JPS5885332A - Servo device for automatic control of internal combustion engine throttle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a servo device for automatically controlling the speed of an internal combustion engine and a method of using the same, and more particularly to a servo device used for operating a speed control throttle in a vehicle internal combustion engine. Concerning the device and how to use it.

Automatic speed control systems for wheels, whether using a vacuum-operated throttle servo or an electric motor-operated throttle servo, generally involve active movement of the servo mechanism that opens and closes the throttle. It's K.

For example, in the case of a vacuum-operated servo, the servo alternately injects air into the servo chamber or evacuates it from the servo chamber according to the upcoming speed and load variations recorded by a transverse speed transducer. Operated by two valves. Another device used in vacuum servos is an oscillating valve that injects air into or expels air from the servo chamber according to valve control impulses with variable mark-to-space ratios.

Similarly, when using an electric motor, forward or reverse
No. 6 can be applied to the motor to cause it to rotate in the required controlled direction.

One of the difficulties in self-excited speed control is the need to provide safety equipment to the device.

In this regard, vacuum delivery devices can be easily equipped with safety devices using known methods.
It's easy.

On the other hand, motor-driven servos that do not require a vacuum connection to a vehicle-width internal combustion engine are 1. Although there are advantages, safety devices are more difficult to implement. This is due to the fact that the motor-driven device drives the actuating arm of the throttle through the reduction gear and clutch; if a failure occurs, the clutch must be quickly disengaged, and the gear and clutch device must be disengaged quickly. Due to mechanical complexity, IJ
The chance of failure occurring in the clutch operation is increased if the clutch is disengaged quickly enough. Using a motor that is driven in only one direction against a restoring or biasing force avoids this problem, but requires special control equipment to prevent the motor from buckling. Motor position feedback is usually provided by a mechanical connection to a sensor such as a potentiometer.

One of the objects of the invention is to provide a servo device for automatic speed control of an internal combustion engine that operates fault-safely and efficiently, operating the speed throttle of the internal combustion engine in a controlled manner.

According to the present invention, there is provided a servo device for automatically controlling the throttle of an internal combustion engine according to an error signal, and the servo device opens the throttle against a biasing force by rotating the shaft of an electric motor in one direction. An electric motor adapted to be coupled directly to its shaft, connectable to the throttle of an internal combustion engine widthwise, in order to release the throttle by rotating it in the other direction, sampling the steady-state electric motor back emf value. a sampling circuit whose output is connected to drive the electric motor f and which also has an input for a control signal and changes the pulse waveform signal accordingly to change the electric motor torque 1 in the direction of the throttle opening rotation; a pulse generator whose output is connected to the control input 16 of the signal generator and which is connected to receive the error signal input and the IF 1 value from the sampling circuit; a control unit with one human power, for controlling the speed of an internal combustion engine,
Varying the pulse waveform signal according to the error signal, thereby rotating the shaft and opening the throttle in a controlled manner, and varying the pulse waveform signal using the sampling circuit input in addition to the error signal, thereby causing the shaft to rotate. adapted to rotate the motor to release the throttle under a biasing force and hold the electric motor in a stopped condition.

Preferably, this error signal is proportional to the difference between the helical pressure signals indicating the actual and desired speed of the parturient being driven by the internal combustion engine. This error number may, of course, be proportional to the voltage representing the actual and desired value of the internal combustion engine speed itself.

- One feature of the invention provides that the pulse waveform signal is varied and that the frequency of the constant pulse is alternatively or additionally varied.

Also, the sampling values are collected by a sample-and-hold circuit, and the sampling is arranged to be triggered by a pulse a predetermined time after the start of the pulse of the waveform signal generator.

Historically, the fA error signal has also been modified to have a stabilizing feedback circuit in order to obtain a suppressed response fF to its error signal.
- equipped to be applied to the device.

Sampling 11 is preferably used only when the pulse waveform signal is negative compared to the pulse waveform signal. This is accomplished by a diode at the output 1ull of .

Preferably, the aggregate sampled value and the error signal are summed at the input of the error signal M-widder.

Furthermore, an inhibit function can be provided that can be selectively activated (ii), said inhibit function being connected to the generator and selectively cutting off the output of the pulsed waveform to prevent the output of the pulsed waveform. According to the present invention, there is provided a method for self-exciting 'ItI control of the throttle of an internal combustion engine in response to a difference signal. The method includes: connecting an electric motor directly to a throttle, opening the throttle against a biasing force by rotating the motor shaft in a first direction; and opening the throttle by rotating the shaft in a second direction. A process of generating a pulse waveform signal under a biasing force to drive the motor and thereby opening the throttle; a process of changing the pulse waveform signal to change the motor torque in the first rotational direction; In order to control the speed of the internal combustion engine, the pulse waveform change is controlled according to the error number 1g, thereby controlling the throttle to open, and also controlling the speed of the internal combustion engine. 171 by controlling the throttle according to the sampled height.
The process of holding the throttle until the electric motor stalls is provided.

