JPS58178840A - Apparatus for driving automobile at constant speed - Google Patents
Apparatus for driving automobile at constant speedInfo
- Publication number
- JPS58178840A JPS58178840A JP57061480A JP6148082A JPS58178840A JP S58178840 A JPS58178840 A JP S58178840A JP 57061480 A JP57061480 A JP 57061480A JP 6148082 A JP6148082 A JP 6148082A JP S58178840 A JPS58178840 A JP S58178840A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- negative pressure
- valve
- pipe
- throttle valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/06—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure
- B60K31/10—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means
- B60K31/102—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
- B60K31/105—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
- B60K31/107—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor the memory being digital
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Supercharger (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Controls For Constant Speed Travelling (AREA)
Abstract
Description
【発明の詳細な説明】
即ちターボチャージャー伺きエンジンにト１設する定速
走行装置に関する。DETAILED DESCRIPTION OF THE INVENTION In other words, the present invention relates to a constant speed traveling device in which a turbocharger is installed in an engine.
エンジンへの給気量に比例する燃料音、インジェクタよ
りエンジンの燃焼室内に噴射する型式のエンジンに、過
給機を旬設し、かつ定速走行装置全備えた自動車エンジ
ン燃焼室に周知である。この型式のエンジンの定速走行
装置＆；Ｊ： ％エンジンのインテークマニホルドから
の負圧を作動圧としコンピュータからの制御信号により
制御されるアクチュエータによってスロノトル・・ルブ
の開度を制御’ｆｌｌ１１．、定速走行がなされる。Fuel noise is proportional to the amount of air supplied to the engine, and is well known in automobile engine combustion chambers that are equipped with a supercharger and are equipped with a constant-speed running device, in engines that inject fuel into the combustion chamber of the engine from an injector. . Constant speed running device for this type of engine &; J: % Controls the opening of the throttle valve by an actuator that uses the negative pressure from the engine's intake manifold as the operating pressure and is controlled by a control signal from the computer. , constant speed driving is performed.
ところで、この型式のエンジンで過給機が作動すると、
エンシンインテークマニホルド内の負圧が弱する傾向が
ある。この傾向はエンジン負荷が増えた時、例えは車両
の登板走行時に著しい。この負圧を作動圧としている」
−記のアクチュエータは、その結果作動負圧不足に起因
してスロットルバルブの開朋制御作動が不充分となり、
所期の定速走行制御が不能となる。これを防ぐために、
従来、別途備える電動バキュウノ、ポンプを作動させ、
不充分なる作動負圧を補充する方式も採用されている。By the way, when the supercharger is activated in this type of engine,
The negative pressure inside the engine intake manifold tends to weaken. This tendency is noticeable when the engine load increases, for example when the vehicle is running on a hill. This negative pressure is used as the operating pressure.
- As a result, the throttle valve opening control operation of the actuator described above is insufficient due to insufficient operating negative pressure,
The desired constant speed driving control becomes impossible. To prevent this,
Conventionally, a separately provided electric vacuum cleaner and pump were activated.
A method for replenishing insufficient operating negative pressure is also adopted.
しかしながら、このハキュウムポンプを別途備えること
は、それだけ全体構造全複雑化し、価額低廉化上の不利
を招く。However, providing this separate hacuum pump complicates the entire structure, which is disadvantageous in terms of cost reduction.
そこで本発明は上記のように別設バキュウムポンプを備
えることなく、過給機作動時の不足負圧全スロットルバ
ルブ作動用のアクチュエータに供給し得る定速走装置全
提供すること全目的とするものであって、この目的達成
のために本発明は、」−記アクチュエータに供給する負
圧の回路として、スロットルバルブより下流のインテー
クマニホルドに連通ずるデフユーザと、スロットルバル
ブより−に流にして過給器より下流の給気管に過給機の
出力圧応動制御弁を介して連通ずるノズルとによりエゼ
クタを構成し、このエゼクタの負圧吸入口を」−記アク
チコエータの負圧入力ボートに連通しでなる負圧発生装
置を備えたものである。Therefore, the object of the present invention is to provide an entire constant speed running device that can supply insufficient negative pressure to an actuator for operating a full throttle valve when a supercharger is operating, without the need for a separate vacuum pump as described above. In order to achieve this objective, the present invention provides a differential user that communicates with the intake manifold downstream from the throttle valve as a negative pressure circuit that supplies the actuator, and a supercharging system that flows from the throttle valve to the intake manifold. The ejector is configured with a nozzle that communicates with the air supply pipe downstream from the acticoator via the output pressure responsive control valve of the supercharger, and the negative pressure inlet of this ejector is communicated with the negative pressure input port of the acticoator. It is equipped with a negative pressure generating device.
