JPH01177428A - Fuel supply device - Google Patents

Abstract

PURPOSE:To enable the control of an air intake flowrate with a single air valve during each drive mode of a vehicle by making the selective open/close control of the air valve fitted at an air intake passage using a plurality of control means. CONSTITUTION:When a throttle valve 10 fitted at the downstream side of a main throttle part 3 in an air intake passage 2 is opened, there increases negative pressure at the downstream side of an air valve 4 provided at the upstream side of the throttle valve 10. And when the negative pressure is introduced to the negative pressure chamber 6a of a negative pressure actuator 6 as the first control means, a diaphragm 7 is displaced toward the negative pressure chamber 6a, thereby opening the air valve 4. In this case, when a vehicle becomes unstable, ECU 11 forcibly drives a motor M as the second control means and the opening of the air valve 4 is thereby reduced. According to the aforesaid construction, the single air valve 4 is used to control an air intake flowrate when the vehicle is in ordinary and unstable conditions.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a fuel supply device that brakes a vehicle by controlling the output of an internal combustion engine when control of a slip special vehicle becomes unstable. It is related to.

[Conventional technology]

In recent years, moving vehicles accelerate and corner.

If the vehicle moves differently from the driver's expectations due to slipping during braking, or if the vehicle control becomes unstable, the vehicle will be automatically controlled, regardless of the driver's actual control actions. In order to properly control the engine and transmission.

A system that comprehensively controls suspension, brakes, etc. is becoming a reality. Among these, as a device to properly control the output of the engine, for example,
There are vehicle slip control devices described in Japanese Patent Application Laid-Open No. 1-157738 and Japanese Patent Application Laid-open No. 189334/1982. This type of vehicle slip control device is equipped with an auxiliary throttle valve on the downstream side of an intake passage that is equipped with a main throttle valve that adjusts the amount of intake air in conjunction with the accelerator pedal.
Calculates and detects the slip status of the drive wheels based on a comparison of the vehicle's running speed, etc., and the rotation speed and acceleration of the drive wheels,
The drive means is driven in accordance with the calculated value, and the connected auxiliary throttle valve is opened and closed regardless of the amount of depression of the accelerator pedal, thereby adjusting the intake air amount and adjusting the amount of air intake between the tires of the drive wheels and the road surface when the vehicle accelerates. The rotation of the drive wheels is controlled to increase the friction between the wheels and the wheels. The above control is performed by a drive control circuit mainly composed of a microcomputer.

[Problem that the invention seeks to solve]

By the way, in this type of vehicle slip control device,
In addition to the main throttle valve, which opens according to the vehicle speed specified by the driver, i.e., the amount of accelerator pedal depression, an auxiliary throttle valve is required, which is computer-controlled according to the slip status of the drive wheels. The drawbacks are that the process becomes complicated, the number of parts increases, and the manufacturing cost increases.

In view of these problems, the present invention has made it possible to control the air flow rate during normal operation of the vehicle and to control the air flow rate during unstable operation of the vehicle using an air valve without providing an auxiliary valve. An object of the present invention is to provide a variable intake passage area type fuel supply device.

[Means and operations for solving the problems] The fuel supply device according to the present invention includes a first control means that operates an air valve in the ventilation passage to control the air flow rate during normal operation of the vehicle, and also A second control means is provided which eliminates an unstable operating state by controlling the air valve and adjusting the air flow rate during stable operation.

Therefore, during normal operation of the vehicle, the air valve is operated by the first control means in response to negative pressure on the downstream side of the air valve, and when the vehicle is unstable, the first control means operates. The second control means adjusts the intake passage area of the air valve operated by the second control means to control the air flow rate and eliminate the unstable operating state.

〔Example〕

Hereinafter, one embodiment of the present invention will be described based on FIGS. 1 and 2. In the figure, 1 is the air flow sensor of the carburetor, which is disclosed in Japanese Patent Application No. 60-14662 filed earlier by the applicant.
No. 7゛ (Unexamined Japanese Patent Publication No. 10463/1983) and Patent Application No. 1/1983
This is based on the same principle as the air flow sensor in the air-fuel mixture supply device disclosed in No. 84933. That is, 2 is an intake passage in which the main throttle part 3 is arranged, 4 is a plate-shaped air valve installed on the downstream side of the main throttle part 3, and 4a and 4b are notches bored at both ends of the air valve 40. When the air valve 4 is closed, a predetermined amount of air flows through the notches 4a and 4b to generate negative pressure (sub-throttled part), and a negative pressure introduction part 5 is set on the downstream side. Reference numeral 6 denotes a negative pressure actuator in which a negative pressure chamber 6a defined by a diaphragm 7 connected to the air valve 4 communicates with the intake passage 2 on the downstream side of the air valve 5, as will be described later. The opening and closing of the air valve 4 is controlled by displacing the diaphragm 7 in accordance with the negative pressure of the air valve. Reference numeral 8 denotes a main negative pressure passage that opens to the main constriction part 3, and 9 denotes a sub-pressure passage that opens to the negative pressure introduction part 5. The main and sub-pressure passages 8 and 9 each communicate with a fuel passage (not shown). In order to keep the liquid level of the fuel column rising in each negative pressure passage 8.9 constant according to the intake negative pressure of the intake passage 1 which changes in the main throttle part 3 and the negative pressure introduction part 5, the fuel It is configured to control the flow rate of fuel discharged from the passage into the intake passage 2. Reference numeral 10 denotes a throttle valve that is arranged downstream of the air valve 4 and is linked to the accelerator pedal.

