JPH0571365A - Rotation speed regulating device for internal combustion engine - Google Patents

Abstract

PURPOSE:To provide a throttle valve driving device which can perform optimum control of the throttle valve of an internal combustion engine, cruise control, and traction control and besides can perform safe running of a vehicle when any abnormality occurs to a motor. CONSTITUTION:Rotary axis cores of an acceleration lever 3, an rotation intermediate lever 6, and a fixed intermediate lever 5 are brought into coincidence with the rotary axis of a shaft 11 on which a throttle valve 2 is fixed. During ordinary operation, a clutch 12 is engaged and the opening of the throttle valve 2 is controlled by the aid of a motor 4. During the occurrence of any abnormality, the clutch 12 is cut off and the rotational force of the motor 4 is not transmitted to the throttle valve 2. In this case, the acceleration lever 3 is rotated according to an operation amount by a driver. The fixed intermediate lever 5 with which the acceleration lever 3 is brought into contact through the rotation intermediate lever 6 is rotated by the acceleration lever 3 to regulate the opening of the throttle valve 2. This constitution ensures the opening of the throttle valve 2 in response to an acceleration operation amount during the occurrence of abnormality and prevents excessive rotation of an internal combustion engine.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rotation speed adjusting device for adjusting the rotation speed of an internal combustion engine mounted on a vehicle.

[0002]

2. Description of the Related Art An electronic control system for controlling a throttle valve of an internal combustion engine by a computer is disclosed in Japanese Patent Laid-Open No. 2-1574.
As disclosed in Japanese Patent No. 33, the accelerator pedal depression amount is converted into an electric signal and input to a computer, and at the same time, operating conditions such as the rotational speed of the internal combustion engine and water temperature, and detected values such as atmospheric temperature are also combined. As a result of the input and calculation processing based on these input values, the optimum throttle valve opening is determined, and the throttle valve is opened / closed by the motor.

In addition to such optimum throttle valve control during normal operation, cruise control in which the vehicle travels at a constant speed, driving force of the internal combustion engine when the wheels slip and the controllability is about to be lost. The traction control and the like to be dropped are controlled by adjusting the opening degree of the throttle valve by the motor.

[0004]

However, according to the conventional throttle valve drive device for controlling the intake air amount of the internal combustion engine, when an abnormality occurs in the motor for driving the throttle valve, the internal combustion engine is opened due to an excessively large opening of the throttle valve. Since there is a possibility that the engine will over-rotate, there is a problem that the vehicle may run out of control depending on the situation.

The present invention has been made to solve this problem, and its purpose is to perform optimum rotation speed control, cruise control and traction control of an internal combustion engine, and when an abnormality occurs in a motor. An object of the present invention is to provide a rotation speed adjusting device that can safely drive a vehicle.

[0006]

According to a first aspect of the present invention, there is provided a rotation speed adjusting device for an internal combustion engine, wherein an operation amount of an adjusting member for adjusting the rotation speed of the internal combustion engine is controlled by a driver. In an internal-combustion-engine rotation speed adjusting device that is adjustable by both an accelerator operation system that is operated and an electric operation system that is driven by a control device, the rotation speed of the internal combustion engine is operated by increasing and decreasing directions. An adjusting member for adjusting the adjusting member, a first urging unit for urging the adjusting member in a speed increasing direction, an interlocking lever that rotates together with the adjusting member, and a rotating shaft that is coaxial with the rotating shaft of the interlocking lever, An intermediate lever that engages with the interlocking lever in the speed increasing direction of the adjusting member; and a biasing unit that biases the intermediate lever in the decelerating direction of the adjusting member, which resists the first biasing unit. Slow down the adjustment member And second biasing means for holding the state,
An accelerator lever that has a rotation shaft that is coaxial with the rotation shafts of the interlocking lever and the intermediate lever, and that engages with the intermediate lever in the deceleration direction of the adjustment member, and rotates the accelerator lever according to the operation amount of the driver. Accelerator operation system to
A driving means for adjusting the operation amount of the adjusting member in response to a command from a control device, and a clutch interposed between the adjusting member and the driving means for connecting and disconnecting the adjusting member and the driving means. And is provided.

