JPH0612226Y2 - Engine controller - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to an engine control device that adjusts engine output independently of accelerator operation.

(Prior Art) Conventionally, for controlling the output of an engine, for example, an electrically operated actuator is connected to a throttle valve of the engine, and the throttle valve operates the accelerator according to an accelerator operation amount and other states. For example, Japanese Patent Application Laid-Open No. 59-59359 discloses a technique in which drive adjustment can be made independently of
It is publicly known as seen in Japanese Patent Publication No. 153945.

(Problems to be solved by the invention) In the engine control device as described above,
If the actuator or the control system that drives the throttle valve to open or close fails, it is not possible to know what kind of operating state the throttle valve will have and to avoid operating in a state where engine output is generated more than requested. When the above failure occurs, a mechanism for forcibly returning the throttle valve, that is, the engine output adjusting member to the stopped state is attached, but once the above failure occurs, the engine cannot start and the vehicle is brought into the repair shop. Etc. will be supported.

With respect to the above point, for example, an electromagnetic clutch is provided between the output adjustment member and the actuator that electrically drives the output adjustment member, and the actuator and the output adjustment member are connected in a normal state where no failure occurs. Then, the output adjusting member may be operated based on the operation of the actuator, while the electromagnetic clutch is switched to mechanically connect to the accelerator operation to operate the output adjusting member when a failure occurs.

However, in the structure as described above, the output adjusting member is normally provided with a return spring and is urged in the direction of reducing the output, and the electromagnetic clutch acts as an actuator with a pressure force greater than the urging force of the return spring. It is necessary to connect with the output adjusting member, and this electromagnetic clutch becomes large in size, resulting in an increase in manufacturing cost.

Therefore, in view of the above circumstances, the present invention provides a mechanism for mechanically connecting the output adjusting member to the accelerator operation even when a failure occurs in the output control system of the engine and enabling the operation by a simple structure. An object of the present invention is to provide an engine control device that can be configured at low cost.

(Means for Solving the Problems) The control device of the present invention is such that the fixed gear is fixed to the first shaft that is rotationally operated by being connected to the output adjusting member that adjusts the engine output, and the first gear is provided on both sides of the fixed gear. A first shaft and a second gear are arranged free from the one shaft, and the first gear is driven by being linked to an electric actuator,
A sleeve member is provided to drive the second gear mechanically in association with the accelerator operation, and further to selectively connect the first gear or the second gear to the fixed gear to integrally rotate the gear, thereby causing an electrical failure. Sometimes, the sleeve member is moved in the axial direction so that the fixed gear and the second gear move from the connected state of the fixed gear and the first gear.
It is characterized in that a switching drive means for switching to a coupling state with a gear is provided, and a width of the sleeve member is formed narrower than a width of the fixed gear plus clearances on both sides.

(Operation) In the engine control device as described above, the sleeve member is axially moved by the switching drive means between the normal state and the failure state, and in the normal state, the first gear and the fixed gear that operate in cooperation with the actuator are operated. And the output adjusting member is operated according to the driving of the actuator, and when the failure occurs, the second gear and the fixed gear are connected to operate the output adjusting member mechanically linked to the accelerator operation. In this way, even when a failure occurs in the control system or the like, it is possible to move to the maintenance shop with the minimum engine operation.

Further, since the width of the sleeve member is narrower than the width of the fixed gear plus the clearances on both sides, the sleeve member does not mesh with the first gear and the second gear at the same time, and the switching drive means is provided when the failure occurs. Thus, while the sleeve member is being operated from the first gear to the second gear side, the fixed gear is in a neutral state and the output adjusting member is returned to the initial state and is mechanically connected to the accelerator operation. In this case, when the accelerator is released, it is connected so that it will be in the idle state without fail.

Embodiment An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a vertical sectional view of the control device of this embodiment, and FIG. 2 is a sectional view taken along the line II-II in FIG.

