JPS63201338A - Throttle opening control device - Google Patents

Abstract

PURPOSE:To prevent the operating force of an accelerator pedal from acting on a revolving lever which is connected to a driving source for slip control by moving a connecting member to a defined position when said accelerator pedal is stepped in at the time of non-slip control. CONSTITUTION:As an accelerator pedal 9 is stepped in, a transmitting cable 8 is pulled revolving a first revolving lever 4 counterclockwise centering around a support shaft 3. Also, a second revolving lever 11 is revolved in an integrated form with the first revolving lever 4 centering around the support shaft 3, to open a throttle valve 17. And, at the time of slip control, a motor 23 is operated by a control unit U revolving a third revolving lever 25 clockwise. Thereby, the second revolving lever 11 is revolved clockwise via a rod 26, reducing the tensile force of a transmitting cable 16. At the time of non-slip control, on the other hand, when a spring 22 is in failure, the third revolving lever 25 is revolved to fixedly hold a connecting part 29 onto the support shaft 3.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to a throttle opening control device.

(Prior Art) Conventionally, slip control (traction control 91) of the driving wheels has been performed in order to effectively obtain the propulsion force of the vehicle.
In order to perform the slip control, a throttle opening degree control device that controls the throttle opening degree may be provided.

For example, the throttle opening control device is
As shown in Japanese Patent No. 71229, a second rotary lever interlocked with a throttle valve is rotatably provided with respect to a first rotary lever interlocked with an accelerator pedal, and the accelerator pedal of the first rotary lever is rotatably provided. A spring applies a biasing force to the second rotary lever so as to follow the rotation in the depression direction, and a transmission cable is connected between the rotary end of the second rotary lever and the drive source for slip control. It is known that they are connected via

In this case, during non-slip control.

When the accelerator pedal is depressed, the first rotating lever rotates, and accordingly, the second rotating lever rotates in the same direction as the first rotating lever. As a result, the throttle valve linked to the second rotating lever opens, and an output corresponding to the amount of depression of the accelerator pedal is obtained.

On the other hand, during slip control, the second rotating lever is rotated by the drive source via the transmission cable in a direction that does not follow the rotation of the first rotating lever. For this reason,
Even if the accelerator pedal is depressed and the first rotation lever is rotated, the rotation of the throttle valve will change in the valve closing direction, and appropriate slip control will be performed.

(Problems to be Solved by the Invention) However, in the above throttle opening degree control device, the rotating end of the second rotating lever and the drive source for slip control are connected via a transmission cable. Therefore, when the accelerator pedal is depressed during non-slip control, the transmission cable is pulled as the second rotating lever rotates, and the rotating force of the second rotating lever is transferred to the output shaft of the drive source. It will be transmitted. Therefore, during normal non-slip control, the output shaft of the drive source is rotated frequently as the accelerator pedal is depressed, and the bearings, bushings, shaft seals, etc. inside the drive source are However, the life of the drive source was short, as it was consumed extremely quickly.

The present invention has been made in view of the above circumstances, and its purpose is to prevent the operating force of the accelerator pedal from being transmitted to the slip control drive source during non-slip control.

(Means and operations for solving the problem) In order to achieve this object, the present invention includes a first rotary lever that is linked to an accelerator pedal, and a rotatable lever that is rotatable to the first rotary lever. a second rotary lever that is supported by the throttle valve and whose rotation is linked to the throttle valve; A throttle opening control device comprising a biasing means for applying a biasing force, and a transmission means for transmitting the driving force of a drive source for slip control as a rotational force to the second rotation lever, the transmission means comprising: The third rotation lever includes: a third rotation lever connected to the slip control drive source; and a connecting member connecting the third rotation lever and the second rotation lever; The connection point between the lever and the connection member is arranged on the rotation axis of the first rotation lever during non-slip control.