In a rotation speed adjusting device for an internal combustion engine according to a second aspect of the present invention, the accelerator operating system rotates the accelerator lever in accordance with a driver's operation amount, and the accelerator lever is the adjusting member. And a third urging means for urging in the deceleration direction.

[0008]

According to the rotational speed adjusting device for an internal combustion engine of the present invention, the clutch is engaged and the operation amount of the adjusting member is controlled by the driving means during the normal operation. When an abnormality occurs, the clutch is disengaged and the rotational force of the drive means is not transmitted to the adjusting member. At this time, the accelerator lever rotates in accordance with the operation amount of the driver, and the accelerator lever comes into contact with the intermediate lever. Rotate the interlocking lever to adjust the opening of the adjusting member. Since the accelerator lever, the intermediate lever, and the interlocking lever have the same rotational axis center, the operation amount of the adjusting member corresponding to the accelerator operation amount is secured at the time of abnormality, so that the internal combustion engine is prevented from overrotating. ..

[0009]

Embodiments of the present invention will be described below with reference to the drawings. A first embodiment of the present invention is shown in FIGS. A throttle valve drive device for an internal combustion engine is provided with an accelerator pedal 1,
It includes a throttle valve 2, an electric drive device 16, an accelerator lever 3, a fixed intermediate lever 5, a rotary intermediate lever 6, and springs 13, 14 and 15.

The accelerator pedal 1 is arranged in the passenger compartment of a passenger vehicle, and the accelerator wire 7 is arranged according to the amount of depression of the driver.
The pulling margin of is changed and the accelerator lever 3 is rotated.
The throttle valve 2 is arranged in a throttle body 8 forming an intake passage of an internal combustion engine, and is fixed to a shaft 11 rotatably supported by the throttle body 8 via bearings 9 and 10 by a screw or the like. The fixed intermediate lever 5 is fixed to one end of the shaft 11, and the clutch 12 is fixed to the other end.

The accelerator lever 3 is rotatably supported on one end of the shaft 11 via a bearing 24, and the end of an accelerator wire 7 mechanically connected to the accelerator pedal 1 is fixed to the outer peripheral portion 3a. There is. In addition, accelerator lever 3
Has a projection 3b that engages with the intermediate rotation lever 6 in the closing direction of the throttle valve 2. The rotating intermediate lever 6 is arranged between the accelerator lever 3 and the fixed intermediate lever 5, and the bearing 25
It is rotatably supported by the shaft 11 via. The rotary intermediate lever 6 has a protrusion 6a that engages with the fixed intermediate lever 5 in the opening direction. The lever contact switch 21 is attached to the protrusion 6a.

The lever contact switch 21 is turned on when the rotating intermediate lever 6 and the fixed intermediate lever 5 are separated from each other, and is turned off when the rotating intermediate lever 6 and the fixed intermediate lever 5 are in contact with each other. The tension spring 13 has one end locked to the fixed intermediate lever 5 and the other end locked to the throttle body 8 to urge the throttle valve 2 in the opening direction. Tension spring 14
Has one end locked to the rotary intermediate lever 6 and the other end locked to the throttle body 8 so that the throttle valve 2 can be returned to the fully closed position. Side bias has been added.

The tension spring 15 has one end locked to the accelerator lever 3 and the other end locked to the throttle body 8, and has a force sufficient to return the accelerator wire 7 and the accelerator lever 3 to the fully closed side of the throttle valve 2. Is given. The electric drive device 16 includes a motor 4, a pinion gear 17,
It is composed of a sector gear 18, a clutch 12 and an accelerator opening sensor 19. The motor 4 rotates the pinion gear 17 to a target rotation angle according to the throttle valve opening signal to open the throttle valve 2 to the target opening. Sector gear 18
Is rotatably assembled to the other end of the shaft 11 and has an outer peripheral portion meshing with the pinion gear 17. The sector gear 18 transmits or disconnects the driving force of the motor 4 to the shaft 11 by the clutch 12.

As is well known, the throttle sensor 19 is mounted on an internal combustion engine equipped with an electronically controlled fuel injection device, and the rotational displacement of the shaft 11 is converted into an electric signal, for example, an idle switch signal and a throttle opening signal. Is output. The accelerator opening sensor 22 is the accelerator pedal 1
The accelerator switch signal and the accelerator opening signal are output. This signal is sent to the control unit (ECU) 20, and the motor 4 is controlled by a command from the ECU 20.