ところがこの定速走行装置でなお残る問題な」、上記の
過給機出力圧応動の制御弁が、定速走行作動がなされて
いないときでも、開弁し、その結果定速走行作動体止中
でも、負圧発生装置が作動する無駄のあることである。However, a problem that still remains with this constant-speed running system is that the above-mentioned supercharger output pressure-responsive control valve opens even when constant-speed running is not being performed, and as a result, even when the constant-speed running system is not operating, the control valve responds to the output pressure of the supercharger. , there is a waste of the negative pressure generator operating.
この問題全解消するのも本発明の目的であって、この目
的のために前記コンピュータに接続された電磁バルブを
備え、こｆｌｉコンピュータからの定速走行非作動の入
力信号に応答して、負圧発生装置の有するサーボ機構全
圧力ロックし、従って、過給機出力圧応動制御弁を閉弁
にロック１−１負圧発生装置をそのノズルに気流を送ら
ず、不作動に保持するものである。It is an object of the present invention to completely eliminate this problem, and for this purpose, the present invention includes an electromagnetic valve connected to the computer, and a negative The servo mechanism of the pressure generating device locks the entire pressure, and therefore the supercharger output pressure response control valve is closed. 1-1 The negative pressure generating device is held inactive without sending airflow to its nozzle. be.
以下図について本発明全説明する。図において左方の（
１）はエアフィルタ、（２）はフローメータ、（３）は
過給機を示し、（３ａ）は圧縮機、（３ｂ）はこの圧縮
機に直結された排気タービン全それぞれ示す。（４）は
給気管、（４ａ）はインテークマニホルド、（５）ｄ、
エンジンブロック、（６）はピストン、（７）は燃焼室
、（８〕は燃料噴射ノズル、（９）は排気マニホルド、
（Ｈ）ｌ ｌ：排気管、（Ｉｌｌ 、 （＋２１はバル
ブ、０３１はスロットルバルブである。The invention will be fully explained with reference to the following figures. In the figure, on the left (
1) shows an air filter, (2) shows a flow meter, (3) shows a supercharger, (3a) shows a compressor, and (3b) shows all exhaust turbines directly connected to this compressor. (4) is the air supply pipe, (4a) is the intake manifold, (5)d,
Engine block, (6) is the piston, (7) is the combustion chamber, (8) is the fuel injection nozzle, (9) is the exhaust manifold,
(H) l l: Exhaust pipe, (Ill, (+21 is the valve, 031 is the throttle valve.
０４）幻コンピュータであって、車速検知器、比較器等
を有し、設定された車速と実際の車速との差を検出し、
これ全制御信号に変換し、アクチュエータ（１５）に送
る。アクチュエータ（１５）は電磁バルブ（１６）とパ
ワーピストン０７）と全内蔵するケーシング（１８＋
を有する。ケーシング０８１内はピストン（１７）によ
って変圧室０９）と定圧室（２０）とに区画されている
。ピストン（１７）は点線で示すようにスロットルバル
ブ（１３）に連動する。電磁バルブ（１６１は変圧室θ
９）に通ずる負圧入力ボート（２１１及び人気に通ずる
人気ホード（２２）の何れか一方を開き他を閉じる弁（
２３）を有する。04) A phantom computer that has a vehicle speed detector, a comparator, etc., and detects the difference between the set vehicle speed and the actual vehicle speed,
This is converted into a total control signal and sent to the actuator (15). The actuator (15) consists of a solenoid valve (16), a power piston 07) and a fully built-in casing (18+
has. The interior of the casing 081 is divided by the piston (17) into a variable pressure chamber 09) and a constant pressure chamber (20). The piston (17) is interlocked with the throttle valve (13) as shown by the dotted line. Solenoid valve (161 is the pressure change chamber θ
9) A valve (211) that opens either one of the negative pressure input boat (211) leading to the port (211) and a valve (22) that opens the other and closes the other.
23).
