JPH02286838A - Throttle valve control device - Google Patents

Abstract

PURPOSE:To prevent a car wheel from generation of slippage even while the driver is operating, by furnishing a triangular intermediate adjusting member with possibility of opening and closing a throttle valve by either an accel. pedal or a drive motor independently. CONSTITUTION:Through a cable 6 a throttle cam 4 of a throttle valve 3 is coupled to a coupling point 8a on a triangular intermediate adjusting plate 8, which is arranged in a casing 7 slidably. Another coupling point 8b on the same adjusting plate 8 is coupled with an accel. pedal 11 through a cable 9 and link 10, while a third coupling point 8c with a pulley 14 on a drive motor 13 through a cable 12, and the throttle valve 3 is operable thereby independently. The operating amount of each of them is entered into a control device 17 from sensors 15, 16, and when a running condition sensing means 18 senses slip of a car wheel while the throttle valve 3 is being operated by the accel. pedal 11, the drive motor 13 is controlled to operate the throttle valve 3 in the direc tion of closing, and thereby the engine output is sunk. This should prevent slippage.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a throttle valve control device that detects the running state of a vehicle and electronically controls the throttle opening to prevent slips and the like.

[Problems to be solved by the prior art and the invention 1 Conventionally, when the driver's accelerator operation generates engine torque that exceeds the driving force that can be transmitted to the road surface, especially on a road surface with a low coefficient of friction, the tie A7 There is a risk that the vehicle will slip and become difficult to maneuver.

For this reason, technology has recently been developed to open and open the throttle valve using electronic control.In such electronic control of the throttle valve, when the running condition of the vehicle, for example slippage, is detected, the throttle valve is immediately opened and opened. is closed to weaken the engine's driving force and prevent slippage.

However, controlling the throttle valve using only electronic control does not reflect the driver's intentions, and if an abnormality occurs in the electronic control system, control becomes uncontrollable.

To deal with this, Japanese Patent Application Laid-Open No. 59-153945 proposes an electromagnetic clutch interposed between a rotating shaft that is mechanically connected to the accelerator pedal and rotates when the accelerator is depressed, and a throttle shaft, and which is electronically controlled by a drive motor. When an abnormality in the control operation of the actuator is detected, the power supply to the electromagnetic clutch is stopped and both wheels are turned off.
1t1 technology is disclosed.

Further, in Japanese Patent Application Laid-Open No. 61-215436, a differential gear is provided on the valve shaft, a first driving gear of the differential gear is rotationally driven in response to depression of an accelerator pedal, and further, the differential gear is A technique is disclosed in which a second driving gear of a second drive gear is rotationally driven by an electronically controlled actuator including a drive motor.

In these previous examples, a separate system of safety equipment was installed for safety, or the configuration was complicated and the number of parts increased, resulting in increased costs, restrictions on installation location, or an increase in the number of parts. There are problems with this, such as an increase in weight, and the challenge has been to achieve both throttle operation by the driver and throttle control by the actuator with a simple configuration.

[Object of the Invention] The present invention has been made in view of the above-mentioned circumstances, and it is possible to prevent wheel slippage by balancing the driver's throttle operation and the throttle valve control 21I by the Aczico J-taper in accordance with the running condition of the vehicle. It is an object of the present invention to provide a throttle valve control device that can prevent such problems and can be constructed at low cost.

[Means and operations for solving and overcoming the problems] A throttle valve control device according to the present invention connects a thrower, a throttle valve, a drive valve, and an accelerator pedal to respective triangular connection points, and an intermediate adjustment member that can open and close the throttle valve independently of the drive motor; and an intermediate adjustment member that outputs a control signal to the drive motor according to the amount of operation of the accelerator pedal and the running state of the vehicle; The intermediate adjustment member is provided with a steering control section that rotatably moves the intermediate adjustment member.

Furthermore, the operation amount of the accelerator pedal and the running state of the vehicle are detected by the arithmetic control unit, and the drive motor is controlled so that the movement of the intermediate adjustment member matches the operation of the accelerator pedal during normal driving. .

On the other hand, when the arithmetic control section detects, for example, a slip while the accelerator pedal is depressed, it outputs a control signal to the drive motor to close the throttle valve.