With the configuration described above, when the accelerator pedal is depressed during non-slip control, the second rotating lever rotates integrally with the first rotating lever, and the connecting member also rotates the first rotating lever. This means that the third rotating lever is rotated about the moving axis, and the operating force of the accelerator pedal does not act on the third rotating lever as a rotating force.

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

In FIGS. 1 to 3, reference numeral 1 indicates a throttle opening degree control device according to the present invention. In this throttle opening control device 1, reference numeral 2 denotes a mounting plate, and the mounting plate 2 is fixed to the vehicle body.

A support shaft 3 is provided protruding from the lower part of the mounting plate 2.
A first rotary lever 4 is rotatably supported on the support shaft 3 . The axis of this support shaft 3 becomes the rotation axis 01 of the first rotation lever 4. The first rotating lever 4 is a support 4b3
The first rotary lever 4 is bifurcated above the lever 4, and the first rotary lever 4 is formed with lever portions 5 and 6. The tip of the lever part 5 extends obliquely downward while being curved, and a cable guide groove 7 is formed in the tip surface. A transmission cable 8 is inserted into the cable guide groove 7, and the negative end of the transmission cable 8 is locked to the tip of the lever portion 5, and the other end is connected to an accelerator pedal 9. As a result, when the accelerator pedal 9 is depressed, the transmission cable 8 is pulled toward the accelerator pedal 9, and the first rotating lever 4 is rotated counterclockwise around the support shaft 3 in FIGS. It will be rotated in the direction. In FIGS. 2 and 3 of this first rotating lever 4,
A stopper pin 10 faces the rotation area in the counterclockwise direction, and the stopper pin 10 is fixed to the mounting plate 2. This stopper pin 10 prevents the first rotating lever 4 from rotating more than necessary.

A second rotary lever 11 is supported by the lever portion 6 of the first rotary lever 4 via a support shaft 4a so as to be relatively rotatable. The axis of this support shaft 4a becomes the rotation axis 02 of the second rotation lever it, and this rotation axis 02 is offset with respect to the rotation axis 01. The second pivot lever it has three lever parts 12, 13, 14 pointing outwards with respect to its pivot wheel center 02. Lever part 1
2 extends upward, and its distal end extends while being curved obliquely in the r direction symmetrically to the distal end of the first rotating lever 4 . A cable guide groove 15 is provided at the tip of the cable guide groove.
is formed, and a transmission cable 16 is inserted into the cable guide groove 15. One end of the transmission cable 16 is locked to the tip of the lever portion 12, and the other end is connected to a throttle shaft 18, which is a support shaft of the throttle valve 17, via a pulley 19. A torsion spring 20 is attached to the throttle shaft 18, and the spring 20 always biases the throttle valve 17 in the closing direction. A stopper pin 21 is provided in the rotation area of this lever part 12 in the counterclockwise direction in FIGS. 2 and 3.
is facing, and its stopper pin 21 is fixed to the lever part 6 of the first rotating lever 4. The lever portion 13 extends in front of the first rotating lever 4 to above the support shaft 3. The lever part 14 extends downward, and the lever part 14 is bent multiple times in the middle so that the tip thereof is located forward of the support shaft 3. The lever part 13 of the lever 11 and the support shaft 3 are connected via a spring 22, and the spring 22 is such that the lever part 12 rotates around the second pivot lever 11 as its pivot axis. It is biased in the direction of contacting the stopper pin 21. This spring 22 has a larger spring force than the spring 20, and the lever B12 is normally in contact with the stopper pin 21.

A motor 23 as a drive source for slip control is fixed to the upper part of the mounting plate 2.

The output shaft 24 of the motor 23 passes through the mounting plate 2 and passes through the first. The second rotating lever 4 extends toward the ll side. This motor 23 is controlled by a control unit (U), and during slip control, the output shaft 24 is driven clockwise in FIGS. 2 and 3, and during non-slip control, the output shaft 24 is not driven in principle. A long third rotating lever 25 is fixed to the output shaft 24 at one end thereof.
The other end of the third rotating lever 25 extends downward and is located in front of the support shaft 3.