」二記の負圧入カポ−１−（２＋１は管０４）により負
圧発生機（２５）に通ずる一圧発生機（２５１は下方に
ノズル（２ｔｉｌとデフユーザ（２７）と吸入口ｔ２８
＋ ’を有するエゼクタ（２９ｉを有する。ノズル（２
［ｉｌは圧力応動弁ｆ３０＋ ’ｉ介し、管（３］１
’に介して給気管（４）、即ち、スロットルバルブ（１
：（＋より上流にして過給器（３）より下流に連通する
〇デフユーザ０γ）は管（，４８１ｋ介してスーツ１゛
ルバルブ＋１３１より下流のインテークマニホルド（４
ａ）に連通ずる。吸入口（２８１Ｕアクチュエータ（１
５）の負圧入力ボート（２１）からの管（２４Ｊが連結
されている。A single pressure generator (251 is connected to a negative pressure generator (25) through a negative pressure input capo 1- (2+1 is pipe 04) (251 is a nozzle (2til), a differential user (27) and an inlet port T28 downward)
Ejector (29i) with +'; nozzle (2
[il is connected to the pipe (3] 1 through the pressure-responsive valve f30+ 'i
' through the air supply pipe (4), i.e., the throttle valve (1
:(〇Differential user 0γ which is connected upstream from + and downstream from supercharger (3)) is connected to the intake manifold (4
Connects to a). Inlet (281U actuator (1)
The pipe (24J) from the negative pressure input boat (21) of 5) is connected.
上記圧力応動弁（３ｔｌ＋は弁（３力とシー１− （３
３１とを有する。弁（３２）は上方のピストン（３４）
と一体ｋｆｔし、ピストン（３４）はケーシング（３５
）内を定圧室（３１ｊｌ及び変圧室ぐ３７）に区画する
。The above pressure-responsive valve (3tl+ is the valve (3 force and sea 1- (3
31. The valve (32) is connected to the upper piston (34)
The piston (34) is integrated with the casing (35
) is divided into constant pressure chambers (31jl and variable pressure chambers 37).
図の右上方に示すように負圧発生１’＆ （２５１の定
圧室（あ）は、電磁バルブ（４（１）を介し、共通の管
６１）を介して左方の給気管（４）に通ずる。As shown in the upper right of the figure, the constant pressure chamber (A) of negative pressure generation 1'& (251) is connected to the left air supply pipe (4) via the solenoid valve (4 (1), common pipe 61). It leads to
次に作動を説明する。エンジンが始動すると、図左に方
のエアーフィルタ（１）ヲ介して吸入された空気は、フ
ローメータ（２）と過給機（３）、給気管（４）、イン
テークマニホルド（４ａ）Ｖ経て燃焼室（７）に供給さ
れる。コンピュータ（Ｉ４）に所望の車速、例えば１時
速６０ Ｋ１１ｌ ｆ設定すると、この時速相当の信号
のアクチュエータ（１５）に送る。この信号入力相当け
に、電磁弁（１６）は、その信号入力相当に負圧入力ポ
ート（２１）と大気ボート（２２＋の開弁時間比を得る
ように作動する。負圧入力ボート（２１）にはインテー
クマニホルド（４ａ）のスロットルバルブ（１３１より
下流部分からの負圧が、管Ｃ３８）、デフエーザ（２’
／） 、吸入口（Ｊｌｉｊ、管（２４）を介して働いて
いるから、電磁弁（Ｉ６）の−に記作動により、変圧室
０１ｊ）内には、コンピュータ（１４）からの信号入力
に応答する負圧が働く。従って、この負圧に応じた、即
ち信号入力に応じたスＩ・ローフをパワーピストン（１
７）がナシて、スロットルバルブ（Ｉ３）の開度全、設
定された時速が得られる開度に制御し、車両の定速走行
がなされる。コンピュータは設定された車速と実際の中
速との間に差が発生すると、コンピュータ（１４）から
修正信号が発せらｆＬる。この修正信号を受けた電磁弁
（ｌ ｆｉｌが作動して、アクチュエータ（１５１はス
ロットルバルブ（１：（ｌ ｆ 操作し、エンジンへの
給気全修正して定速走１■のためのエンジンの運転がな
される。Next, the operation will be explained. When the engine starts, the air sucked in through the air filter (1) on the left side of the diagram passes through the flow meter (2), the turbocharger (3), the air supply pipe (4), and the intake manifold (4a). It is supplied to the combustion chamber (7). When a desired vehicle speed is set in the computer (I4), for example, 60 K11lf per hour, a signal corresponding to this speed is sent to the actuator (15). Corresponding to this signal input, the solenoid valve (16) operates so as to obtain a valve opening time ratio of the negative pressure input port (21) and the atmospheric port (22+) corresponding to the signal input.Negative pressure input port (21) The negative pressure from the downstream part of the throttle valve (131) of the intake manifold (4a) is applied to the pipe C38, the defeaser (2'
/) Since the inlet (Jlij) is working through the pipe (24), by the operation described in - of the solenoid valve (I6), the inside of the transformation chamber 01j responds to the signal input from the computer (14). Negative pressure works. Therefore, according to this negative pressure, that is, according to the signal input, the power piston (1
7) is omitted, the throttle valve (I3) is controlled to the full opening degree so that the set speed can be achieved, and the vehicle runs at a constant speed. When a difference occurs between the set vehicle speed and the actual medium speed, the computer (14) issues a correction signal fL. In response to this correction signal, the solenoid valve (l fil) is operated, and the actuator (151 is the throttle valve (1:(l f)) is operated to completely correct the air supply to the engine and adjust the engine speed for constant speed running 1. Driving is done.
