stopper 12f formed by bending the support plate 12b toward the drive wheel 22, thereby preventing the drive wheel 22 from rotating in the counterclockwise direction. movement is regulated.

A cable holder 14 is screwed onto the upper center of the end surface 11b (FIG. 2) of the housing 11, facing the groove 23c of the driven wheel 23, and on one side of the lower part, facing the groove 21c of the driving wheel 21. A cable holder 13 is screwed onto the cable holder 13. Cable 5 of drive wheel 21
1 passes through the cable holder 13, and the cable 52 of the driven wheel 23 passes through the cable holder 14 and is drawn out of the housing 11, respectively, as shown in FIG.

The actuator 3 is located at the open end 1 of the housing 11.
1a and is screwed to the housing 11 via a bolt (not shown), and one end surface 3 of the rod 3a.
b is disposed facing the groove 22c of the drive wheel 22 and close to the drive wheel 22. The other end of the cable 50 of the drive wheel 22 is connected to a locking metal fitting 3 fixed at the center of the end surface 3b of the rod 3a of the actuator 3.
It is fixed at c. This actuator 3 is composed of a diaphragm type actuator, and has a rod 3a.
The other end surface is fixed to a diaphragm (not shown),
It moves in and out according to the movement of the diaphragm.

In this way, the constant speed traveling device 1 is configured.
The constant speed traveling device 1 is disposed at a predetermined location on the vehicle body,
The other end of the cable 51 is fixed to one end 4a of the accelerator pedal 4 as shown in FIG.
The other end is fixed to the lever 7a of the throttle valve 7, and is adjusted to a length with no slack. The negative pressure chamber (diaphragm chamber) of actuator 3 is connected to pipe 5.
It is connected to the electromagnetic switching valve 8 via 5. The electromagnetic switching valve 8 selectively connects the pipe 55 to either the downstream side of the throttle valve of the intake pipe 6 via a pipe 56 or to the atmosphere via a pipe 57.
The electromagnetic switching valve 8 is controlled by an electronic control circuit (ECU) 9.

The electronic control circuit 9 controls the electromagnetic switching valve 8, and controls the vehicle speed signal, automatic switch, setting switch,
Each signal from a cancel switch etc. is input. When the electronic control circuit 9 receives a signal from the cancel switch, it becomes inactive and deenergizes the electromagnetic switching valve 8. In addition, when a signal from the automatic switch is input, it becomes operational, and in this state, when the setting switch is turned on, it is activated, and the duty ratio is adjusted according to the vehicle speed according to the vehicle speed signal when the setting switch is turned on. A drive signal is output to energize the electromagnetic switching valve 8. When the electromagnetic switching valve 8 is deenergized, it is closed and the pipe 55 is communicated with the pipe 57 to open the negative pressure chamber of the actuator 3 to the atmosphere, and when it is energized, it is opened and the pipe 55 is communicated with the pipe 56. This causes the negative pressure chamber of the actuator 3 to communicate with the intake pipe 6.

The action will be explained below.

In the initial state, that is, when the accelerator pedal 4 (FIG. 1) is released and the electronic control device 9 of the constant speed traveling device 1 is in an inactive state, the drive wheels 21 and 22 of the link mechanism 2 are driven by springs 27 and 28, respectively. It is rotated counterclockwise as indicated by the arrow CC direction in Figure 4.
The state is shown in FIGS. 5a and 5c. As shown in FIG. 5c, one end surface 22e of the drive wheel 22 is locked by the stopper 12f of the support plate 12 to restrict rotation in the counterclockwise direction, thereby preventing unnecessary tension on the actuator 3 in the initial state. Prevents force from being applied. In this state, the driven wheel 23 is pulled by the spring force of the throttle valve 7 via the cable 52, and is in the state shown in FIG.
3a and 23b are projections 21 of drive wheels 21 and 22, respectively.
a, 22a, and is in the state shown in FIG. In this initial state, the throttle valve 7
is the idle opening.

When the throttle pedal 4 is depressed, the cable 51 is pulled in the direction of arrow A as shown in FIG. Then, the driven wheel 23 is rotated clockwise as shown in FIG. As the driven wheel 23 rotates clockwise, the cable 52 is pulled in the direction shown by arrow D, and the throttle valve 7 (FIG. 1) is opened in accordance with the amount of rotation of the driven wheel 23.

When the pressing force F of the accelerator pedal 4 is released, the driving wheel 21 is rotated counterclockwise by the spring force of the spring 27, and the driven wheel 23 is accordingly rotated counterclockwise by the spring force of the throttle valve 7. It is returned to the idle opening position.

Next, when performing constant speed running control, the electronic control device 9
The automatic switch shown in FIG. 1 is turned on to put the electronic control device 9 into an operable state, and the setting switch is turned on at a predetermined vehicle speed at which the vehicle is to be driven at a constant speed. When the setting switch is turned on, the electronic control device 9 operates to operate the electromagnetic switching valve 8 (FIG. 1) and apply negative pressure in the intake pipe 6 according to the vehicle speed to the negative pressure chamber of the actuator 3. have it introduced. The actuator 3 operates in response to the introduced negative pressure and pulls the cable 50 in the direction of arrow B as shown in FIG. 7c.
The drive wheel 22 is rotated clockwise as indicated by arrow C.