M is a motor that is connected to the air valve 4 and opens and closes the air valve 4 separately from the negative pressure actuator 6, as will be described later; 1) is an electronic control unit (ECU) with a built-in microcomputer; E
CUII should be used to return to stable state B by adjusting the opening degree of the air valve 4 when the control of the vehicle in running state is unstable due to slipping etc., that is, when the vehicle is operating unstablely. It is.

Next, the connection mechanism between the air valve 4, the negative pressure actuator 6, and the motor M will be explained with reference to FIG.
Reference numeral 2 denotes a rotation shaft of an air valve 4 that is integrated with the rotor shaft of the motor M, and 13 a first lever that is provided with a guide portion 13a and through which the rotation shaft 12 is rotatably inserted. The other end of a connecting rod 7a, one end of which is connected to the diaphragm 7 of the negative pressure actuator 6, is rotatably supported at the end of the connecting rod 13. 14 is fixed to the rotating shaft 12, one end extends in the direction of the rotating shaft 12, and the first lever 1
The second lever 15 constituting the abutting portion 14a that abuts the side surface of the first lever 13 is mounted on the guide portion 13a of the first lever 13, and is pressed against the first lever 13 and the second lever 14.
The spring 15 is a spring divided between the abutting portion 1 of the first lever 13 and the second lever 14.
Both ends of the lever 4a are fitted into the first lever 13 and the second lever 14, respectively, while being biased in the direction of bringing the two levers into contact with each other. 14, but is configured not to rotate if a deterrent force greater than a predetermined level is applied to either lever.

The present embodiment has the above configuration, and its operation will be explained next. First, in a low speed range, when the accelerator pedal (not shown) is depressed, the throttle valve 10 starts to open, but since the generated negative pressure is small, the negative pressure actuator 6
is not activated, and the air valve 4 remains closed. When the negative pressure on the downstream side of the air valve 4'' increases, the negative pressure introduced into the negative pressure chamber 6a of the negative pressure actuator 6 increases, and the diaphragm 7 resists the elasticity of the spring.
is displaced to the negative pressure chamber 6a side, and the first
When 4-13 is rotated counterclockwise in FIG.
Shift to high speed range. After that, the air flow rate in the intake passage 1 is controlled in the same way, and the engine does not operate normally (during normal operation), and if the vehicle is in an unstable state due to, for example, the drive wheels slipping. If the ECU II determines that and the second lever 14 is rotated clockwise in FIG. Since it is controlled based on the balance with the air pressure, it is suppressed, and the spring 15 is twisted and is not interlocked with the drive of the motor M.

Therefore, only the rotating shaft 12 and the second lever 14 are rotated, and the abutting portion 14a of the second lever 14 is connected to the first lever 1.
The air valve 4 is moved away from the contact portion on the side surface of the air valve 3 and rotated in a direction to decrease the opening degree. As a result, the intake passage 1
Since the air flow rate within the engine becomes small, the output of the engine is suppressed regardless of the amount of depression of the accelerator pedal. When the unstable operating state of the vehicle is resolved, such as when the driving wheels are no longer in a slipping state, the second lever 14 rotates counterclockwise until the contact portion 14a contacts the side surface of the first lever 13. Then, the opening degree of the air valve 4 is increased again to return to the normal operating state.

As described above, according to this embodiment, air flow control during normal operation of the vehicle and air flow control during unstable operation of the vehicle can be performed using an air valve without adding an auxiliary valve. , the number of parts can be reduced, the structure can be made into a cylindrical element, and manufacturing costs can be reduced.

FIG. 3 shows another embodiment partially different from the first embodiment with regard to the connection mechanism between the air valve 4, the negative pressure actuator 6, and the motor M.

In the figure, the rotation shaft 12' of the air valve 4 to which the second lever 14 is fixed is separated from the rotor shaft 16 of the motor M and configured separately. A third lever 17 is fixed to the rotor shaft 16 of the motor M, and its end is connected to the rotary shaft 12.
An arm 17a is formed which extends in parallel with the second lever 14 and can come into contact with the side surface of the end opposite to the contact portion 14a of the second lever 14. During normal operation, the third lever 17 is stopped at the position shown in FIG. 3 (bl), and even if the air valve 4 is fully open (FIG. 3 tbl), the second lever I
4 and the arm 17a of the third lever 17 are arranged so that there is a slight gap between the end of the third lever 17 and the arm 17a of the third lever 17.
The rotation of 4 is not restricted.