Then, the intermediate adjustment member rotates around the connection point with the accelerator pedal and moves in a direction to close the throttle valve, thereby closing the throttle valve and weakening the driving force to prevent slippage. be done.

Examples of the invention] Hereinafter, the present invention will be described in detail with reference to the drawings.

1 to 6 show a first embodiment of the present invention, FIG. 1 is a functional block diagram of the throttle control system, FIG. 2 is a configuration diagram of the throttle control system, and FIGS. 3 to 5 are intermediate diagrams. FIG. 6 is an explanatory diagram showing the operation of the adjustment plate, and is a flowchart showing the control procedure of the throttle valve.

(Structure) In Fig. 2, numeral 1 is a throttle body, 2 is a throttle shaft, 3 is a throttle valve, 4 is a throttle cam pivotally attached to the throttle shaft 2,
The throttle valve 3 is connected to the throttle shaft 2.
Was it installed? A 1'-wound return spring 5 urges the engine intake passage 1a to open.

The throttle cam 4 is connected via a throttle cable 6 to one end of an intermediate adjustment plate 8 that is slidably housed in a casing 7. For example, 2
Connecting points 8b and 8c forming a Kasabe triangle are provided at the other end, and connecting point 8b is connected to the accelerator pedal 11 via the accelerator cable 9 with the fixed fulcrum 10a as the rotation center.
7 is connected to one end of the link 10, and the connection point 8C is attached to the output shaft of the drive motor 13 via the motor cable 12. It is connected.

In addition, the above accelerator cable 9 and the above motor cable 1
2, an accelerator cable movement vJ amount detection sensor 15 and a motor cable movement amount detection sensor 16, which are made of, for example, a differential transformer, are interposed.

On the other hand, reference numeral 17 denotes a control device, and this control device 17 includes the accelerator cable movement amount detection sensor 15, the motor cable movement amount detection sensor 16, and front wheel rotation speed sensors 18a provided on the left and right front wheels, respectively. A running state detection means 18 consisting of rear wheel rotation speed sensors 18b provided on the left and right rear wheels is connected, and the drive motor 13 is further connected.

The throttle valve 3 is normally operated via the intermediate adjusting plate 8 connected by the accelerator cable 9, motor cable 12, and throttle cable 6 when the accelerator pedal 11 is depressed or the drive motor 13 rotates forward. The intake passage 1a is rotated in a direction to open the intake passage 1a, and when the accelerator pedal 11 is released or the drive motor 13 is reversed, the intake passage 1a
It can be rotated in the direction of the leap.

At this time, the accelerator cable mobile group detection sensor 15
The movement @f-t of the accelerator cable 9 is detected and input to the control device 17, and the control device 17 calculates the amount of movement of the motor cable 12 detected by the seven-point cable movement 1IIFa detection sensor 16. The drive motor 13 is controlled to rotate forward or reverse so that the intermediate adjustment plate 8 moves in parallel so that the deviation from the movement amount detected by the accelerator cable movement amount detection sensor 15 becomes zero, and the accelerator pedal The throttle valve 3 is rotated in response to the depression of the throttle valve 11.

On the other hand, when the control device 17'C'' detects a slip of a wheel (not shown) in response to a signal from the running state detection means 18, the drive motor 13 is reversed so that the throttle valve 3 is closed.

In this case, for example, when the position of the accelerator pedal 11 does not change, as shown in FIG. The throttle valve 3 rotates clockwise in the figure with the point 8b as a fulcrum, and the throttle valve 3 is closed by the amount of reverse rotation of the drive motor 13.

Further, when the accelerator pedal 11 is returned to its original position, the intermediate adjustment plate 8 moves the accelerator pedal 1 as shown in FIG.
1 and the amount of reversal of the drive motor 13, it moves in parallel toward the throttle valve 3, or moves toward the throttle valve 3 with rotation about the connecting point 8b of the accelerator cable 9 as a fulcrum. , the throttle valve 3 is closed.

Further, when a slip is detected and the Acvil pedal 11 is depressed, the intermediate adjustment plate 8 rotates further around the connecting point 8b as a fulcrum, as shown in FIG. The point 8a moves to the throttle valve 3 side, and the throttle valve 3 is opened.