When the ignition switch is turned on when the internal combustion engine is started, a current flows through the clutch 12 and the clutch 12 and the sector gear 18 are connected. As a result, the throttle valve 2 is controlled by the rotation amount of the motor 4. next,
The operation according to each situation will be described. (1) During normal running When the driver depresses the accelerator pedal 1, the accelerator lever 3 mechanically connected to the accelerator pedal 1 via an accelerator wire 7 depresses the accelerator pedal 1 in the arrow opening direction shown in FIG. It rotates against the tension spring 15 by a rotation angle corresponding to the amount. The rotation angle of the accelerator lever 3, that is, the depression amount of the accelerator pedal 1 is detected by the accelerator opening sensor 22, and a throttle valve opening signal corresponding to the depression amount of the accelerator pedal 1 is output to the motor 4 via the ECU 20. It And the motor 4
The pinion gear 17 and the sector gear 18 meshed therewith rotate by the target rotation angle. At this time, the fixed intermediate lever 5 and the rotating intermediate lever 6 are connected to each other by the lever contact switch 21.
It makes almost the same movement as long as it does not turn off.

(2) During traction control traveling When the slip of the drive wheels is detected, the ECU 20 judges that the motor 4 drives the throttle valve 2 to the closing side. At this time, the throttle valve 4 is controlled to an optimum opening without slipping regardless of the movement of the accelerator lever 3. At this time, the fixed intermediate lever 5 moves only from a position slightly separated from the rotary intermediate lever 6 to a position on the closing side where the internal combustion engine driving force is optimum, and does not affect the accelerator feeling of the driver at all. ..

(3) During cruise control traveling When the driver operates the set switch for constant speed traveling, E
The switching transistor in CU20 is turned on,
The coil of the clutch 12 is switched to the energized state via the normally closed brake switch. Even if the lever contact switch 21 is turned off (due to the contact between the fixed intermediate lever 5 and the rotating intermediate lever 6) due to this energized state, the coil of the clutch 12 is kept energized unless the brake switch is turned off. ..

In this state, when the operation of the accelerator pedal 1 is stopped and the pedal effort is removed, the accelerator lever 3 returns to the fully closed side, but the fixed intermediate lever 5 and the rotating intermediate lever 6 are connected to the motor 4 via the clutch 12. Therefore, the opening degree when the operation of the accelerator pedal 1 is stopped is maintained. At this time, the accelerator lever 3 is driven in the closing direction in FIG.
Holds the fully closed position so that the accelerator wire 7 does not bend. Then, the target Stroll control opening is set according to the difference between the vehicle speed detected by the vehicle speed sensor and the vehicle speed set by the set switch, and the motor 4 is drive-controlled.

When an overtaking acceleration or the like is required during the constant speed running control and an overriding is required, the detected values of the accelerator sensor 22 and the throttle sensor 19 are compared,
When the opening of the accelerator pedal 1 becomes large, the mode is switched to the override mode, and the target throttle opening is replaced with the set value of the normal traveling mode. When stopping the constant speed traveling, the driver operates the cancel switch or operates the brake pedal, and the cancel switch interlocked with the driver operates to control the normal traveling mode. Such a cancel mechanism is similar to that of a normal auto drive device, and further, the brake pedal is turned off during the constant speed running control, and the lever contact switch 21 is turned off even if the switching transistor in the ECU 20 is short-circuited. When the power is on, the coil 12 of the clutch 12 is de-energized. Therefore, the driving force of the motor 4 is not transmitted to the shaft by the clutch 12, and the tension spring 13
Throttle valve 2 due to the stronger biasing force of tension spring 14
Is returned to the closing direction. Further, if the ECU 20 malfunctions due to radio wave interference or the like, and the fixed intermediate lever 5 tries to drive the rotating intermediate lever 6 in the opening direction other than during constant speed traveling control, the lever contact switch 21 is turned off. Therefore, the clutch 12 is turned off and the throttle valve 2 is returned to the closing direction.