The control device 1 includes a first shaft 4 and a second shaft 4 which are rotatably supported in parallel by a bearing 3 with respect to a housing 2.
And a shaft 5. One end of the first shaft 4 projects outward from the housing 2, and a first pulley 6 is fixed to the projecting end so as to rotate integrally with the first shaft 4. The end portion of the output adjusting wire 7 connected to the output adjusting member of the engine such as the throttle valve (gasoline engine) of the intake passage or the control lever (diesel engine) of the fuel injection pump is connected, and the first shaft 4 of the first shaft 4 is connected. It is configured to adjust the engine output by rotating operation.
On the other hand, the other end of the second shaft 5 on the opposite side projects outward from the housing 2, and the second pulley 8 is fixed to the projecting end so as to rotate integrally with the second shaft 5. An end portion of an accelerator wire 9 connected to an accelerator pedal (not shown) is connected to the second pulley 8 so that the second shaft 5 is rotationally operated mechanically in association with the accelerator operation. In addition, the second shaft 5
A return spring 10 formed of a torsion coil spring is provided for the (second pulley 8), and when the second shaft 5 is operated in a direction in which the accelerator operation amount decreases, the second shaft 5 follows this. It is biased to rotate in the return direction.

A fixed gear 12 is fixed to the first shaft 4 so as to rotate integrally with the first shaft 4 in the housing 2. Further, needle bearings 13 are provided on both sides of the fixed gear 12 with respect to the first shaft 4, respectively.
The first gear 14 and the second gear 15 are rotatably fitted in via.

The first gear 14 includes a coupling gear portion 14a having the same diameter, which is located adjacent to the fixed gear 12, and an outer large diameter constant meshing gear portion 14b. The meshing gear portion 14b has an output adjustment function. A drive gear 17 at the tip of the drive shaft 16a of the stepping motor 16 is meshed as an electric actuator for. Therefore, the first gear 14 is rotated as the stepping motor 16 is driven to rotate.

On the other hand, the second gear 15 is provided with a coupling gear portion 15a having the same diameter, which is located adjacent to the fixed gear 12, and an outer small diameter constant meshing gear portion 15b. An accelerator-side drive gear 18 fixed to the second shaft 5 is meshed. Therefore, the second gear 15 is rotationally operated as the second shaft 5 is rotationally driven by the accelerator operation.

Further, an internal gear portion 19 is provided on the outer peripheral portion of the fixed gear 12.
A sleeve member 19 having b is mounted so as to be movable in the axial direction, and the sleeve member 19 has an outer peripheral tooth portion 12a of the fixed gear 12 and a coupling gear portion 1 of the first and second gears 14 and 15.
The fixed gear 12 and the first gear 1 are capable of meshing with 4a and 15a.
4 or the second gear 15 is selectively connected. Then, the fork portion 21a of the shift fork 21 is engaged with the outer peripheral groove portion 19a of the sleeve member 19, and the movement operation of the sleeve member 19 in the axial direction is performed. The width of the sleeve member 19 is made narrower than the width of the fixed gear 12 with clearances on both sides so as not to mesh with the coupling gear portion 14a of the first gear 14 and the coupling gear portion 15a of the second gear 15 at the same time. Has been done.

As shown in FIG. 2, the shift fork 21 has a pin 22 whose base portion 21b is installed in parallel with the first shaft 4.
It is slidably supported by. Further, an operating rod 23a of a linear solenoid 23 as a switching drive means is linked to the other end of the shift fork 21.
The shift fork 21 is biased toward the second gear 15 side by a spring 24 that is compressed around the outer periphery of the pin 22, and a stopper 25 is provided on the opposite side. The linear solenoid 23 moves the sleeve member 19 to the first gear 14 side through the shift fork 21 when the rod 23a is retracted by the application of an ON signal, that is, a drive voltage, while it is in a free state by an OFF signal, that is, the power is turned off. And the protrusions are activated.

A throttle sensor 26 for detecting the throttle opening degree from the rotation angle of the first shaft 4 is installed at the end of the first shaft 4 opposite to the first pulley 6, and the second pulley of the second shaft 5 is provided. An accelerator sensor 27 for detecting the accelerator operation amount from the rotation angle of the second shaft 5 is provided on the side opposite to 8.
Is installed.