Therefore, if a slip is detected, the driver controls the drive motor 13 to close the throttle valve 3 regardless of whether the driver operates the accelerator pedal 11, thereby weakening the engine's repelling force and preventing the slip. In addition, the intermediate adjustment plate 8 can be connected to each connection point 8a, 8b, 8.
Since c mutually form a triangle, -[signed connection points 8a, 8b.

The stroke required to rotate the throttle valve 3 is smaller than when the valves 8C are arranged in a straight line.

Further, even if the driver operates the accelerator pedal 11 in a direction that promotes slipping, the slipping can be prevented without applying any impact from the accelerator pedal 11 to the driver.

Further, even if the drive motor 13 or the control device 17 breaks down, the driver can release the accelerator pedal 11 and move the intermediate adjustment plate 8 in the direction in which the throttle valve 3 closes. Safety can be ensured.

Further, the throttle valve 3 and the accelerator pedal 11. Since the drive motor 13 is connected to the drive motor 13 via the intermediate adjustment plate 8, there is no restriction on the installation position, and for example, the drive motor 13 can be installed in an environment that is not easily affected by heat.

(Functional configuration) For example, in the case of a two-wheel drive vehicle, the arithmetic control section 17a of the control device 17 includes a driving state calculation means 19, a cable movement amount comparison means 20, a slip detection means 21, and a motor drive means 22.
It detects the running state of the vehicle, such as wheel slip, based on signals from the accelerator cable movement amount detection sensor 15, the motor cable movement detection sensor 16, the front wheel rotation speed sensor 18a, and the rear wheel rotation speed sensor 18b. Then, the control W level of the drive motor 13 is calculated.

The driving state calculation means 19 includes a front wheel rotational speed calculation means 19a.
and rear wheel rotational speed calculation means 19b, and the front wheel rotational speed calculation means 19a includes left and right front wheel rotational speed sensors 18.
Determine the average rotational speed of the front wheels based on the signal from a,
Further, the rear wheel rotational speed calculation means 19b calculates the average rotational speed of the rear wheels based on the signals from the left and right rear wheel rotational speed sensors 18b, and outputs them to the slip detection means 21, respectively.

The cable movement comparison means 20 compares the signal from the accelerator cable movement claw detection sensor 15 and the signal from the motor cable movement ω detection sensor 16, calculates the deviation, and outputs a deviation signal to the motor drive means 22. Ru. Then,
When a slip detection signal is input from the slip detection means 21, the output of the deviation signal is stopped.

The slip detection means 21 collects the difference between the average rotational speed of the front wheels and the average rotational speed of the rear wheels from the driving state calculation means 19, and if the difference is greater than a predetermined set rotational speed difference, it is determined to be a slip, and the above-mentioned cable movement is performed. A slip detection signal is output to the amount comparison means 20 and also to the motor drive means 22 to close the throttle valve 3 to a predetermined minute opening to prevent slip.

The motor drive means 22 is connected to the cable movement amount comparison means 2.
The drive motor 13 is rotated forward or reverse depending on the deviation output from 0, and the movement of the motor cable 12 is made to match the movement amount of the accelerator cable 9. On the other hand, when a signal is input from the slip detection means 21, The drive motor 13
is reversed, the motor cable 12 is moved a predetermined distance, and the throttle valve 3 is closed to a predetermined minute opening.

(Operation) Next, the control procedure for the throttle valve 3 with the above configuration will be explained according to the flowchart of FIG. 6.

In step 5101, the left and right front wheel rotation speed sensors 18a
From left front wheel rotation speed N FL, right rear wheel rotation speed NF respectively.
Read the R signal and calculate the rotation speeds NFL and N of these left and right front wheels.
The front wheel rotational speed NFfi is calculated from the average value of FR (= (NFL+NFR)/2) and the process proceeds to step 5102.

Next, in step 5102, the signals of the left rear wheel rotation speed NRL and the right rear wheel rotation speed NRR are read from the left and right rear wheel rotation speed sensors 18b, respectively, and these left and right rear wheel rotation speeds NI are read.
Average value of tL, NRR (-(N ftL+ N RR)
/2) to calculate the rear wheel rotation speed NR.

