JPH02277933A - Throttle valve control device of engine - Google Patents

Abstract

PURPOSE:To improve the safety by providing a limiting member limiting the rotating range of a throttle lever against a rotary plate and a means rotating the rotary plate in response to the action of a driver. CONSTITUTION:When a motor 9 or an electronic control device 26 fails or a foreign object is bitten between a reduction gear 9 and a throttle lever 4 to cause an inoperative state, this abnormal state is detected by the output signal of an opening sensor 22, the excitation of a solenoid valve 191 is cut off, and an atmospheric hole 194 is opened. An accelerator pedal 17 is freely operated, and a driver operates the pedal 17 to open or close a throttle valve 2. The rotation of the lever 4 in the direction to open the valve 2 is limited when one end of the rotation range limiting window 4a of a rotary plate 7 is brought into contact with a stopper pin 13, thus the valve 2 is not opened by a motor 6 to the opening corresponding to the depression of the pedal 17 or above. The runaway of a vehicle is prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a throttle valve control device for an engine, and more particularly to a throttle valve control device for controlling the output of an automobile engine using an electronically controlled actuator.

(Prior Art) The intake air amount of an automobile engine is generally controlled by opening and closing a throttle valve provided in an intake passage. and,
Normally, this throttle valve is mechanically controlled to open and close in conjunction with the accelerator pedal.

By the way, recently, with the aim of improving the driving feeling and running performance of a car, instead of simply mechanically connecting the throttle valve and accelerator pedal with a wire cable etc. as in the past, electronic control has been introduced between the throttle valve and the accelerator pedal. A signal obtained by converting the amount of accelerator depression into an electric quantity through a means (accelerator depression amount signal), and a signal representing the engine operating state or vehicle running state such as an engine rotation speed signal, a gear position signal, a wheel slip signal, etc. Development of a throttle valve control device that sequentially calculates the optimal throttle opening degree in response to the calculated control amount, and opens and closes the throttle valve using an electronically controlled B actuator that operates based on an electric signal corresponding to the calculated control amount. is in progress.

However, in such electric throttle valve control devices, if the electronic control actuator or electronic control device for driving the throttle valve fails while the vehicle is running, the throttle valve remains open regardless of the driver's will. This may cause a situation where the vehicle runs out of control. Therefore, it is necessary to provide a safety device that can avoid such a dangerous situation.

Conventionally, for example, as described in Japanese Patent Publication No. 61-54933, in an engine equipped with an electric throttle valve control device, a throttle valve is connected in series with a first throttle valve that is driven and controlled by an electronically controlled actuator. It has been proposed that a second throttle valve is disposed in conjunction with the accelerator pedal, and the second throttle valve functions as a safety throttle valve in case the first throttle valve remains open. . Also, JP-A No. 616033
In Publication No. 1, a first throttle valve linked to an accelerator pedal and a second throttle valve for electricity are arranged in series in the intake passage of an engine, and slip control during vehicle acceleration is performed by an electric second throttle valve. This is performed by opening and closing the throttle valve, and in the event that the second throttle valve drive control means fails, the first throttle valve is driven by accelerator operation to maintain safety. There is.

(Problem to be Solved by the Invention) As described above, two throttle valves are arranged in series in the intake passage, one throttle valve is linked to the accelerator pedal, and the other throttle valve is driven and controlled by an electronically controlled actuator. With this system, even if the throttle valve controlled by the electronically controlled actuator becomes inoperable, the throttle valve linked to the accelerator pedal can prevent the vehicle from running out of control.
Safety can be ensured. However, arranging two throttle valves in series inevitably requires a large intake system, which poses a problem in that it is difficult to arrange the intake system in a narrow engine room. Furthermore, when the above-mentioned conventional technology is applied to a control device for automatic operation of an engine that automatically makes a vehicle run at a constant speed,
The device disclosed in Publication No. 933 is also disclosed in Japanese Unexamined Patent Publication No. 61-603.
The devices disclosed in Publication No. 31 also operate the accelerator pedal when driving the electric thrower valve to open and close, so the mere application of these conventional techniques would result in no operation of the accelerator pedal. Another problem is that it is not possible to obtain a throttle valve control device that can automatically operate the engine.

The object of the present invention has been made to solve the problems of the conventional technology.It is small in size and highly safe, and moreover, when applied to an automatic constant speed traveling system, it is possible to automatically operate an engine without operating an accelerator pedal. An object of the present invention is to provide an engine throttle valve control B device that can perform the following functions.