The other end of the rotating lever 25 of the tjS3 and the lever part 14 of the second rotating lever 11 are connected via a rod 26 as a connecting member. One end of the rod 26 is rotatably supported with respect to the other end of the third rotary lever 25, and the other end of the a7 door 26 is supported with respect to the lever portion 14 of the second rotary lever 11. and is supported by the rotation ηrtt.

As a result, the rotation of the third rotation lever 25 is controlled by the rod 26.
The signal is transmitted to the second rotary lever 11 via.

A stopper 27 is attached to the mounting plate 2, and the stopper 27 faces the rotation area of the third rotation lever 25 in the counterclockwise direction in FIGS. 2 and 3.

This stopper 27 and the third rotating lever 25 are connected via a spring 28 that applies a relatively small spring force, and the third rotating lever 25 is connected to the stopper by the spring 28 and the spring 22. It is biased in the direction of contacting 27. Therefore, during non-slip control,
That is, when the motor 23 is not driven, the third rotary lever 25 and the stopper 27 are in contact with each other due to the springs 22 and 28. This 30th rotation lever 25
When the stopper 27 and the third rotary lever 25 are in contact with each other, the connecting portion 29 between the third rotary lever 25 and one end of the rod 26 is set to be located on the axis 01 of the support shaft 3. .

In the control unit U, 0 rotation speed sensors 31 to 34, which receive signals from rotation speed sensors 31 to 34, a slow 7 torque opening sensor 35, and an accelerator opening sensor 36, detect the rotation speed of each wheel. It has the function of outputting a rotation speed signal. The throttle opening sensor 35 has a function of detecting the opening of the throttle valve 17 and outputting a throttle opening signal. The accelerator opening sensor 36 is the accelerator pedal 9
It has a function of detecting the amount of operation and outputting an accelerator opening signal.

The control unit U is constituted by, for example, a microcomputer, and is basically a CPU.

It is equipped with ROM, RAM, and CLOCK. This control unit) U has a function of outputting a control signal to the motor 23 based on the input signal, and by controlling this motor 23, there is no failure of the spring 22 during slip control and non-slip control. Control is performed accordingly.

Control 22) Slip control of the driving wheels by U is performed, for example, as follows. First, set the rotational speed of the drive wheels to WD.
, when the rotational speed of the driven wheel is WL, the slip rate S for slip control is.

Calculated by the formula, this S is less than or equal to the predetermined value γ (
For example, it is controlled to be 0.06 or less). In other words, in this embodiment, this slip control is performed by controlling the output shaft 24 of the motor 23 to the throttle valve 17 when S is large.
The opening degree of the throttle valve 17 (
(engine output).

To explain more specifically, when the accelerator pedal 9 is depressed, the transmission cable 8 is pulled toward the accelerator pedal 9 according to the amount of depression, and the first rotating lever 4 is moved toward the axis of the support shaft 3. 1 in Figure 2 with 01 as the center
It will rotate counterclockwise. Along with this, the second rotating lever 11 has a part 12 of the lever in contact with the stopper pin 21 due to the biasing force of the spring 22, so that
The axis 01 of the support shaft 3 is integrated with the first rotation lever 4.
According to the rotation of the second rotation lever 11, the throttle valve 17 changes in the valve opening direction. However, during slip control, the motor 23 is operated under the control of the control unit U.

The third rotating lever 25 is rotated clockwise in FIG. 2. The rotation of this third rotation lever 25 is as follows:
The signal is transmitted to the second rotating lever 11 via the rod 26, and the second rotating lever 11 has its rotation axis 0.
2 with respect to the first rotating lever 4,
This will cause a relative rotation in a clockwise direction. As a result, the tensile force of the transmission cable 16 is reduced, and the throttle valve 17 is moved in the opening direction by the biasing force of the spring 20, so that appropriate slip control is performed.