Next, when proceeding to step 3103, the above step 3101
Then, it is determined whether the difference between the front wheel rotational speed NF and the rear wheel rotational speed NR (-INF-NRl: absolute value) calculated in step 5102 is larger than the set rotational speed difference NSET, and INF-NRI≦ In the case of N SET, it is determined that there is no slippage and the process proceeds to step 5104, where the accelerator cable movement JILA and motor cable movement 611 are performed.
H is read and the process advances to step 5105.

In step 5105, the accelerator cable movement ff1L8 read in step 5104 and the motor cable movement fiLH are compared, and if LH>LA, step 8
Proceeding to step 106, the drive motor 13 is reversed by a predetermined amount to reduce the pulling allowance of the motor cable 12, and the routine is exited. If LH≦LA, the process proceeds to step 5107, where a predetermined value is determined from the accelerator cable movement amount LA. The value LA-LS obtained by subtracting 13 is compared with the motor cable movement amount LH.

In step 5107, if LH≧L^-1s, the routine ends; if LH<LA-LS, proceed to step 3108, where the drive motor 13 is rotated forward by a predetermined amount, and the motor cable 12 is rotated forward by a predetermined amount. Increase the delivery fee and get out of the routine.

That is, if it is determined in step 5103 that there is no slippage, steps 5104 to 5105 to 510 are performed.
G or steps 5104-5105-5107
~5108, accelerator pedal movement 1i1A and motor cable movement amount 1 due to operation of accelerator pedal 11
- While controlling the drive motor 13 so that Hunting due to forward and reverse rotation of the drive motor 13 is prevented by using LS as a dead band width.

On the other hand, in step 5103 above, INF-NRI≦N
5If IET determines that the slip condition is present, proceed to step 5.
109, the drive motor 13 is reversed until the motor cable movement ff1LH reaches the set value LSET, and the throttle valve 3 is rotated by the biasing force of the return spring 5.
is closed to the set opening, the engine output is reduced, the driving force is weakened, and the ground contact force of the wheels is restored.

Next, proceed to step 5IIO, read accelerator cable movement flL and motor cable movement ffiLM, proceed to step 5111, and move the accelerator cable f with lν.
Compare f1L8 and motor cable movement amount LH.

In the above step 5111, if LH≧LA, the routine ends; if LH<LA, the routine proceeds to step 5112, where the drive motor 13 is reversed until the motor cable movement (ILH becomes equal to the accelerator cable movement ff1LA). Ru.

However, if the accelerator pedal 11 is returned immediately after the slip, and the return ff1LA is greater than the return fiLH by the drive motor 13, the drive motor 13 is controlled to match the return amount LA of the accelerator pedal 11. Ru.

(Second Embodiment) Next, a second embodiment of the present invention will be described using a four-wheel drive vehicle as an example.

7 to 9 show a second embodiment of the present invention, FIG. 7 is a functional block diagram, FIG. 8 is a flowchart showing the throttle valve control procedure, and FIG. 9 shows the relationship between slip and speed. FIG. 3 is an explanatory diagram showing the same members as in the first embodiment, and the same reference numerals are given to the same members, and the explanation thereof will be omitted.

(If function configuration) In the second embodiment, as shown in the functional block diagram of FIG. The state calculation means 19 includes front and rear wheel rotation speed calculation means 19.
Front and rear wheel rotational speeds NF and N at a and 19b
Wheel speed calculation means 19C that calculates wheel speed V=d/dt・(NF+NR)/2 from R, and acceleration sensor 18
The vehicle body speed VG is obtained by integrating the vehicle body acceleration G detected at G.
A vehicle speed calculation means 19d is added to calculate the vehicle speed VG, and a slip is determined by the slip detection means 21 based on the vehicle speed VG and the wheel speed ■.

(Operation) Next, the control procedure for the throttle valve 3 will be explained according to the flowchart shown in FIG.

In the flowchart of FIG. 8, step 82
From 06 onwards, the process proceeds to step 5104 or step 5109 of the first embodiment described above, and the explanation thereof will be omitted.

