JPH039043A - Accelerator control device and accelerator controller thereof - Google Patents

Abstract

PURPOSE:To simplify the mechanical structure by rotating a motor in response to the deviation between all operating dial and a pulley, and driving a governor of a throttle valve or the like with the motor, and stopping the motor attending on the dissipation of the described deviation. CONSTITUTION:When an operating dial 7 of a controller 3 is set at the predetermined angle under the condition that an engine is rotated, the deviation is generated between the operating dial 7 and a feedback pulley 8. A motor M of an actuator 2 is rotated normally or reversely in response to the deviation to rotate an output pulley 6 through a speed reducer 5. As a result, an engine pulley 1 is rotated through a control cable 9 to operate a governor 4. On the other hand, the rotation of the engine pulley 1 is transmitted to the feedback pulley 8 through a feedback cable 10. When the deviation between the feedback pulley 8 and the operating dial 7 becomes 0, the rotation of the motor M is stopped.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an accelerator control device and an accelerator controller used therein. This invention relates to an accelerator control device that automatically adjusts to a set target value, and a controller for dial operation.

Note that "governor" and "governor opening degree" as used herein refer to various means for adjusting engine output and their operating amounts, and the term "governor" and "governor opening degree" refer to various means for adjusting engine output and their operating amounts. This is an example.

[Conventional technology] Accelerator control devices that have been commonly used include:
As shown in Fig. 10, the engine pulley (52) is connected to the governor to change the opening degree of the engine governor (51), and the pulley (52) is controlled via the control cable (53). an actuator (54) for detecting the rotation angle of the governor (5I) or the engine pulley (52);
55), and outputs a drive signal to the motor (M) of the actuator (54) based on the deviation from the specified value of the operation dial (56) in response to feedback of voltage or resistance value signals from the potentiometer (55). controller(
57).

The controller used in such a feedback system generally uses an electronic circuit, particularly a microcomputer, as shown in, for example, Japanese Patent Application Laid-open No. 63-42105 and Japanese Patent Publication No. 64-2828. Control is performed to suit various operating conditions, and the governor opening degree is adjusted during idling or deceleration.

[Problems to be Solved by the Invention] Controllers used in conventional accelerator control devices take up a large amount of space and are expensive, so they cannot be applied to small power shovels and the like. Furthermore, there is a problem in that the potentiometer on the governor side is susceptible to failure due to engine vibration.

An object of the present invention is to provide an accelerator control device that uses a relatively simple mechanism without using complicated electronic circuits to configure a control system that does not take up much space, and that can be easily adopted even for small models. There is.

[Means for Solving the Problems] The accelerator control device of the present invention comprises: (a) an engine pulley connected to a governor of the engine; a motor that performs surface pressure reverse rotation; a speed reducer that reduces the rotation of the motor; an output pulley connected to the reducer;
an actuator that mechanically transmits the rotation of the output pulley to the engine pulley via a control cable; and (c) an actuator that has an operation dial and receives a signal of the rotation angle of the engine pulley via the transmission means. , an accelerator controller that instructs the motor of the actuator to determine the deviation between the feedback signal and the instruction amount of the operation dial; and (1) a transmission means that feeds back the rotation angle of the engine pulley to the controller; (ii) a feedback pulley that is rotatably provided within the controller and has the other end of the feedback cable wrapped around and locked; (e) The deviation is configured to be given as a relative angle to the rotation angle of the operation dial.

In such a device, it is preferable to arrange the operation dial and the feedback pulley concentrically and adjacent to each other, and to interpose a position detector between the two to directly detect the relative positions of the operation dial and the feedback pulley. preferable.

Furthermore, the accelerator controller of the present invention includes: (a) a casing; a shaft rotatably mounted within the casing and having a deceleration contact at one end; and (c) a shaft rotatably mounted on the shaft. A sleeve is provided with an operation dial protruding from the outside of the casing at one end so as to rotate together, and a throttle operation contact is provided at the other end of the sleeve, which rotates concentrically with the two axes in front of the casing. a feedback pulley that is freely provided and has an electrode plate on its side surface that slides with the deceleration contact and the throttle operation contact; (e) wrapped around the outer periphery of the feedback pulley;
Also, the feedback cable whose end is locked to the feedback pulley is also included.