During normal operation, the first lever 13 is moved by the negative pressure actuator 6 as in the first embodiment. The second lever 14 and the rotating shaft 12' are interlocked to control the opening and closing of the air valve 4. Also, when the vehicle is unstable, the ECU
II also drives the motor M to rotate the third lever 17 clockwise, and the arm 17a moves to the second lever 14.
The air valve 4, which is at a predetermined opening position, is rotated to reduce its opening, thereby controlling the air flow rate. At this time, the first lever 13 does not rotate and the contact portion 14a of the second lever separates from the first lever 13, as in the first embodiment.

FIG. 4 shows a third embodiment of the air flow control mechanism according to the present invention. The ECU II is configured to be able to control the opening and closing of the air valve 4 during normal operation in addition to controlling the opening of the air valve 4 when the vehicle is unstable as shown in the first and second embodiments. The control during normal operation is, for example, negative pressure on the downstream side of the air valve 4.

It is executed by detecting the air valve opening degree, engine rotation speed, etc.

FIG. 5 shows a fourth embodiment of the air flow rate control mechanism according to the present invention. In this embodiment, 18 has one end communicating with the atmosphere and the other end being the negative pressure chamber 6 of the negative pressure actuator 6.
The air passage 19 that opens to the air passage 18 is a solenoid that is placed in the middle of the air passage 18 and controls the introduction of atmospheric air into the negative pressure chamber 6a by opening and closing operations, and the operation of the solenoid 19 is controlled by the ECU 1'l. be done.

During normal operation, the air passage 18 is closed and the opening/closing of the air valve 4 is controlled by the negative pressure actuator 6, and when the vehicle is unstable, the air passage 18 is closed.
The CUII controls the opening and closing of the solenoid 19 to reduce the negative pressure in the negative pressure chamber 6, thereby displacing the diaphragm 7 toward the air chamber and controlling the opening degree of the air valve 4 to be decreased.

Incidentally, in each of the above embodiments, a temporary valve is presented as the air valve, and the intake passage area is changed by opening and closing the temporary valve, but the intake passage area may be changed by a piston valve instead of the temporary valve.

Furthermore, the fuel supply device according to the present invention can naturally be employed not only in the carburetor according to the first embodiment but also in a fuel injection type device.

〔Effect of the invention〕

As described above, according to the fuel supply device according to the present invention, air pulp can be used to control the air flow rate during normal operation and unstable operation of the vehicle, thereby reducing the number of parts, simplifying the structure, and reducing manufacturing costs. The cost can be reduced.

[Brief explanation of the drawing]

FIG. 1 is a cross-sectional view of essential parts of a first embodiment of the fuel supply device according to the present invention, FIG. 2 is a partially cutaway front view showing the air pulp connection mechanism of the first embodiment, and FIG. 3 is a second embodiment. 2 is a partially cutaway front view showing a different connection mechanism from that shown in FIG. 2, and FIGS. 4 and 5 are sectional views of essential parts showing the third and fourth embodiments, respectively. 2...Intake passage, 3...Main throttle part, 4...
Air pulp, 5...Negative pressure introduction part, 6...Negative pressure actuator, 1)...Electronic control unit, M...
...Motor, 13...First lever, 14...Second lever, 15...Spring, 17...Third lever.

Claims (5)

[Claims] (1) An air valve capable of changing the area of the intake passage is disposed in the intake passage, and a first control means for controlling the air flow rate in the intake passage by controlling the operation of the air valve during normal operation of the vehicle. A fuel supply device comprising: a second control means configured to control the air valve and adjust the air flow rate during unstable operation of the vehicle to eliminate the unstable operation state. . (2) The first control means is a negative pressure actuator controlled by negative pressure downstream of the air valve, and the second control means is a motor controlled by an electronic control unit, and the rotation axis of the air valve is common to the rotor shaft of the motor, a first lever connected to the negative pressure actuator and rotatably inserted through the rotation shaft of the air valve, and a second lever fixed to the rotation shaft are predetermined. 2. The fuel supply device according to claim 1, wherein the fuel supply device is connected via an elastic member having elasticity. (3) The first control means is a negative pressure actuator controlled by negative pressure on the downstream side of the air valve, and the second control means is a motor controlled by an electronic control unit, and the second control means is a motor controlled by an electronic control unit, A first lever that is connected and rotatably passes through the rotating shaft of the air valve and a second lever that is fixed to the rotating shaft are connected via an elastic member having a predetermined elasticity, and The fuel supply device according to claim (1), characterized in that the lever and a third lever fixed to the rotor shaft of the motor are arranged so as to be engageable. (4) The first control means is a negative pressure actuator controlled by negative pressure downstream of the air valve, and the second control means is introduced into the negative pressure actuator and the negative pressure chamber of the negative pressure actuator. The fuel supply device according to claim 1, wherein the fuel supply device is a solenoid whose air amount is controlled by an electronic control unit. (5) The fuel supply device according to claim (1), wherein the first and second control means are control means in a motor and an electronic control unit that respectively controls the drive of the motor.