In step 5201, left and right front wheel rotation speed sensor 1
From 8a, left front wheel rotation speed NFL, right front wheel rotation speed N
Read the FH signal and calculate the rotation speed of these left and right front wheels.
1. , NFR car'3 average front wheel rotation speed NF (=(NFL
+NrR) /2) Proceed to calculation site step 5202.

Next, in step 5202, the signals of the left rear wheel rotation speed NRL and the right rear wheel rotation speed NRR are read from the left and right rear wheel rotation speed sensors 18b, respectively, and these left and right rear wheel rotation speeds NR are read.
L, NRR to average rear wheel rotation speed NR (=(NRL+NR
R)/2) and proceeds to step 5203.

In step 5203, the average value of the average front wheel rotation speed NF and the average rear wheel rotation speed NR is differentiated by unit time, and the average wheel speed of the four wheels V (-d ((NF +NR')/2)/d
t) and proceeds to step 5204.

In step 5204, the vehicle body acceleration G is read from the acceleration sensor 18c, and this vehicle body acceleration G is integrated to calculate the vehicle body speed VG (=fGdt) corresponding to the vehicle speed.

Next, proceed to step 5205, and proceed to step 5203 described above.
The speed difference ΔV (=V-VG) between the wheel speed V calculated in step 5204 and the vehicle body speed VG calculated in step 5204 is calculated, and then the process proceeds to step 3206, where the speed difference Δ■
and the set value ΔV SET.

In step 8206, the speed difference ΔV is set to the set value Δ.
Δ■〉ΔVSET), as shown in FIG.
The throttle valve 13 is reversed and the throttle valve is closed to prevent slippage. On the other hand, the speed difference Δ■ is the set value ΔVS
When it is equal to or less than ET (ΔV≦ΔVSET), it is determined that there is no slippage, and the process proceeds to step 5104 shown in the first embodiment, where the drive motor 13 is rotated forward or reverse, and the -take pull movement ILH is Accelerator cable movement 1
The drive motor 13 is controlled so that it becomes approximately the same as 1LA.

In this embodiment, the intermediate adjustment plates 8 are connected by the throttle cable 6, the accelerator cable 9, and the motor cable 12, but they may be connected by rods and combined with gears, for example.

[Effects of the Invention] As explained above, according to the present invention, the throttle valve, the drive motor, and the accelerator pedal are connected to each other at triangular connection points, and the accelerator pedal and the drive motor are independent of each other. an intermediate adjustment member capable of opening and closing the throttle valve; and a control signal is output to the drive top and bottom in accordance with the operation of the accelerator pedal and the running condition of the vehicle, and the intermediate adjustment member is rotatable. Since it is equipped with a movable trick control section, it is possible to prevent wheel slipping by controlling both the driver's throttle operation and the throttle valve depending on the vehicle's driving condition, and it is also advantageous in that it can be constructed at a low cost. effect is produced.

[Brief explanation of the drawing]

1 to 6 show a first embodiment of the present invention, FIG. 1 is a functional block diagram of the throttle control system, FIG. 2 is a configuration diagram of the throttle control system, and FIGS. 3 to 5 are intermediate diagrams. FIG. 6 is a flowchart showing the control procedure of the throttle valve; FIGS. 7 to 9 show the second embodiment of the present invention; FIG. 7 is a functional block diagram; FIG. The figure is a flowchart showing the control procedure of the throttle valve, and FIG. 9 is an explanatory diagram showing the relationship between slip and speed. 3... Throttle valve, 8... Intermediate adjustment plate, 11... Accelerator pedal, 13... Drive motor, 17a... Arithmetic control unit. Section 3, Section 4, Section 4, Section 15, Section 8, Section 9.

Claims (1)

[Scope of Claims] A throttle valve, a drive motor, and an accelerator pedal are connected to each other at triangular connection points, and the throttle valve can be opened and closed independently of each other by the accelerator pedal and the drive motor. The vehicle is characterized by comprising: an adjustment member; and a calculation control unit that outputs a control signal to the drive motor according to the amount of operation of the accelerator pedal and the running state of the vehicle, and rotatably moves the intermediate adjustment member. Throttle valve control device.