The timing of this method is to display the difference between the desired speed and the actual speed of a vehicle being driven by an internal combustion engine;
provides an error signal to the

The pulse waveform signal is changed by changing the pulse width of the waveform signal, and sampling is preferably performed after a predetermined time from the start of each pulse of pulse waveform No. 1-.

Also, the sampling values are accumulated, and they are used as the pulse waveform f
It has a sampling value that is used only when it is negative compared to a@VC.

Furthermore, the throttle of the internal combustion engine causes the waveform generator to stop sending its signal to the electric motor, allowing the motor shaft to rotate freely in the direction of release, causing the bias force to release the throttle, and preventing the normal closing or closing of the throttle. It is equipped to be able to return to the inoperative position.

As shown, the servo device 1 disables the DC motor 2,
The DC motor 2 has a shaft 3 projecting from one end thereof, and is mounted on a base 5 by means of a support 4.

The shaft 3 has at its end a pulley 6, which in use is wound around a cable 7'lr, which is connected to the throttle of the vehicle (not shown).

The throttle cable 7 has an outer jacket 8 which is attached by a bracket 9 to a support 10 which is fixed to the base 5.

Vehicle throttle, as is normally done on electric motor vehicles,
Leakage occurs in the closed position. If such a bias does not exist in the vehicle, the biasing means may be installed in the throttle of the vehicle or in the electric motor itself.

During use, current is supplied from the servo control circuitry to drive the electric motor. It will be appreciated that this current is directly proportional to the required movement of the vehicle throttle. It is clear that as the motor drive current increases, the motor rotates, causing the pulley to rotate and force the cable tm against the throttle spring bias, thereby opening the throttle J.

If no change in speed is required, a constant current is supplied to the motor and the motor force on the pulley is equal to the spring bias, so the throttle opening remains constant.

However, if that current decreases, indicating a desired decrease in vehicle speed, the spring biasing force overcomes the force of the electric motor and the cable unravels from the pulley against the braking force of the electric motor, thus causing and close the throttle to the desired degree.

If no current is supplied to the electric motor, the spring-biasing action will occur in a substantially short period of time, such as when the throttle cable is connected to a spring-biased accelerator pedal and actuated by the foot of the vehicle driver. works freely to close the throttle.

Referring now to FIG. 3, the central portion of the servo circuit includes a TCA 78 capable of generating a square wave output along its output line 12.
0 tip 11, and the pulse width of its output waveform can be varied by a control signal supplied to the tip-related power from the treadmill 13. The square wave output on the line 12 can be completely blocked by a signal from the inhibiting means 14.

The basic timing required by the chip 11 is provided by an oscillator 15, which is
It is supplied to the stage frequency divider 6. The splitter 16 supplies the required frequency to the bias means 18 through a line 17, and from there to the chip 11 through a line 19. This (earth means is equipped with an internal function of the chip 1 which requires the timing signal to pass through 0).

A voltage of -6 volts is supplied by a voltage source 20, and this voltage is supplied via line 21 to the oscillator and via line 22 to the voltage means.
This is necessary due to one special requirement.

The square wave output on the line ] 2 from the chip 11 is fed to a power amplifier 23 which feeds the drive circuit of the motor 2 via a line 24 .

This motor drive circuit is grounded at 25. A sample and hold circuit 26 is provided and connected to sample the voltage from a line 27 between the power amplifier and the motor. This circuit only semblies when it receives the signal along line 28 from the seven-stage frequency divider.

Otherwise, the circuit is interrupted by a power supply supplied from the 16 volt line.

Pulse width controller 29 receives a 16 volt power supply and its output is connected to line 13. Line 13 is the pulse width control line for chip 1.

Three inputs are provided for operating the pulse width controller to produce a pulse width control output 4j on line 13.

The first power is from the sample-and-hold circuit along line 30, and the sampled back emf '
It represents 1 pressure. The second human power is supplied from a width speed control electronics 31 which is connected via a line 32 to a pulse width controller. This vehicle width speed control electronics is installed in vehicle m33 and provides a 'voltage signal proportional to the difference between desired and actual vehicle speed. Any suitable circuitry may be used to obtain this error signal, and a wide variety of sensor elements and circuit methods are known for this purpose. 3rd human power potentiometer 35 along Kushiro 34
, which is simply the reference signal for the final calibration of this device.

The inhibit function 14 can be selected by the JLLaB5 driver and is connected to the brake pedal within the width of the vehicle so that it is activated immediately if the brake pedal is actuated.

FIG. 4 shows a more detailed circuit diagram of sample-and-hold circuit 26 and pulse width controller 29. Electric motor 2
has a diode 36 and a resistor 37 in series between its terminals in order to rapidly eliminate inductive surges resulting from back electromotive force effects after the drive current decreases.