(Means for Solving the Problems) A throttle valve control device for an engine according to the present invention includes a throttle lever disposed on a valve shaft of a throttle valve, and a prime mover disposed coaxially with the valve shaft and driven by an electric motor. a gear, a rotation plate rotatably disposed on the valve shaft, a reduction gear disposed on the rotation plate and meshed with the driving gear, and a link mechanism connecting the reduction gear and the throttle lever. and a limiting member that limits the rotation range of the throttle lever with respect to the rotating plate;
and means for rotating the rotating plate in response to an operation by a driver.

(Function) According to the engine throttle valve control device of the present invention, when the throttle valve becomes uncontrollable due to a failure of the electric motor, etc., the opening degree of the throttle valve is limited to the opening degree corresponding to the depression of the accelerator pedal or less. Ru.

(Embodiments) Hereinafter, the engine throttle valve control device of the present invention will be described in more detail with reference to embodiments shown in the accompanying drawings.

Figure 1 shows a vehicle equipped with an inter-vehicle distance sensor that detects the distance to the vehicle in front, and adjusts the opening of the throttle valve to maintain the vehicle's running speed at the set speed, thereby shortening the distance to the vehicle in front. An embodiment of the present invention is shown in which the present invention is applied to an automatic constant speed traveling system for a vehicle that controls the opening of a throttle valve so as to sometimes maintain an appropriate inter-vehicle distance.

In this embodiment, an intake passage 1 of an engine (not shown) is provided with a throttle valve 2 that opens and closes the intake passage 1 . A valve shaft 3 of the throttle valve 2 protrudes outside the intake passage 1, and a throttle lever 4 is fixed to one end of the valve shaft 3. A driving gear 5 is disposed coaxially with the valve shaft 3,
An electric motor 6 fixed on the side of the intake passage 1 is drivingly connected to the driving gear 5. Further, a rotary plate 7 is provided on the valve shaft 3 so as to be freely rotatable. A gear shaft 8 is fixed at a position away from the axis of the rotating plate 7,
A reduction gear 9 that meshes with the drive gear 5 and is driven is rotatably disposed on the gear shaft 8. Further, a connecting pin 10 is fixed to the outer edge of the reduction gear 9, and a connecting pin 11 is also fixed to the end of the throttle lever 4, so that the reduction gear 9 and the throttle lever 4 can be connected to each other. Temporary links 12 rotatably connected to respective connecting pins 10 and 11
are interconnected by. As shown in FIG. 2, the throttle lever 4 is provided with a rotation range limiting window 4a that extends a predetermined distance in the circumferential direction.
A stopper bin 13 is fixedly provided in correspondence with the rotation range limiting window 4a.

When one end of the rotation range limiting window 4a comes into contact with the stopper bin 13, the rotation range of the throttle lever 4 with respect to the rotating plate 7 is limited.

One end of a return spring 14 is held on the side surface of the rotating plate 7. The other end of the return spring 14 is held on the intake passage 1 side, so that the torque in the direction of returning the throttle valve 2 to the closed position is applied to the valve shaft 3 via the rotating plate 7, the stopper bin 13, and the throttle lever 4.
has been added to. Further, one end of a back spring 15 is held on the side surface of the rotating plate 7 opposite to the side where the return spring 14 is held. back spring 15
The other end is held by the throttle lever 4, thereby applying a torque in the direction of bringing the throttle lever 4 into contact with the stopper bin 13 (in the direction opposite to the arrow A in FIG. 2). An accelerator wire 16 is hung in the groove 7a on the outer periphery of the rotating plate 7, and the other end of the accelerator wire 16 is connected to an accelerator pedal 17. accelerator pedal 1
7, the rotating plate 7 is rotated against the spring force of the return spring 14, and the valve shaft 3 is rotated in the opening direction of the throttle valve 2 via the reduction gear 9 and the throttle lever 4.