As the drive wheel 22 rotates clockwise, the protrusion 22
a to press the protrusion 23b of the driven wheel 23 and rotate the driven wheel 7 clockwise as shown in FIG. 7b. As the driven wheel 23 rotates clockwise, the cable 52 is pulled in the direction of arrow D, and the throttle valve 7 is opened accordingly. In this way, the throttle valve 7 is controlled to an opening degree that maintains the vehicle speed.

(Effects of the invention) As explained above, according to the invention, a diaphragm actuator having a rod that moves back and forth according to the internal pressure of the intake pipe of the engine, and the executor are integrally provided to accommodate the rod. a housing; first and second drive wheels rotatably supported on a shaft supported within the housing so as to extend in a direction perpendicular to the direction of movement of the rod; , first and second engaging portions are provided which are rotatably supported between the second driving wheels and can be individually engaged with these driving wheels, and are driven by the first or second driving wheels. a driven wheel, the first and second driving wheels, and the driven wheel are integrated into the housing, the first driving wheel is connected to the accelerator pedal, the second driving wheel is connected to the actuator, The driven wheels are connected to the throttle valves via cables, and the first and second driving wheels are connected to the throttle valves through cables.
first and second return springs are provided that apply rotational force to the drive wheel in the return direction of the accelerator pedal and to apply rotational force to the second drive wheel in the return direction of the actuator, respectively. The first driving wheel is rotated in accordance with the amount of depression, and the driven wheel is driven by the first driving wheel via the first engaging portion to open the throttle valve and maintain a constant speed. During driving, the second driving wheel is rotated by the actuator according to the set vehicle speed, and the driven wheel follows the second driving wheel via the second engagement portion to open the throttle valve. By using a valve, the length of the cable connecting the actuator and the link mechanism can be extremely shortened, and cable loss can be significantly reduced, making it possible to downsize the actuator. , the constant speed traveling device can be made compact. In addition, since the length of the cable connecting the actuator and the link mechanism can be adjusted when the device is assembled, there are fewer adjustment points for the cable when the device is installed on the vehicle body, and the cable can be routed more freely. This increases the efficiency and improves work efficiency. Further, by unitizing the constant speed traveling device, there are excellent effects such as a reduction in the number of parts to be attached and an improvement in workability when attaching the device to the vehicle body.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the wiring layout of a vehicle to which the constant speed traveling device according to the present invention is applied, and FIG. 2 is a side view showing an embodiment of the constant speed traveling device according to the present invention.
3 is a sectional view along the arrow line in FIG. 2, FIG. 4 is an assembled perspective view of the link mechanism shown in FIG. 2, and FIGS. 5, 6, and 7 are a cross-sectional view of the link mechanism shown in FIG. The diagrams illustrating the operation, FIGS. 8 and 9, are diagrams illustrating the wiring layout of a conventional constant speed traveling device. 1... constant speed traveling device, 2... link mechanism, 3...
...actuator, 4...accelerator pedal, 5...
...Engine, 6...Intake pipe, 7...Throttle valve, 8...Solenoid switching valve, 9...Electronic control device, 1
1...Housing, 50-52...Cable.

Claims (1)

[Claims for Utility Model Registration] A diaphragm actuator having a rod that moves back and forth in accordance with the internal pressure of an engine's intake pipe; a housing that is integrally provided with the executor so as to accommodate the rod; and a direction in which the rod moves. first and second drive wheels rotatably supported on a shaft supported within the housing so as to extend in a direction perpendicular to the first and second drive wheels; and between the first and second drive wheels of the shaft. a driven wheel that is rotatably supported and is provided with first and second engaging portions that can be engaged with these driving wheels separately, and that is driven by the first or second driving wheel; , a second driving wheel and the driven wheel are integrally assembled in the housing, the first driving wheel is connected to the accelerator pedal, the second driving wheel is connected to the actuator, and the driven wheel is connected to the throttle valve, respectively. The housing is connected to the first and second drive wheels via a cable, and the first drive wheel is connected in the return direction of the accelerator pedal, and the second drive wheel is connected to the actuator in the return direction of the accelerator pedal. the first, which applies rotational force in the return direction, respectively;
A second return spring is provided, and during manual operation, the first driving wheel is rotated according to the amount of depression of the accelerator pedal, and the driven wheel is connected to the first driving wheel via the first engaging portion. The throttle valve is opened in response to the driving wheel, and when driving at a constant speed, the second driving wheel is rotated by the actuator in accordance with a set vehicle speed, and the driven wheel is opened via the second engaging portion. A constant speed traveling device, wherein the throttle valve is opened by following the second drive wheel.