The shape of the tooth portion 12a of the fixed gear 12, the shape of the coupling gear portions 14a and 15a of the first gear 14 and the second gear 15,
As shown in FIG. 3 to FIG. 7, the internal gear portion 19b of the sleeve member 19 has a tooth shape of the fixed gear 12 and a tooth shape of the sleeve member 19 which are substantially the same and slidably fitted to each other. The coupling gear portion 14 of the first gear 14 and the second gear 15
The inner ends of the teeth of a and 15a are chamfered to facilitate fitting with the sleeve member 19. In addition, the coupling gear portion 15a of the second gear 15
Is smaller than the number of teeth of the sleeve member 19, and the width A of each tooth in the circumferential direction (see FIG. 6) is smaller than the width B of the inner teeth of the sleeve member 19 (see FIG. 7). There is.

Further, as shown in FIG. 8, the shift fork 21 has projections 21c that engage with groove portions 19a on the outer circumference of the sleeve member 19 at three locations on the inner circumference of the fork portion 21a.
Is provided.

Next, the operation of the control device 1 will be described. First, in the normal state where no failure occurs, the linear solenoid 2
Due to the output of the ON signal to 3, the shift fork 21 moves against the spring 24, and the sleeve member 19 is moved to a position for connecting the fixed gear 12 and the first gear 14 as shown in the drawing. As a result, the driving force of the stepping motor 16 is transmitted from the first gear 14 to the first shaft 4 via the sleeve member 19 and the fixed gear 12, and the output adjusting member such as the throttle valve is electrically operated by the operation of the stepping motor 16. Drive control. The stepping motor 16 outputs a control signal from a control unit that calculates a control amount based on signals such as an accelerator operation amount, an engine speed and the like. In this state, the second gear 15 is free and simply rotates freely in response to the operation of the accelerator wire 9.

On the other hand, when the stepping motor 16 or the control system of the control unit or the like fails to drive the stepping motor 16 to a predetermined operating state corresponding to the operating state, an OFF signal is sent to the linear solenoid 23. The shift fork 21 is output and is moved from the coupling position with the first gear 14 to the second gear 15 side by the expansion operation of the rod 23a of the linear solenoid 23 and the urging force of the spring 24. Since the width of the sleeve member 19 is formed to be substantially the width of the fixed gear 12 with this movement, when the sleeve member 19 is disengaged from the first gear 14, the fixed gear 12 moves to the first and second gears 14, Neutral state where both 15 are not coupled,
The first shaft 4 is rotated by the return spring of the output adjusting member and returns to the initial position (idling position).
The initial setting of each part is performed in the neutral state.

Further, when the sleeve member 19 moves toward the second gear 15, the sleeve member 19 moves to the fixed gear 12 and the second gear 15.
Combine with. As a result, the driving force of the second shaft 5 rotated by the accelerator wire 9 is transmitted from the second gear 15 to the first shaft 4 via the sleeve member 19 and the fixed gear 12, and the output adjusting member such as the throttle valve operates the accelerator. Is mechanically driven directly. The sleeve member 1
9 in the engagement movement of the second gear 15 with the second gear 1
The coupling gear portion 15a of No. 5 has a small number of teeth as described above to easily and surely engage and move the sleeve member 19 to the second gear 15 side, and the tooth width A in the circumferential direction is narrow, so that the accelerator operation can be performed. Play is caused in the mechanical connection with the output adjustment member to prevent the output adjusting member from being in the full throttle state when a failure occurs, and inform the driver of the abnormality. By the above operation, even if a failure occurs, the engine output operation can be performed and the engine can be moved to a repair shop or the like.

In the above-described embodiment, when the power supply to the linear solenoid 23 that drives the shift fork 21 is turned off, the sleeve member 19 is configured to connect the second gear 15 on the fault side. It is also possible to deal with the occurrence of a failure due to the disconnection of the solenoid 23. Also, during maintenance, it is directly connected to the accelerator operation with the power off, so check the operation of the output adjustment member,
Can be adjusted.