(4) Limp home during motor abnormality control During motor abnormality control, for example, during normal running, when the throttle valve 2 is controlled to the open side so that the lever contact switch 21 is turned off, the clutch 12 is turned off and the motor No. 4 cannot drive. In this embodiment, the tension springs 13 and 1 are provided so that the vehicle can be avoided in a safe place even in this case.
The lever is urged at 4 and 15.

When the accelerator lever 3 rotates to the open side in response to an accelerator operation, the rotary intermediate lever 6 and the fixed intermediate lever 5 rotate to the open side until they hit the protrusion 3b of the accelerator lever 3, so that the throttle valve 2 is opened. On the other hand, when the accelerator pedal 1 is returned, the accelerator lever 3 urges the rotating intermediate lever 6 and the fixed intermediate lever 5 to be fully closed, so that the throttle valve 2 is fully closed. In this way, the opening / closing of the throttle valve 2 can be controlled.

A second embodiment of the present invention is shown in FIG. The second embodiment is an example in which the shaft 30 for rotatably assembling the accelerator lever 3 and the rotating intermediate lever 6 and the shaft 11 for fixing the throttle valve 2 and the fixed intermediate lever 5 are separate bodies. The accelerator lever 3 is attached to the shaft 30 that is coaxial with the shaft 11 and is separated from the shaft 11.
And the rotation intermediate lever 6 is rotatably assembled via the bearings 24 and 25.

The present invention can also be applied to a diesel engine by replacing the throttle valve with an injection amount adjusting lever of a fuel injection pump of the diesel engine.

[0024]

As described above, according to the rotational speed adjusting device for an internal combustion engine of the present invention, the adjusting member can be set in accordance with the driving conditions such as normal running, traction control running and cruise control running. The operation amount can be adjusted, and further, even if the motor, the control device, or the like fails, the internal combustion engine is prevented from over-rotating, and safety is ensured.

[Brief description of drawings]

FIG. 1 is a partial perspective view showing a first embodiment of the present invention.

FIG. 2 is a schematic diagram showing a first embodiment of the present invention.

FIG. 3 is a partial perspective view showing a second embodiment of the present invention.

[Explanation of symbols]

 1 accelerator pedal (accelerator operating system) 2 throttle valve (adjusting member) 3 accelerator lever 4 motor (driving means) 5 fixed intermediate lever (interlocking lever) 6 rotating intermediate lever (intermediate lever) 7 accelerator wire (accelerator operating system) 11 shaft (Rotation shaft) 12 Clutch 13 Tensile spring (first biasing means) 14 Tensile spring (second biasing means) 15 Tensile spring (third biasing means) 20 ECU (control device)

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification code Internal reference number FI technical display location F02D 11/10 N 9038-3G

Claims (2)

[Claims] 1. An internal combustion engine in which an operation amount of an adjusting member for adjusting a rotation speed of the internal combustion engine can be adjusted by both an accelerator operation system operated by a driver and an electric operation system driven by a control device. In the rotational speed adjusting device, the adjusting member that is operated in the speed increasing direction and the speed decreasing direction to adjust the rotational speed of the internal combustion engine, the first biasing means that biases the adjusting member in the speed increasing direction, and the adjusting member. An interlocking lever that rotates together with the interlocking lever, an intermediate lever that has a rotating shaft that is coaxial with the rotating shaft of the interlocking lever, and that engages with the interlocking lever in the speed increasing direction of the adjusting member; Second urging means for urging the adjusting member in the most decelerated state against the first urging means, and rotating shafts of the interlocking lever and the intermediate lever. Has a coaxial rotation axis An accelerator lever that engages the intermediate lever in the decelerating direction of the adjusting member; an accelerator operating system that rotates the accelerator lever according to a driver's operation amount; and an adjusting lever of the adjusting member according to a command from a control device. A rotation of an internal combustion engine, comprising: a drive unit that adjusts an operation amount; and a clutch that is interposed between the adjustment member and the drive unit and that connects and disconnects the connection between the adjustment member and the drive unit. Speed control device. 2. The accelerator operating system includes a link mechanism for rotating the accelerator lever according to a driver's operation amount.
The rotation speed adjusting device for an internal combustion engine according to claim 1, further comprising a third urging unit that urges the accelerator lever in a decelerating direction of the adjusting member.