In such a controller, it is preferable that the feedback cable is used as an inner cable of the control cable, and that the pulley is biased by a return spring in a direction that applies tension to the inner cable.

[Work] First, the operation of the accelerator control device of the present invention will be explained.

When the operation dial is set at a certain angle, if there is a deviation between the actuator and the feedback pulley, an output signal corresponding to the deviation is transmitted to the actuator motor, causing the motor to rotate in a direction that eliminates the deviation.

The rotational output of the motor is reduced by a speed reducer and rotates the engine pulley via the output pulley and control cable.

As the engine pulley rotates, its angular position is communicated to a feedback pulley in the controller via a feedback cable.

Such operation is performed until the deviation between the feedback pulley and the operation dial is eliminated, and the governor opening degree is finally controlled so as to bring the engine speed to a desired level.

In the device of the present invention, the effect of the conventional control cable is to feed back the rotation angle of the engine pulley to the controller side via the control cable.
This is the opposite of transmitting the manipulated variable from the operating side to the controlled object.

As mentioned above, since feedback is performed using a control cable that is a mechanical transmission means, the electrical means can be integrated into the controller, and the mechanical deviation difference can be directly detected within the controller.

Next, the operation of the accelerator controller of the present invention will be explained.

When the operation dial is rotated, the sleeve rotates, and the throttle operation contact slides on the electrode plate on the side of the pulley.
A target value for engine speed can be set.

In addition, by adjusting the angle of the shaft attached to the casing, the deceleration contact can be moved on the electrode plate, and the engine speed during deceleration operation (an intermediate value between idling and full throttle. For example, when idling is 600 to 800 rpm
150 Orpm) can be easily set at deceleration.

In other words, by setting the rotation speed for deceleration in advance, when the operator switches the electric circuit to deceleration operation, the engine rotation speed will be adjusted according to the deviation between the pulley's electrode plate and the deceleration contact using the same effect as described above. The pulley rotates accordingly, maintaining the engine speed without deviation.

As described in the above, the controller of the present invention can set the target value of the engine rotation speed during deceleration without using an electronic circuit.
This can be done by mechanical means.

[Example] Next, an accelerator control device and an accelerator controller (hereinafter referred to as a controller) of the present invention will be explained with reference to the drawings.

FIG. 1 is a perspective view schematically showing an embodiment of the device of the present invention, FIG. 2 is a sectional view showing an embodiment of the controller of the present invention, and FIG. 3 is an exploded view of essential parts of the controller of FIG. Perspective view,
Figure 4 is a sectional view of Figure 2 along the ■-N line, and Figure 5 is a (
V) - (V) line sectional view, Fig. 6 is a plan view showing the electrode section of the controller in Fig. 2, Fig. 7 is a sectional view along the 9 is a circuit diagram showing an embodiment of the control circuit of the apparatus of the present invention.

In FIG. 1, (1) is an engine pulley, (2) is an actuator, and (3) is a controller.

A governor (4) such as a throttle valve is connected to the engine pulley (1), and the actuator (2) is provided with a drive motor (M), a reduction gear (5), and an output pulley (6). There is.

Furthermore, the controller (3) is provided with an operation dial ('7) and a feedback pulley (8).

The engine pulley (1) and the output pulley (6) of the actuator (2) are connected by a control cable consisting of two pull control cables.

Note that other power transmission cables such as a push bow control cable may be used in place of the pull control cable.

The feedback pulley (8) of the controller [3] and the small pulley (1a) connected to the 12 engine pulley (1)
) are connected by a feedback cable 00 consisting of one pull control cable, and the feedback pulley (8) is equipped with a return spring or the like to always apply appropriate tension to the pull control cable 0(i). power is given.