ところでエンジンの負荷が急に増した時、例えば登板ｌ
持には、エンジン出力をそれ相当ｔ（上げるためにスロ
ットルバルブ（１：ｌＫアクチュエータ（１５）により
作動されて開［、に増す。その結果排気の出力も増し、
過給機（３）も出力を増す。これらの影響全骨けてイン
テークマニホルド（４ａ）内の負圧が、それまでより弱
廿り、スロットルバルブ（１３＋の下流でも、はとんど
大気比に近イｖ）した圧に変る。その結果、この個所の
負圧を管（、＋８１で導き作動圧としているアクチュエ
ータ（１５，１ｋ；丁、作動用負圧が不足する。そのた
め、もし以Ｆ説明の負圧発生器（２５）の作動がないと
すれは正常なスロットルバルブ（１３１の制御が不能と
なって、定速走行の目的が達せられないことになる。By the way, when the load on the engine suddenly increases, for example,
During this period, the throttle valve (1:1) is actuated by the K actuator (15) to open the engine to increase the engine output by a corresponding amount. As a result, the exhaust power also increases,
The supercharger (3) also increases its output. As a result of all these effects, the negative pressure inside the intake manifold (4a) becomes weaker than before, and changes to a pressure that is close to atmospheric pressure even downstream of the throttle valve (13+). As a result, the negative pressure at this point is guided through the tube (+81) to the actuator (15, 1k; Without operation, normal control of the throttle valve (131) becomes impossible, and the purpose of constant speed driving cannot be achieved.
然しなから、インテークマニホルド（４ａ）のスロット
ルバルブ（１３）より上流の給気管（４）の個所の比を
管ｆ３１１ ’に−介し導いている圧力応動弁（３０）
は、この個所の昇圧に応動して開弁じ、エゼクタ（２９
）のノズル（２１ｉ１に給気管（４）からの正圧気流全
許容する。However, the pressure-responsive valve (30) guiding the ratio of the air supply pipe (4) upstream of the throttle valve (13) of the intake manifold (4a) to the pipe f311'.
The valve opens in response to the increase in pressure at this location, and the ejector (29
) nozzle (21i1) allows full positive pressure airflow from the air supply pipe (4).
エゼクタ（、Ｉ９１ ｉ通過した気流は、デフユーザ（
２７）とｖｔ ｃ、３ｓ＋ を経て再びインテークマニ
ホルド（４ａ）のスロットルバルブ（Ｉ３）より下流に
流れる。このときエゼクタ（２９＋に発生する負圧は吸
入口（２８）と管（２４１’ｉ介し、アクチュエータ（
１５１の負圧入力ボート（２１＋に供給さ扛る。従って
アクチュエータ（１５）の作動用負圧の不足を招くこと
なく、正常にスロットルバルブ（１３）の開度制御がな
されるものである。The airflow that has passed through the ejector (, I91 i) is
27) and vt c, 3s+, and flows again downstream from the throttle valve (I3) of the intake manifold (4a). At this time, the negative pressure generated in the ejector (29+) is passed through the suction port (28) and the pipe (241'i) to the actuator (
It is supplied to the negative pressure input boat (21+) of 151. Therefore, the opening degree of the throttle valve (13) can be normally controlled without causing a shortage of negative pressure for operating the actuator (15).
