JPH01182532A - Engine output reducing device for vehicle - Google Patents

Abstract

PURPOSE:To facilitate deceleration and start of a vehicle by providing a fluid pressure type driving mechanism which operates a throttle valve to close according to the stepping of a break pedal, and arranging a means for inhibiting the closing operation in a fluid supply system to a driving mechanism during stopping period. CONSTITUTION:Main and sub-throttle valves 2, 4 are arranged in an intake pipe of an engine. The main throttle valve 2 is adjusted in its opening according to a stepping amount of an accelerator pedal, or by means of a cruise control motor 3, at the time of setting an automatic cruise mode. The sub-throttle valve 4 is linked to a brake pedal 5 through a lever 11, a cylinder 10 as a fluid pressure type driving mechanism, an oil passage 9 and a cylinder 8, and driven to close according to the stepping amount of the brake pedal 5. A reservoir tank 12 as a fluid supply system is connected to the oil passage 9 through an oil passage 9a on which is provided a solenoid valve 15 as an inhibiting means close-controlled when a stoppage is detected at a control part 15 through an output from a speed sensor 14.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automobile engine output reduction device suitable for use in automobiles employing a drive-by-wire system, an auto-cruise mechanism, or the like.

[Prior Art] Generally, when an automobile engine is in operation, its output is largely influenced by the amount of intake air. This amount of intake air is controlled by the opening degree of a throttle valve connected to the accelerator pedal via a cable.

Therefore, when decelerating or stopping a car running at a predetermined speed, first, by taking your foot off the accelerator pedal, the throttle valve is closed, reducing the amount of intake air and reducing the engine output. Depress the brake pedal to apply braking force.

Further, a booster called a master back that utilizes the intake pressure of the engine is usually connected to the brake pedal. Basically, when you step on the brake pedal, the pedal force is transmitted to the wheel cylinder by hydraulic pressure, which applies braking force to the wheel. However, this method alone relies only on the power of the human foot and cannot obtain a large braking force, so the master pack described above is used to increase the force applied from the brake pedal by the engine's intake pressure. It's starting to take effect. Generally, the magnitude of the braking force is controlled by the mask-back assisting force.

[Problems to be Solved by the Invention] In recent years, drive-by-wire systems, auto-cruise mechanisms, and the like have been adopted in automobiles as mechanisms for opening and closing throttle valves.

In drive-by-wire, the throttle valve is mechanically not directly connected to the accelerator pedal and is driven to open and close by a motor using electrical signals. Furthermore, in the auto cruise mechanism, the throttle valve opening degree is adjusted by the cruise control motor so that the vehicle runs at a set vehicle speed, regardless of the driver's intention.

However, since valve opening/closing mechanisms such as drive-by-wire systems and auto-cruise mechanisms operate based on electrical signals, they may malfunction or close when the throttle valve should be closed.
In the event of malfunction, the engine output may increase unnecessarily.

Further, in such a state, the internal pressure of the intake pipe does not become sufficiently negative, and there is a possibility that the assisting force of the master back described above may not be obtained sufficiently.

The present invention aims to solve the above-mentioned problems, and provides an automobile in which the throttle valve can be forcibly closed to reduce the amount of intake air and reliably reduce the engine output. The purpose of the present invention is to provide an engine output reduction device for use in the present invention.

[Means for Solving the Problems] Therefore, the automobile engine output reduction device of the present invention has the following features:
The vehicle is equipped with a throttle valve that controls the output of the automobile engine, and is equipped with a fluid pressure drive mechanism that drives the throttle valve in the closing direction in response to depression of the brake pedal, and prohibits the closing of the throttle valve when the vehicle is stopped. The present invention is characterized in that a fluid supply system to the fluid pressure type drive mechanism is provided with a means for inhibiting water leakage.

[Function] In the above-described automobile engine output reduction device of the present invention, when the brake pedal is depressed, the throttle valve is driven in the closing direction by the fluid pressure drive mechanism in response to the depression of the brake pedal. Therefore, even if the throttle valve opening is against the driver's will due to failure or malfunction, the throttle valve can be forcibly closed to reduce engine output.

Furthermore, while the vehicle is stopped, the inhibiting means prohibits the fluid pressure drive mechanism from closing the throttle valve, so if it is necessary to depress the accelerator pedal while depressing the brake pedal, such as when starting on a slope, , the throttle valve does not close even if the brake pedal is pressed. This does not prevent the engine output from increasing smoothly, and as a result, it is possible to prevent the inconvenience of not being able to start the vehicle with the throttle valve remaining closed.

[Example] Hereinafter, an example in which the present invention is applied to an engine of an automobile having an auto-cruise mechanism will be described with reference to the drawings.

1 and 2 show an automobile engine output reduction device as a first embodiment of the present invention, FIG. 1 is an overall configuration diagram thereof, and FIG. 2 is a flowchart for explaining the operation of its control section. It is.

As shown in FIG. 1, a main throttle valve 2 and a sub-throttle valve 4 are provided in an intake pipe 1 of an engine mounted on an automobile. The opening of the main throttle valve 1 is adjusted according to the amount of depression of an accelerator pedal (not shown), and when the auto cruise state is set, the main throttle valve 1 is adjusted according to the driver's will so that the vehicle runs at the set speed. Regardless, the opening is adjusted by being driven around the rotating shaft 2a by the cruise control motor 3.