In a system configured like a diagonal, when the engine is running, set the dial (7 to the idling position,
Or, when set to a certain angle, a deviation will occur between the dial (sword) and the feedback pulley (8).The deviation is transmitted to the motor (M) by a proportional signal or 0N-OFF signal, causing the motor (M) to rotate. For example, if the set value is higher than the current rotation state, the motor (M) will rotate in the normal direction.
If it's the other way around, it's reversed.

When the motor (M) rotates, it rotates the output pulley (6) via the reducer (5) and rotates the engine pulley (1) via the control cable (9).

The engine pulley (1) rotates to the target position in accordance with the rotation of the motor (M), and the rotation is transmitted to the feedback pulley (8) via the feedback cable 00,
When the deviation between the dial (7) and the feedback pulley (8) becomes O, the motor (M) stops.

As described later, the engine speed is temporarily set to 150.
Regarding the deceleration mechanism that lowers the rpo to around 0rpo+,
It can be incorporated into the controller of FIG.

The motor (M) is set to 0 by the controller (3) in Figure 1.
A circuit for N-OFF control can be realized, for example, by an electric circuit shown in FIG.

In FIG. 9, the acceleration switch (Sa) is a switch that is closed when the angle of the dial (force) is larger than the angle of the feedback pulley (8), and the deceleration switch (sb
) is a switch that is closed in the opposite case.

The deceleration switch (Sd) is a switch that closes when the feedback pulley (8) is ahead of the preset angular position and opens when it is behind or at the same angle, regardless of the position of the dial (7). be.

The decel button (D) is a changeover switch that changes the contact when pressed once, and changes further when pressed again.

Furthermore, (M) in FIG. 9 is a DC motor capable of forward and reverse rotation, and (P) is a DC power supply. Motor (M) and power supply (
There are two relays (R''), (1?2) output contacts (K1) and (K2) interposed between the coil (c1) and the coil (c1) of one relay (R,). When the other relay (R2) is energized, the motor (M) rotates in the forward direction, and when the other relay (R2) is energized, the motor (M) rotates in the reverse direction. Both contacts (K1)
, (K2) is opened, a regenerative braking action is performed,
Even if both relays (R1) and (R2) are energized by mistake, the motor (M) will not rotate.

The acceleration switch (Sa) and the first contact (Dl) of the deceleration button (D) are interposed in series between the coil (c1) of the first relay (R1) and the power supply (P), and the deceleration switch (Sa)
sb) is the coil (c2) of the second relay (R2) and the power supply (
It is interposed between P). Also, the deceleration switch (Sd
) and the second contact (D2) of the deceleration button (D) are connected in series, and further connected in parallel to the deceleration switch (sb>).

With the above configuration, when the deceleration button (D) is not pushed in, when the acceleration switch (Sl) is turned on, the first relay (R) is activated, the motor (M) rotates forward, and the engine speed increases. However, when the acceleration switch (Sa) is turned off, that rotational speed is maintained. Next, when the deceleration switch (sb) is turned on, the second relay (122) is activated, the motor (M) is reversed, and the engine speed is reduced, and when the deceleration switch (sb) is turned off, this state is maintained.

Next, press the decel button (D) and the acceleration switch (Sa
) is disconnected, and the acceleration switch (S
Regardless of the state of a) and deceleration switch (sb),
The motor (M) is reversed until the deceleration switch (Sd) is turned off, and once the deceleration switch (Sd) is turned off, that state is maintained. Then press the decel button (D) again to
Since the contact (D2) opens and the first contact (DI) closes,
Return to normal control state.

5 6 Next, a preferred embodiment of the controller of the present invention will be described with reference to FIGS. 2 to 8.

In FIG. 2, 01) is a casing of the controller, and the casing is attached to a bracket 02) fixed to the body of an automobile.

The controller shown in FIG. 2 can be broadly divided into a dial section (A) on the left side and a decel button section (B) on the right side.

In the dial part (A), circular openings 03) and 04) are provided in the casing 01) and the bracket 02), respectively, and around the periphery of the opening 03) of the casing 01),
A stopper 07) consisting of a fan-shaped base part and a ring part 02 as shown in FIG. 3 is attached so as to protrude outward from the bracket 02). The ring part 0■ of the stopper 0 force and the opening (131) are arranged concentrically, and the stopper 07) has a long hole that passes through the ring part 0■ and the base part 07) so that the angle around the center can be adjusted. 08
1 and screws 09 to the casing (old).