At this time, the second rotating lever 11 rotates against the spring 22, but since one end of the spring 22 is connected to the support shaft 3, the second rotating lever 11 rotates against the spring 22. The reaction force is not transmitted to the first rotary lever 4 as a rotational force, so that the depression position of the accelerator pedal 9 does not change every time slip control is performed.

Control depending on whether or not there is a failure of the spring 22 during non-slip control is performed, for example, as follows. First of all,
When the throttle opening is St and the accelerator opening is Sa, α=st−5a e * e(ij) is calculated, and it is determined whether or not α is equal to or less than a predetermined value β.

If α is not β, the control unit U determines that the spring 22 is not malfunctioning and does not drive the motor 23. As a result, the third rotating lever 25 is brought into contact with the stopper 27. The connecting portion 29 between the other end of the third rotating lever 25 and one end of the rod 26 is connected to the support shaft 3.
It will be located on the axis 01 (initial position).

Therefore, when the accelerator pedal 9 is depressed in the above state, the transmission cable 8 is pulled toward the accelerator pedal 9 in accordance with the amount of depression, and the first rotating lever 4 is moved around the axis 01 of the support shaft 3. It will rotate counterclockwise in FIG. 3 about the center. Along with this, the second
Since the lever part 12 is in contact with the stock hinge 21 due to the biasing force of the spring 22, the rotating lever 11 is integrally aligned with the first rotating lever 4 at the axis 0 of the support shaft 3.
1, and the throttle valve 17 opens in response to the rotation of the second rotating lever 11. As a result, an output corresponding to the amount of depression of the accelerator pedal 9 is obtained. At this time, rod 2
The rotational force is transmitted to the other end of the rod 26 via the lever part 14 of the second rotation lever 11, but between one end of the rod 26 and the third
The connecting portion 29 with the other end of the rotating lever 25 is the support shaft 3.
The axis of O! Since it is located above, the rod 26 is also connected to the support shaft 3.
It rotates around the axis 01 of. Therefore, the operating force of the accelerator pedal 9 does not act on the third rotating lever 25 as a rotating force, and the output shaft 24 of the motor 23 does not rotate in response to the depression of the accelerator pedal 9. , a bearing in the motor 23,
This means that wear and tear on bushings, shaft seals, etc. can be minimized.

Furthermore, even if the motor 23 fails and the output shaft 24 becomes unable to rotate, slip control cannot be performed, but normal throttle opening control during non-slip control can be performed. , there is no possibility that the throttle opening cannot be controlled.

In the case of α and β, the control unit U controls the spring 22
The third rotating lever 25 is rotated to position the connecting portion 29 on the axis 01 of the support shaft 3 (initial position), and in this state, the third rotating lever 25 is rotated. 25 is held fixed.

As a result, the rod 26 restricts the relative rotation of the second rotary lever 11 with respect to the first rotary lever 4, and when the accelerator pedal 9 is depressed, the first rotary lever 4
, the second rotating lever 11 will rotate integrally with the first rotating lever 4. At this time, the rod 26 also has the axis O of the support shaft 3! Since the rod 26 rotates around the first and third rotation levers 4.11
Therefore, even if the spring 22 fails during non-slip control, the throttle valve 17 can be changed in the opening direction in response to the depression of the accelerator pedal 9, thereby avoiding the vehicle being unable to run. can do.

An example of performing control depending on the presence or absence of a failure of the spring 22 during the slip control and non-slip control described above will be explained based on the flowchart shown in FIG. 4.
In step PI.

Detection signals from each sensor 31 to 36, a predetermined value γ, and a predetermined value 1β are read. In step P2, the slip rate S for slip control is calculated based on the formula (i).
It is determined whether or not it is larger than γ. This step P3
If YES in step P4, slip control is performed to reduce the engine output.