An accelerator sensor 18 is attached to detect the amount of depression of the accelerator pedal. Further, a negative pressure responsive actuator 19 is connected to the accelerator pedal 17 . This actuator 1
9 includes an electric filtration valve 191, a diaphragm 192, and a negative pressure chamber 193 partitioned by the diaphragm 192, and the negative pressure chamber 193 is communicated with the intake passage 1 downstream of the throttle valve 2 through a vibrator 20. Furthermore, the diaphragm 192 and the accelerator pedal 17 are connected to the diaphragm wire 2
connected by 1. The solenoid valve 191 is provided in the middle of the pipe 20 that guides negative pressure, and when energized, the negative pressure chamber 1
The air hole 194 opened in the negative pressure chamber 193 is closed to apply negative intake pressure to the diaphragm 192, and when the current is cut off, the air hole 194 is opened to bring the inside of the negative pressure chamber 193 to approximately atmospheric pressure. When the electric fn valve 191 is energized and negative pressure acts on the diaphragm 192, the diaphragm wire 21
Open throttle valve 2 via (press accelerator pedal 1 in the direction
7 is driven.

An opening sensor 22 is attached to the throttle valve 2 .

This opening sensor 22 can be configured with a potentiometer, for example.

The vehicle (not shown) is provided with an inter-vehicle distance sensor 23 for detecting the inter-vehicle distance to the vehicle in front, and a vehicle speed sensor 24, and is also provided with an automatic operation switch 25 for instructing automatic operation of the engine. . The inter-vehicle distance sensor 23 can be configured with a radar device, for example. The vehicle is also equipped with an electronic control device 26 that controls the drive of the electric motor 6 and controls the solenoid valve 191 on and off. The electronic control device 26 includes an inter-vehicle distance sensor 23. Vehicle speed sensor 24
, the switch signal of the automatic driving switch 25, and the output signal of the opening sensor 22 are input.

The electronic control unit 26 performs predetermined arithmetic processing based on this input information and outputs control signals to the electric motor 6 and the solenoid valve 191.

Next, the operation of the throttle valve control device according to the above embodiment will be explained.

During normal operation when the automatic operation switch is not operated, electricity is cut off to the valve 191.At this time, the pressure inside the negative pressure chamber 193 of the actuator 19 is close to atmospheric pressure, so the diaphragm 192 does not operate. , the accelerator pedal 17 can be operated freely.Accordingly, the accelerator operation rotates the rotary plate 7 against the return spring 14, and the reduction gear 9 and the throttle lever 4 rotate integrally with the rotary plate 7. The throttle valve 2 is opened and closed by rotating the valve shaft 3 via the throttle valve 2. This adjusts the intake air amount of the engine and controls the output.

Further, when driving at a constant speed at a desired vehicle speed (for example, 100 kl/h), the accelerator pedal 17 is operated to adjust the vehicle speed to the desired vehicle speed, and the automatic operation switch 25 is operated to the automatic operation side. As a result, the electromagnetic valve 191 is energized, the air hole 194 is closed, and intake negative pressure is introduced from the intake passage l via the vibrator 20 into the negative pressure chamber 193 of the actuator 19 and acts on the diaphragm 192. As a result, the diaphragm 192 drives the accelerator pedal 17 against the spring force of the return spring 14, and rotates the rotating plate 7 to the fully open position of the throttle valve 2 regardless of the operation of the accelerator pedal 17 by the driver.

Further, at this time, the electronic control device 26 inputs the vehicle speed signal from the vehicle speed sensor 24 and controls the rotation of the electric motor 6 so that the vehicle speed reaches a desired vehicle speed. This electric 4! ! 6 is transmitted to the throttle lever 4 via the driving gear 5 and the reduction gear 9, and rotates the valve shaft 3 of the throttle valve 2. When the reduction gear 9 rotates in the direction of arrow B in FIG. 2, the throttle lever 4 connected by the link plate 12 rotates in the direction of arrow A against the back spring 15, and the
is driven to the closing side. Further, when the reduction gear 9 rotates in the direction opposite to the arrow B, the throttle lever 4 rotates to the side opposite to the arrow A, that is, to the side that opens the throttle valve 2. In this way, the opening degree of the throttle valve 2 is controlled so that the desired vehicle speed is achieved. Also, during this automatic driving, when the inter-vehicle distance sensor 23 detects that the inter-vehicle distance to the preceding vehicle has become short, the electronic control unit 26 controls the desired vehicle speed (driving the throttle valve 2 to the closing side). Then, when the distance between the vehicle and the preceding vehicle becomes sufficiently long, the vehicle resumes constant-speed driving at the desired vehicle speed.