The sub-throttle valve 4 also includes a lever 11.degree. and a cylinder 10.degree. as a hydraulic drive mechanism. It is connected to the brake pedal 5 via an oil passage 9 and a cylinder 8 as a fluid supply system, and is driven in the closing direction in response to depression of the brake pedal 5.

That is, a rod 10c is connected to a piston 10a that slides within the cylinder 10, and a pin 10d is attached to the tip of the rod 10C.

On the other hand, the shaft end of the rotating shaft 4a of the sub-throttle valve 4 protrudes outside the intake pipe while maintaining airtightness, and a lever 11 is attached to this protruding shaft end. A pin 10d is fitted into the elongated hole 11a so as to be slidable along the elongated hole 11a.

Further, a spring 1 is provided in the cylinder 10 to press the piston 10a downward and bias the sub-throttle valve 4 in the opening direction.
0b is provided.

The cylinder 10 and the cylinder 8 are connected to each other by an oil passage 9, and the piston 8a in the cylinder 8 is connected to the rod 8b.
The brake pedal 5 is in contact with the brake pedal 5 through the brake pedal 5.

Therefore, when the electromagnetic valve 13 (described later) is in the closed state, the piston 8a of the cylinder 8 moves in response to the depression of the brake pedal 5, so that hydraulic pressure (fluid pressure) is transmitted from the piston 8 through the oil path 9. ) is transmitted to the piston 10a in the cylinder 10, and as this piston 10a is driven up and down, the sub-throttle valve 4 is rotated around the rotating shaft 4a via the rod 10c, pin 10d and lever 11, and opened. The temperature can be adjusted.

Incidentally, a reservoir tank 12 is connected to the oil passage 9 via an oil passage 9a as a fluid supply system, and the oil in the reservoir tank 12 is used as a fluid in the oil passage 9. cylinder 8
and 1o.

A solenoid valve 13 as a prohibiting means, which is controlled to open and close by a control section 15, is interposed in the oil passage 9a. The control unit 15 operates according to the inspection result from the vehicle speed sensor 14 that detects the vehicle speed, and when the vehicle is stopped (vehicle speed is zero), it opens the solenoid valve 13 and closes the sub-throttle valve 4. It is prohibited. Note that the operation of the control section 15 will be explained in detail with reference to FIG.

The brake pedal 5 includes a cylinder 8. which communicates with the cylinder 1o. In addition to the fluid supply system consisting of oil passages 9, etc.
A wheel cylinder 7 is connected via a separate oil passage 6 (normal brake system). This wheel cylinder 7 is one that has been commonly used in the past, and when the brake pedal 5 is depressed, the pedal force is transmitted to the wheel cylinder 7 by hydraulic pressure and directly applies braking force to a wheel (not shown). be.

Further, in FIG. 1, symbol A is an arrow indicating the flow direction of air flowing inside the intake pipe 1. As shown in FIG.

Since the automobile engine output reduction device according to the first embodiment of the present invention is constructed as described above, first, the solenoid valve 13 is controlled to open and close by the control section 15 as shown in FIG. That is, it is constantly determined whether the vehicle speed detected by the vehicle speed sensor 14 is zero (that is, whether the vehicle is stopped or not) (step S1), and if the vehicle is traveling (vehicle speed≠0), the solenoid valve 13 is On the other hand, if the vehicle is stopped (vehicle speed=0), the solenoid valve 13 is opened (step 82).

Therefore, during normal driving of the automobile, the solenoid valve 13 is in a closed state, and when the driver depresses the brake pedal 5, hydraulic pressure is applied to the reservoir tank 12.
It is transmitted into the cylinder 10 via the cylinder 8 and the oil passage 9 without escaping. As a result, piston 1
0a and the piston rod 10c are driven upward against the urging force of the spring 10b, and the sub-throttle valve 4 is
It will be driven in the closing direction as shown by the chain line in FIG. Also, when the driver takes his foot off the brake pedal 5,
Due to the biasing force of the spring 10b, the piston 10a and the piston rod 10c are lowered to the position shown by the solid line in FIG. 1, and the sub-throttle valve 4 is placed in an open state.

In this way, when the driver steps on the brake pedal 5,
Since the sub-throttle valve 4 in the intake pipe 1 is forcibly closed, in the unlikely event of a failure or malfunction, the main throttle valve 2 driven by the cruise control motor 3
Even if the vehicle goes against the driver's will,
By simply stepping on the brake pedal 5, the amount of intake air is reduced and the engine output is reduced, thereby allowing the vehicle to decelerate quickly and reliably. Also, at this time, since the sub-throttle valve 4 is closed, the internal pressure of the intake pipe 1 becomes sufficiently negative pressure, sufficient assisting force from the master back (not shown) of the booster is obtained, and the brake pedal By depressing the brake pedal 5, a high braking ability can be obtained as a normal brake system (a hydraulic system composed of an oil passage 6 and a wheel cylinder 7).