When NO in step P3, step P
5, α is calculated based on equation (ii) above.
Next, in step P6, it is determined whether α is smaller than a predetermined value β. In this step P6, N
At the time of o, no driving force is applied to the motor 23, and normal throttle opening control during non-slip control is performed.

When YES in step P6.

Since this is the case when the spring 22 fails, in step P7, the connecting portion 29 is moved to the axis 0 of the support shaft 3. The motor 23 is placed in the upper position (initial position), and the motor 23 is locked in that state. Then, in step P8, a warning is lit to notify the driver that the spring 22 has failed.

Such a throttle opening control device l has a mounting plate 2 as a base and a motor 23. 1st. The second and third rotating levers 4, 11, 25, rod 26, etc. form a unit. For this reason, when assembling this RIT into a vehicle, it is necessary to install a wooden Fa in the middle of the throttle cable that connects the accelerator pedal and the throttle valve.
1 may be inserted, and there is no need to modify the area around the throttle valve.

Although the embodiments have been described above, the present invention includes the following aspects.

(0 second rotation/<-11 lever part 13 and first rotation lever 4 are connected via a spring 22,
As a result, the reaction force of the spring 22 when slip control is performed is transmitted to the first rotating lever 4, and the fact that slip control has been performed can be detected by a change in the depression position of the accelerator pedal 9. This means that the information can be communicated to the driver. Thereby, it is possible to meet the needs of the driver who wants to know as a reaction that slip control has been performed.

- By changing the shape and position of the first and second rotating levers 4.11, the direction of the cable guide groove 7.15, etc., the angle formed by the transmission cables 8 and 16 can be arbitrarily set. can.

[Co., Ltd.] Second and third rotating levers 11.25, rod 26
To arbitrarily set the control characteristics in slip control based on the link relationship.

(1) One end of the third rotating lever 25 is bent toward the other end of the third rotating lever 25.

■When a fail-safe means is not provided in case the spring 22 fails, the connecting member (26) is a spring,
Cables, etc. may also be used.

(2) If no fail-safe means is provided in case of failure of the spring 22, there is no need to offset the axis 02 with respect to the axis 01.

(@) The spring 28 and the stopper 27 are omitted, and the third rotary lever 25 is positioned by the motor 23.

(Effects of the Invention) As described above, in the present invention, even when the accelerator pedal is depressed during non-slip control, the connecting member also rotates around the rotation axis of the rotation lever of fJSl.
Since the operating force of the accelerator pedal does not act on the third rotating lever as a rotating force, it is possible to prevent the operating force of the accelerator pedal from being transmitted to the slip control drive source. Thereby, the durability of the drive source for slip control can be improved.

[Brief explanation of the drawing]

FIG. 1 is a perspective view showing a throttle opening control device according to the present invention, and FIGS. 2 and 3 are explanatory diagrams showing the operation of the throttle opening control device according to the present invention. FIG. 4 is a flowchart showing an example of control when performing slip control and non-slip control. l: Throttle opening control device 4: First rotating lever 9: Accelerator pedal 11: Second rotating lever 17: Throttle valve 22 spring 23: Motor 25: Third rotating lever 26; Rod 29: Connecting part 01: Axial center

Claims (1)

[Claims] (1) A first rotating lever that is linked to the accelerator pedal;
a second rotary lever that is rotatably supported by the first rotary lever and whose rotation is linked to the throttle valve;
a biasing means for applying a biasing force to the second rotary lever so as to follow the rotation of the rotary lever in the direction in which the accelerator pedal is depressed; A throttle opening control device comprising: a transmission means for transmitting transmission to a second rotary lever; the transmission means includes a third rotary lever connected to the slip control drive source; a connecting member connecting the movable lever and the second rotary lever, and a connection point between the third rotary lever and the connecting member is connected to the first rotary lever during non-slip control. A throttle opening control device characterized by being located on the rotation axis.