The upper end of the shaft (2) is rotatably inserted into the inner peripheral surface (tea) of the ring portion Oe of the stopper 0 force. Its inner peripheral surface (l
The protrusion (16b) projecting inward from ea) fits into the groove (20a) on the surface of the shaft 2 with play (adjustment allowance) in the rotational direction. As shown in Fig. 3, a seat surface (21) with a cross-shaped slit is formed on the second side of the ring part 06), and the stud bolt (toward) screwed into the shaft (201) is inserted into the rubber pad. and washer (23a) and tightened with a nut θ4 to fix the shaft (2) at zero force.

A circular flange (20b) is provided at the lower end of the shaft (201), and a fan-shaped projection (20c) is provided on the upper surface of the flange (20b).

A cylindrical sleeve 4 is rotatably provided on the outer periphery of the shaft head. A semicircular flange (25a) is provided at the lower end of the sleeve (5), and a protrusion (25a) having the same thickness as the flange (20b) of the shaft head is provided on the lower surface of the flange (25a).
25b) is provided. In addition, the flange part (25a)
A spacer part (25c) is provided at the upper part of the sleeve to determine the axial position of the sleeve.
The upper end of c) is in contact with the inner surface of the casing (I+).

A cup-shaped dial (7) is provided on the outer periphery near one end of the shaft head so as to be rotatable and movable in the axial direction. The bottom plate (2) of the dial (7) is formed with a hole through which the shaft 2 passes, and the peripheral edge of the bottom plate is formed with a fan-shaped opening through which the base of the stopper 07) passes. There is.

The ring portion O2 of the stopper 07) is inserted into the dial 9, and the amount of operation in the rotational direction of the force is limited by the interference between the fan-shaped opening and the base date.

A protrusion extending in the axial direction is formed on the inner surface of the hole in the bottom plate (2), and a slit (31) that slidably engages with the protrusion is formed at the upper end of the sleeve 4. Thereby, the dial (7) rotates together with the sleeve 4 and is movable in the axial direction.

A cover (32) is placed over the top surface of the dial (7). Lower surface of dial (7) and casing 01)
Around the opening 03), there are spring seats (33),
(34) is provided, and a dial ('7) is provided between the two.
) is always elastically biased in one direction (35)
is mediated.

The upper and lower surfaces of the dial (power bottom plate) are provided with fan-shaped projections (36a) and (Itb), respectively, and the upper projection (36a) is provided with a fan-shaped slot (tec) passing through the stopper 07. ), and the lower protrusion (3Bb) slides on the upper surface of the casing 01) and the fan-shaped protrusion (37) formed thereon. Therefore, at an angle where the protrusions (36b) and (37) are in contact with each other, the dial (7) rotates while protruding upward, and the engagement between the protrusions (3Bb) and (37) is disengaged, causing the upper protrusion ( 3Ba) is removed from the slot (16c), the dial (7) can only be rotated while being pushed in the axial direction.

With such a configuration, when the dial (7) is not pushed in, the protrusion (3f3a) of the dial (7) and the slot (lBc) interfere with each other, thereby limiting the rotation range of the dial (7). The rotation range corresponds to the normal accelerator operation range, and the state in which the protrusion (36a) is in contact with the end face of the thrower 90 (16c) corresponds to idling operation.

The dial is configured so that the engine can be stopped by pushing the dial further and turning it further.

Furthermore, a boss (39) that rotatably supports the lower end of the shaft (1) is protruded inside the casing (01), and a feedback preform (8) (hereinafter referred to as
A pulley (called a pulley) is rotatably provided. Pulley (
One inner cable (41) is locked and wound around the outer periphery of the cable 8) as a feedback cable. Inner cable (4
1) is a conduit (
42) to form a control cable for feedback.