上記の作動は給気管内における過給機出力圧に圧力応動
弁（３（１１が応動してなされるものである。２負圧発
生機（２５）の定圧室（３６）内のスプリング（４１）
は、ピストン（３４１ｋ 、ノズル（２９）への過給機
出力圧の所定値以上に対し応動させて圧力応動弁（３０
）−ｅ開弁するように荷重設定がなされているだけであ
るので、もし電磁弁（４０）の備えがなければ定速走行
作動がなされていないときでも、圧力応動弁（、ｉｆｌ
＋全ピス全ピストコン）が開弁させることになる。その
結果、定速走行作動をしでいないときでも、負圧発生ｉ
（、Ｉ５１が作動することになる。この場合に１丁も
・（３１１、エゼクタ帖］）、管（１３８１ｋ介するバ
イパス回路がスロットルバルブ（１３）に作られること
Ｋなり、スロットルバルブ制御が狂うことになる。The above operation is performed by the pressure-responsive valve (3 (11) in response to the supercharger output pressure in the air supply pipe.2 The spring (41) in the constant pressure chamber (36) of the negative pressure generator (25) )
The pressure-responsive valve (30
)-e Since the load is only set so that the valve opens, if the solenoid valve (40) is not provided, the pressure-responsive valve (, ifl
+ all pistons and all pistons) will open the valve. As a result, negative pressure is generated even when constant speed driving is not completed.
(, I51 will be activated. In this case, a bypass circuit will be created in the throttle valve (13) via the pipe (1381k), and the throttle valve control will be disrupted. become.
然るに本発明の電磁弁１４０＋ Ｎコンピュータ（１イ
）からの定速走行不作動の入力信号を実線図示の回路を
介して受け、開弁して定圧室（ア）内に過給機出力圧を
導く。その結果ピストン（３＝Ｉ＋は両側に［ｆ１］圧
全受圧してロックされ、圧力応動弁Ｃｌ０Ｉ ｆ、ｒ閉
弁にロックする。従ってエゼクタ（２！１１は不作動と
なす負圧発生装置は不作動に保持される。従ってアクチ
ュエータ（１５）の負圧入カポ−ｉ （２１＋に対し、
定速走行がなされていないときは負圧を送らない○
以上説明のように本発明ｔ、１１、過給機の出力圧が所
定値に達したとき、圧力応動弁＋３１１）が開弁してエ
ゼクタ（２！１１ ｉ作動させ、得られる負圧をアクチ
ュエータ（１５）にべｑいてアクチュエータ０５；にス
ロットルバルブ（１３＋の開度制御をなさしめ前述の発
明目的全速し然も定速走行非作動中は負圧発生機を作動
さぜないため、ストップバルブをバイパスする給気系統
を形成せず、エンジンアイドリンク回転状態に４帰の時
間を短縮できる効果を得られるものである。However, the solenoid valve 140+N of the present invention receives an input signal from the computer (1a) to disable constant speed running through the circuit shown by the solid line, opens the valve, and releases the supercharger output pressure into the constant pressure chamber (a). lead. As a result, the piston (3=I+ receives the full [f1] pressure on both sides and is locked, and the pressure-responsive valves Cl0I f, r are locked closed. Therefore, the ejector (2!11 is inactive) and the negative pressure generator is Therefore, the negative pressure input capo-i (for 21+) of the actuator (15) is held inactive.
Negative pressure is not sent when the vehicle is not running at a constant speed. ○ As explained above, when the output pressure of the supercharger reaches a predetermined value, the pressure-responsive valve +311) opens. The ejector (2!11i) is operated, the obtained negative pressure is applied to the actuator (15), and the opening of the throttle valve (13+) is controlled by the actuator 05; Since the negative pressure generator is not operated inside, there is no need to form an air supply system that bypasses the stop valve, and the effect of shortening the time it takes for the engine to return to the idling rotation state is achieved.
図ｉ（Ｊ、本発明定速走行装置を示す一部縦断の系統図
である。
］・・・フィルタ、２・・・７０−メータ、３・・・過
給機、４・・・給気％、４ａ・・・インテークマニホル
ド、５・・・エンジンブロック、７・・・燃焼室、９・
・・排気マニホルド、１３・・・スロットルバルブ、、
１５・・・−ｙ り−ｙ−ユエータ、】４・・・コンピ
ュータ、３０・・・圧力応動弁、２９・・・エゼクタ、
２１・・・負圧入力ボート、２２・・・人気ボート、］
６・・・電磁弁、］７・・・パワーピストン、３４・・
・ピストン、２５・・・負圧発生機、４０・・・電磁弁
。Figure i (J is a partially longitudinal system diagram showing the constant speed traveling device of the present invention.]...filter, 2...70-meter, 3...supercharger, 4...air supply %, 4a... Intake manifold, 5... Engine block, 7... Combustion chamber, 9...