However, while the vehicle is stopped, the solenoid valve 13 is opened by the control unit 15 as described above. Therefore, in this state, even if the brake pedal 5 is depressed, the hydraulic pressure from the cylinder 8 flows into the reservoir tank 12 through the oil passages 9 and 9a, and the closing drive of the auxiliary throttle valve 4 is prohibited. As a result, when it is necessary to depress the accelerator pedal while depressing the brake pedal 5, such as when starting on a slope, the auxiliary throttle valve 4 remains open, and therefore, even if the brake pedal 5 is depressed, the engine output This makes it possible to prevent the inconvenience of not being able to start the vehicle with the auxiliary throttle valve 4 remaining closed.

Next, a description will be given of an automobile engine output reduction device as a second embodiment of the present invention. FIG. The parts having the same structure and the same structure are omitted from illustration in FIG.

In the first embodiment, a sub-throttle valve 4 is provided separately from the main throttle valve 2 driven by the accelerator pedal or cruise control motor 3, and this is connected to the cylinder 1.
However, in this second embodiment, the main throttle valve 2 is driven by the cylinder 10 without providing the sub-throttle valve 4. For this reason,
In the second embodiment, a lever 16 is arranged so as to come into contact with the shaft end of the rotating shaft 2a of the main throttle valve 2 located outside the intake pipe, and this lever 16 is connected to the piston 10a of the cylinder 10. By pushing up the main throttle valve 2 with the rod 10c, the main throttle valve 2 is driven to rotate around the rotating shaft 2a and can assume a closed position, as shown by the chain line in FIG.

Note that when the brake pedal 5 is not depressed, in order to ensure that the main throttle valve 2 opens and closes in response to the depression of the accelerator pedal, in this embodiment, the tip of the rod 1c is connected to the end of the rotation shaft of the main throttle valve 2. 3rd away from
It is designed to be pulled in to the position shown by the solid line in the figure.

With the above-described configuration, the automobile engine output reduction device as the second embodiment of the present invention can obtain the same effects as the first embodiment of the present invention, and also eliminates the need for the sub-throttle valve 4. This makes the structure simpler.

In each of the above embodiments, the present invention is applied to an engine of an automobile having an auto-cruise mechanism, but the present invention can be similarly applied to an engine of an automobile with a drive-by-wire system. It can be similarly applied to ordinary automobiles that do not have mechanisms or drive-by-wire systems.

Furthermore, in each of the above embodiments, the normal brake system and the fluid supply system (oil line 9, etc.), which is a feature of the present invention, are separate and independent, but these systems can be connected by providing a solenoid valve. It is also possible to configure this as an integrated unit by driving it to open and close.

[Effects of the Invention] As described in detail above, the automobile engine output reduction device of the present invention includes a throttle valve that controls the output of the automobile engine, and operates the throttle valve in response to depression of the brake pedal. With an extremely simple configuration, a fluid pressure drive mechanism that drives in the closing direction is provided, and a prohibition means capable of prohibiting immediate closing of the throttle valve while the vehicle is stopped is provided in the fluid supply system to the fluid pressure drive mechanism. When the driver depresses the brake pedal while the vehicle is not stopped, the throttle valve in the intake pipe is forcibly closed, so even if the throttle valve becomes active against the driver's will, simply depressing the brake pedal will close the throttle valve. The amount of intake air is reduced, the engine output is reduced, and the vehicle can be reliably decelerated. Additionally, when the vehicle is stopped, the prohibition means prevents the throttle valve from closing even if the brake pedal is depressed, so when starting on a slope, etc., there is an inconvenience that the throttle valve remains closed and the vehicle cannot start. It also has the effect of preventing the occurrence.

[Brief explanation of the drawing]

1 and 2 show an automobile engine output reduction device as a first embodiment of the present invention, FIG. 1 is an overall configuration diagram thereof, and FIG. 2 is a flowchart for explaining the operation of its control section. FIG. 3 is a configuration diagram showing the main parts of an automobile engine output reduction device as a second embodiment of the present invention. 1-Intake pipe, 2-Main throttle valve, 2a-Rotary shaft, 3-Cruise control motor, 4-Sub-throttle valve, 4a-One rotation shaft, 5-Brake pedal, 6-
Oil passage, 7-wheel cylinder, 8-cylinder, 8a-piston, 8b--rod, 9゜9a-oil passage as fluid supply system, 10-cylinder as fluid pressure drive mechanism,
10a-piston, 10b-spring, 10cm rod, 1
0 d...-pin, 11-lever, 1la-long hole, 1
2--Reservoir tank, 13-Solenoid valve as inhibiting means, 14-Vehicle speed sensor, 15-# cylinder portion, 16-Lever.

Claims (1)

[Claims] The vehicle is equipped with a throttle valve that controls the output of the automobile engine, and is provided with a fluid pressure drive mechanism that drives the throttle valve in the closing direction in response to depression of the brake pedal, and also closes the throttle valve when the vehicle is stopped. An engine output reduction device for an automobile, characterized in that a prohibition means capable of prohibiting the inhibition is provided in a fluid supply system to the fluid pressure drive mechanism.