The annular cavity (43) on the lower surface of the pulley (8) has a fifth
As shown in detail in the figure, a torsion coil spring (44) constituting a return spring is inserted to constantly bias the pulley (8) in the direction to wind up the inner cable (41). The torsion coil spring (44) gets wound up when the inner cable (41) is pulled, and when the pulling force of the engine pulley on the inner cable (41) becomes weak, the inner cable (41) is wound onto the pulley (8). Thereby, appropriate tension is constantly applied to the inner cable (41).

In the controller shown in FIGS. 2 and 3, an acceleration switch and a deceleration switch ((Sa) and (Sb) in FIG.
5), the outer fan-shaped part <45a) and the fan-shaped part (45a
) and two brushes (4B) and (47) attached to the flange (25a) of sleeve 4 so as to be in sliding contact with the brush.

Furthermore, the deceleration switch ((Sd) in Figure 9) is a conductive plate (
45) and the flange (45b) of the shaft (
20b) and a brush (48) that passes through the fan-shaped projection (20c) provided on the brush.

outer and inner fan-shaped portions (45a) of the conductive plate (45);
(45b) each have an opening angle of approximately 270° as shown in FIG. 4 or FIG. 6, and both are configured as a single conductive plate (45) with an offset of 806.

As shown in Fig. 6, the brush (46) of the acceleration switch and the brush (47) of the deceleration switch have their sliding contact ends (
4[ia) and (47a) are provided at an angle somewhat wider than 270°, and a common terminal brush (49) is arranged between them.

Note that the fan shape (N) surrounded by imaginary lines in Figure 6 indicates the attachment state of each brush, and there is a contact point (N) at one end.
cp) is provided, and the other end is attached to the mating shrine as a base (ct).

FIG. 7 shows the shaft and sleeve (5) of FIG. 2 viewed from above, and the respective brushes (46),
The positional relationship between (47), (48), and (49) and the positional relationship between the fan-shaped projection (20c) and the flange (25a) of the sleeve (5) are clearly shown.

Next, the operation of the controller configured in a diagonal manner will be explained.

First, when the engine is stopped, the dial (7) is pushed in and rotated in the direction of the arrow (Fl), and the pulley (8) is also fully rotated in the direction of the arrow (Fl). In this state, the engine has not started yet.

Next, when the dial (force) is rotated in the direction of the arrow (F2), the upper protrusion (38a) of the dial (7) and the stopper 0
The protrusion (36a) is disengaged from the bottom surface of the force and enters into the slot (life), and the dial (7) protrudes in the axial direction due to the biasing force of the coil spring (35). In this state, the end surface of the protrusion (3 [ia)] is a slot (113c).
Engine starting and idling operation are performed while engaged with the end of the engine.

Next, when the dial ('7) is further rotated in the direction of the arrow (F2), the brush (47) of the acceleration switch will move from the conductive plate (
45) Since the driver rides on the vehicle, the acceleration switch (Sa) shown in FIG. 9 is turned on, the motor (M) rotates forward, and the opening degree of the governor increases. Accordingly, the inner cable (41) is pulled by the engine pulley, and the feedback pulley (8)
rotates in the same direction as the dial ('7), the motor (M) rotates until the brush of the acceleration switch (Sa) comes off the conductive plate (45), and the motor (M) stops at the position where it comes off. Pulley (8) also stops. In that state, the pulley (8) is rotating by the same angle as the dial (force).

The same operation is performed when moving from the engine stop to the start position, and the governor is operated to open it. Further, the dial (force) is rotated to the full throttle position where the upper protrusion (38a) abuts the end of the slot (16c) as shown in FIG.

When the dial (7) is rotated in the return direction (arrow (Fl) direction), the brush (47) of the deceleration switch (Sb) rides on the conductive plate (45), the motor (M) reverses, and the pulley (
8) is reversed.

Therefore, the pulley (8) is, so to speak, two brushes (46).
, (47) are both rotated following the rotation of the brush so that they are in a position where they are removed from the electrode plate (45) (the state shown in FIG. 6).