...Exhaust manifold, 13...Throttle valve,...
15...-y ri-y-yuator, ]4... computer, 30... pressure responsive valve, 29... ejector,
21...Negative pressure input boat, 22...Popular boat,]
6... Solenoid valve,] 7... Power piston, 34...
- Piston, 25... Negative pressure generator, 40... Solenoid valve.
Claims (1)
気管上に設けた過給機、エンジン燃焼室への給気量に比
例する燃料を燃焼室に噴射するインジェクタ、上記イン
テークマニホルド上Ｋ 設ケ＊スロットルバルブ、スロ
ソｌ−ルバルブ操作用の負圧応動アクチュエータ、アク
チュエータ内圧力を車速を維持する真空にするための制
御信号を発生するコンピュータ、インテークマニホルド
に連絡するテフユザ、同デフユーザに協同しエゼクタを
構成するノズル、同ノズル全上記給気管に連通ずる回路
これらノズルとデフユーザとともにエゼクタを構成する
とともにアクチュエータの有する負圧入力ポートに連通
の真空吸入用の吸入口、上記ノズルと給気管とを連絡す
る回路上に設けた常閉の圧力応動弁を有した負圧発生機
を備え、この負圧発生機はこの圧力応動弁を駆動１゛る
シーボ機構をイ′Ｎｊ設され、同ザーボ（畏構はダブル
アクチングピストン全有し、同ピストンの両側の受１上
面にともに等しい過給機出力圧を受圧させる回路と同回
路トに同ピストンの片側受圧面への過給機出力圧の供給
全制御するコンピュータよりの制御イ菖吋応答の電４磁
弁を備えたことを特徴とする自すνＩ Ａ１． ＩＴＩ
定速走行装置。An air supply pipe leading to the engine intake manifold, a supercharger installed on this air supply pipe, an injector that injects fuel into the combustion chamber in proportion to the amount of air supplied to the engine combustion chamber, a throttle valve above the intake manifold, A negative pressure response actuator for operating the throttle valve, a computer that generates a control signal to reduce the pressure inside the actuator to a vacuum that maintains the vehicle speed, a tension user that communicates with the intake manifold, and a nozzle that cooperates with the differential user to form the ejector. A circuit in which all of the nozzles communicate with the air supply pipe. These nozzles and the differential user together form an ejector, and an inlet for vacuum suction that communicates with the negative pressure input port of the actuator is provided on the circuit that communicates the nozzle with the air supply pipe. A negative pressure generator is equipped with a normally closed pressure-responsive valve, and this negative pressure generator is equipped with a servo mechanism that drives the pressure-responsive valve. A circuit that has all pistons and receives the same supercharger output pressure on the upper surface of receiver 1 on both sides of the piston, and a computer that controls the supply of supercharger output pressure to one pressure receiving surface of the piston. A1.ITI A1.
Constant speed running device.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57061480A JPS58178840A (en) | 1982-04-12 | 1982-04-12 | Apparatus for driving automobile at constant speed |
| US06/483,605 US4485782A (en) | 1982-04-12 | 1983-04-11 | Constant speed control devices for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57061480A JPS58178840A (en) | 1982-04-12 | 1982-04-12 | Apparatus for driving automobile at constant speed |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS58178840A true JPS58178840A (en) | 1983-10-19 |
Family
ID=13172276
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57061480A Pending JPS58178840A (en) | 1982-04-12 | 1982-04-12 | Apparatus for driving automobile at constant speed |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58178840A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4790403A (en) * | 1985-12-21 | 1988-12-13 | Aisin Seiki Kabushiki Kaisha | Output condition monitor apparatus for a velocity sustaining device |
| JP2010255470A (en) * | 2009-04-22 | 2010-11-11 | Toyota Motor Corp | Intake device for internal combustion engine |
-
1982
- 1982-04-12 JP JP57061480A patent/JPS58178840A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4790403A (en) * | 1985-12-21 | 1988-12-13 | Aisin Seiki Kabushiki Kaisha | Output condition monitor apparatus for a velocity sustaining device |
| JP2010255470A (en) * | 2009-04-22 | 2010-11-11 | Toyota Motor Corp | Intake device for internal combustion engine |
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