Further, the shift fork 21 is slidably supported by the pin 22, so that the malfunction of the shift fork 21 due to the tilt thereof can be eliminated and the rigidity of the rod 23a of the linear solenoid 23 can be reduced. Also, the shift fork 2
When 1 and the pin 22 are spline-engaged, a load is not applied to the sleeve member 19 due to the rotation of the shift fork 21, and a more accurate operation can be obtained. further,
The fork portion 21a of the shift fork 21 has three protrusions 21c that engage with the outer peripheral groove portion 19a of the sleeve member 19 at three positions.
With the provision of the above, the function of preventing the sleeve member 19 from falling is equivalent to that of engaging with the entire circumference of the fork portion 21a, and the contact area with the sleeve member 19 is reduced to reduce sliding resistance. The operation reliability is improved as a whole.

Further, by disposing the throttle sensor 26 and the accelerator sensor 27 in the housing 2 of the control device 1, the output adjusting member and the accelerator pedal can be installed without complicating the peripheral structure. .

(Effects of the Invention) According to the present invention as described above, the operation of switching the connection of the fixed gear and the first gear or the second gear by the movement of the sleeve member to enable the electric drive under normal conditions, A mechanism that enables mechanical operation at the time of failure so that even if a failure occurs in the control system, it is possible to move to the maintenance shop with the minimum engine operation without using a large electromagnetic clutch. It can be realized at a low cost with a simple structure.

That is, the switching drive means for driving the sleeve member only needs to move and position the sleeve member and does not participate in the transmission of the driving force for operating the output adjusting member. It is possible to obtain a reliable operation even by changing the configuration.

Further, since the width of the sleeve member is formed to be narrower than the width of the fixed gear plus the clearances on both sides, during the operation of the sleeve member from the first gear to the second gear side by the switching drive means when a failure occurs, There is a state in which the sleeve member meshes only with the fixed gear, and this fixed gear is connected to the mechanical direct connection state with respect to the accelerator operation after the output adjusting member returns to the initial state by the neutral state. As a result, the sleeve member and the second gear can be downsized without requiring a large operating force when they are coupled to each other, and the output adjusting member is in an idle state when the accelerator is not operated, so that the accelerator operation thereafter cannot be performed. It can be secured.

[Brief description of drawings]

1 is a longitudinal sectional view of an engine control device according to an embodiment of the present invention, FIG. 2 is a sectional view taken along line II-II of FIG. 1, and FIG. 3 is a fixed gear, first and second gears. FIG. 4 is a front view of the connecting gear portion of the first gear, FIG. 5 is a front view of the fixed gear, and FIG. 6 is a front view of the connecting gear portion of the second gear. The drawing is a front view of the sleeve member, and FIG. 8 is a front view of the shift fork. 1 ... Control device, 4 ... 1st shaft, 5 ... 2nd shaft, 7 ... Output adjustment wire, 9 ... Accelerator wire, 12 ... Fixed gear, 14 ... 1st gear, 15 ... 2nd gear, 14a, 15a ... coupling gear part, 16 ... stepping motor (actuator), 19 ... sleeve member, 21 ... shift fork, 23 ... linear solenoid (switching drive means).

Claims (1)

[Scope of utility model registration request] 1. A control device for an engine, wherein an engine output is electrically controlled independently of an accelerator operation, the control device being connected to an output adjusting member for adjusting the engine output, the output adjusting member being rotated by the rotation adjusting member. A first shaft to be operated is provided, and a fixed gear that rotates integrally with the first shaft is fixed to the first shaft, and the first gear and the second gear are fitted to both sides of the fixed gear independently of the first shaft. Inserted, the first gear is driven by an electric actuator, while the second gear is mechanically linked to the accelerator operation and driven, and further, the first gear or the second gear with respect to the fixed gear. A sleeve member for selectively coupling and rotating integrally with the fixed gear and the first gear by moving the sleeve member in the axial direction at the time of an electrical failure. A switching drive means for switching the gear and the second gear is provided, and the width of the sleeve member is narrower than the width of the fixed gear plus the clearances on both sides. Control device for the engine.