Next, if the driver temporarily leaves the driver's seat during normal driving, he or she presses the decel button (D) in FIG. 2. As a result, the deceleration circuit shown in FIG. 9 is closed, and the motor (M) and pulley (8) are reversed until the brush (48) of the deceleration switch (Sd) comes off the electrode plate (45).
Deceleration operation at the off position (standby operation: approx. 150 Orp)
Perform m).

When the driver presses the decel button (D) again to return to normal operation, the position of the dial (7) has not changed, so the motor (M) and pulley (
8) rotates forward.

As shown above, in the controller of the present invention, the governor opening degree during idling operation is determined by the position of the base zone of zero force of the stopper, and the governor opening degree during deceleration operation is determined by the position of the brush (48) of the deceleration switch. Each can be set mechanically.

That is, the position of the stopper 07) can be adjusted by loosening the screws that attach the stopper 07 to the casing 01) and rotating the stopper 07 to some extent. The position of the brush (48) of the deceleration switch (Sd) is adjusted by loosening the nut Q4 of the stud bolt fixing the shaft to the stopper 07) and slightly rotating the stud bolt n.

Therefore, various adjustments can be made mechanically without employing almost any electronic circuit for the controller as a whole.

[Effect of the invention] The accelerator control device of the present invention does not use a complicated electronic circuit,
Since it uses a relatively simple mechanism, it does not take up much space and can be used in small construction machinery and small ships. Further, since the controller of the present invention has a simple configuration that integrates various adjustment mechanisms, it can be suitably used as a controller for the accelerator control device.

[Brief explanation of the drawing]

FIG. 1 is a perspective view schematically showing an embodiment of the device of the present invention, FIG. 2 is a sectional view showing an embodiment of the controller of the present invention, and FIG. 3 is an exploded view of essential parts of the controller of FIG. Perspective view,
Figure 4 is a cross-sectional view taken along the line -■ in Figure 2, and Figure 5 is a cross-sectional view of Figure 2 (
6 is a plan view showing the electrode part of the controller in FIG. 2, FIG. 7 is a sectional view along the line ■-■ in FIG. 2, and FIG. FIG. 9 is a circuit diagram showing an embodiment of the control circuit of the device of the present invention, and FIG. 10 is a perspective view showing an example of a conventional accelerator control device. (Main symbols in the drawing) (1): Engine pulley (2): Actuator (3): Controller (5): Reducer (7), operation dial (8): Feedback pulley 00: Feedback cable 01) Ni bracket ( Sa): Acceleration switch, Sochi (Sb): Deceleration switch (Sd): Deceleration switch (M): Motor 7 8 Off diagram O 8 diagram

Claims (1)

[Scope of Claims] 1 (a) an engine pulley connected to a governor of the engine; (b) a motor that rotates in forward and reverse directions; a reducer that reduces the rotation of the motor; and an output that is connected to the reducer. (c) an actuator having a pulley and mechanically transmitting the rotation of the output pulley to the engine pulley via a control cable; (c) an actuator having an operation dial and transmitting a signal of the rotation angle of the engine pulley; (d) a transmission means for feeding back the rotation angle of the engine pulley to the controller; i) a feedback cable, one end of which is wound around the engine pulley and locked; (ii) a feedback cable rotatably provided within the controller, and the other end of the feedback cable is wound and locked. and (e) an accelerator control device in which the deviation is given by a relative angle between a rotation angle of an operation dial and a rotation angle of a feedback pulley. 2. The control dial according to claim 1, wherein the operation dial and the feedback pulley are arranged concentrically and adjacent to each other, and a position detector that directly detects the relative position of the operation dial and the feedback pulley is interposed between them. Device. 3 (a) a casing; (b) rotatably mounted within the casing;
(c) A shaft with a deceleration contact provided at one end thereof; (d) a sleeve provided with a throttle operating contact at its end; and (d) an electrode plate rotatably provided on the casing concentrically with the shaft and sliding with the deceleration contact and the throttle operating contact on its side surface. (e) wrapped around the outer periphery of the feedback pulley;
and a feedback cable whose end is latched to a feedback pulley. 4. The controller according to claim 3, wherein the feedback cable is an inner cable of a pull control cable, and the pulley is biased by a return spring in a direction that applies tension to the inner cable.