In such a constant speed traveling device, if the electric motor 6 or the electronic control device 26 breaks down, or if a foreign object gets caught between the reduction gear 9 and the throttle lever 4 and the device becomes inoperable, such an abnormal state may occur. opening sensor 22
The electromagnetic valve 191 is immediately de-energized and the air hole 194 is opened. This allows the accelerator pedal 17 to be operated freely, so that the driver can control the opening and closing of the throttle valve 2 by operating the accelerator pedal 17. At this time, the rotation of the throttle lever 4 in the opening direction of the throttle valve 2 is restricted by one end of the rotation range limiting window 4a coming into contact with the stopper pin 13. It will not open beyond the opening degree corresponding to the depression.

Therefore, it is possible to prevent the vehicle from running out of control.

FIG. 3 shows another embodiment of the engine throttle valve control device according to the present invention. In the throttle valve control device in this embodiment, the reduction gear 9 includes an internal gear 9a, and the internal gear 9a meshes with the driving gear 5. Since the rest is the same as the embodiment shown in the first part and FIG. 2, further explanation will be omitted.

According to this embodiment, since the reduction gear 9 that meshes with the drive gear 5 is configured with an internal gear 9a, the distance between the rotation centers of the drive gear 5 and the reduction gear 9 can be shortened, and the overall can be configured to be compact.

Furthermore, although the throttle valve control device of each of the above-mentioned embodiments is applicable to an automatic constant speed traveling system equipped with an inter-vehicle distance sensor, the throttle valve control device according to the present invention is disclosed in Japanese Patent Laid-Open No. 61-60331. The present invention can also be applied to devices for controlling the slip rate of wheels disclosed in publications and the like. The configuration in this case is shown in FIG. As is clear from FIG. 4, when the throttle valve control device of the present invention is applied to a wheel slip rate control device, the actuator 19 provided in the embodiment of FIG. 1 becomes unnecessary.

That is, during normal driving when the accelerator pedal 17 is depressed by the driver, the slip control section 29 detects slippage of the driving wheels based on the output signals of the driving wheel speed sensor 27 and the driven wheel speed sensor 28, and drives the electric motor 6 to control the throttle valve. 2
Close. As a result, the engine output decreases, the drive torque of the drive wheels decreases, and the occurrence of slip is suppressed.

Even in this configuration, since the opening control range of the throttle valve 2 by the electric motor 6 is limited to the range below the opening of the throttle valve 2 by the accelerator pedal 17, the throttle valve 2 may open due to a failure of the electric motor 896 or the like and run out of control. This means that the device can be highly safe.

In each of the above-mentioned embodiments, the reduction gear 9 and the throttle lever 4 are connected by a link plate 12, but a link plate or wire may also be used, and the same effect as in each of the above-mentioned embodiments can be achieved.

(Effects of the Invention) As explained above, according to the engine throttle valve control device of the present invention, the throttle valve opening control range by the electric motor is limited to the opening amount by pressing the accelerator pedal or less. , highly safe vehicle that will not run out of control even if the electric motor etc. becomes inoperable.
Furthermore, a throttle valve control device capable of automatic operation can be obtained.

[Brief explanation of drawings]

Fig. 1 is a configuration explanatory diagram showing a throttle valve control device for an engine according to an embodiment of the present invention, and Fig. 2 is a sectional view of the throttle valve control device taken along the line ■-■ in Fig. 1. , FIG. 3 is a sectional view similar to FIG. 2 showing a throttle valve control device for an engine according to another embodiment of the present invention, and FIG. FIG. 2 is a configuration explanatory diagram when applied to a device. DESCRIPTION OF SYMBOLS 1... Intake passage, 2... Throttle valve, 3... Valve stem, 4... Throttle lever 4a... Rotation range limitation window, 5... Drive gear, 6... Electric motor, 7 ...Rotating plate, 9...Reduction gear, 13...Stomper bin. Agent Masuo Oiwa N~If')? osu diagram diagram

Claims (1)

[Claims] a valve shaft for opening and closing a throttle valve that controls the output of the engine; a throttle lever disposed on the valve shaft; a driving gear disposed coaxially with the valve shaft and driven by an electric motor; a rotating plate rotatably disposed on a valve shaft; a reduction gear disposed on the rotating plate and meshed with the drive gear; a link mechanism connecting the reduction gear and the throttle lever; A throttle valve control device for an engine, comprising: a limiting member that limits a rotation range of the throttle lever with respect to a moving plate; and means for rotating the rotating plate in response to an operation by a driver.