The sampling lead line 27 includes a field effect transistor (FET) 38, a resistor 39, and a capacitor 4.
0 and tied to ground. The gate of this FET is biased through a resistor 41 from the motor drive line 2-4 and connected to 16 volts through a high resistor 42' (i-).Resistor 42 is preferably on the order of 6 megohms. ,
The -6 volts also ensures that the FET remains off until it is turned on by a pulse from circuit 28 connected to the gate of this FET.

The pulse width controller 29 is a dual operation amplifier (OPam).
p) The sample signal produced on the chip and on the line 30 is fed to the inverting input of the first operational amplifier 43 of the operational amplifier pair in inverting form. Output 4 of this operational amplifier
4 is applied across a diode 45 and a resistor 46 to a non-inverting input 47 of a second operational amplifier/fan 48 of the operational amplifier pair.

The inverting input of operational amplifier 48 is grounded, while its input 47 is connected through resistor 49 to 16 volts.

Potentiometer 35 has its intermediate lead line 34 connected to human power 47, and the error signal on line 32 is also connected to resistor 5.
Connected to this input via 0.

In this way, the convenience of calibration on the line 34, - the line 32
The error signal on the top and the sampling signal on the line 30 after passing through the operational amplifier pair 3 are input to the input 47 of the second operational amplifier.
0 normal feedback forming the summing point is provided from the output of this operational amplifier to its input 47 by means of a resistor 451 connected therebetween.

In use, the vehicle speed control electronics provide an error signal to a summing point at the input 47 of an operational amplifier 48, the output of which is passed through line 13 to the TCA 780 to control the pulse width of the motor drive signal. . This output varies between 0 and 6 volts, so that the pulse width is maximum at O volt control magnetic pressure and minimum at 6 volt control voltage. The capacitor resistor 51 ensures stability and minimal motor response when the motor is being driven.

During this period, the sampling circuit samples the back emf in percent. This sampling occurs only during the switch-on period of FET 38, which is controlled by frequency divider 16 along line 28. This divider is designed for a predetermined period of time from the start of the motor drive pulse to avoid sampling negative spikes from the inductive radiation that occurs in the motor coil after the motor drive pulse has ended. This conductive discharge is made to be sampled later.
However, the magnetic pressure is usually high due to the rotor core. The predetermined time can be obtained empirically.

The sampled value is stored on a capacitor 40 and read at the input to a first operational multiplier 43. However, this back emf sampling is only used to influence the motor drive signal during throttle release under throttle bias.

When the sampled back EMF is positive, the output of operational amplifier 43 is negative, in the direction of inaccurately reducing the error signal coming through line 32 to the summing point at input 47 of second operational amplifier 48. The diode 45 prevents this from happening.

When the pulse width is small, the sampled back emf will be negative, thus increasing the summing point voltage, increasing the motor drive current and braking the motor against the throttle (444) force. Thus, a controlled IJ-speed of the throttle is realized.

There is also a secondary feedback effect that assists in braking the motor under throttle released conditions. This secondary effect is caused by a back emf on line 24 which is sensed at the output of operational amplifier gi4B through amplifier 23 and chip 11f.

Feedback resistor 51 operates to shift the output of operational amplifier 48 according to this back electromotive force.

When the error voltage is O or minimum, the motor is controlled to balance the throttle bias and is at rest.

If the driver requests the vehicle width to return to manual speed control, activate the inhibit function and
It is possible to cut off the machine drive current.

The width throttle returns to the closed position under throttle bias. This motion is, of course, also braked by the inertia of the motor against rotation, as well as by the blade produced by the motor acting as a generator. Since diode 36 and resistor 37 dissipate this generated current, this braking force is minimal and the throttle returns to its closed position substantially simultaneously with manual control from the foot pedal.

A similar result is obtained when applying the vehicle's brakes,
Also, the stop mechanism is activated automatically.

Selection of the desired width speed is accomplished through an input to a single circuit device which generates a single difference signal, but which is not relevant to the problem at hand.

The embodiment described above is particularly suitable when using an electric motor with an iron core with windings, but it works equally well when using an electric motor of the printed circuit type. Printed circuit motors do not experience such high inductive surges because they have far fewer cores to store energy. However, such motors are generally significantly more expensive than motors with fully wound iron cores.

In practice, this servo motor and circuit has been found to operate to maintain vehicle speed with good accuracy and to recover from failures in a short period of time.

In the foregoing, the present invention has been described for the case where it is used to control the speed of a vehicle, and the vehicle width speed is related to the speed of the internal combustion engine for the vehicle width, although not necessarily in a proportional relationship. It will be appreciated that it can also be used to control Applications such as motor/generator set applications rely on error signal inputs and are not directly related to servo control circuits. Instead of using a sensor that measures the actual vehicle speed, it is also possible to use a method that directly measures the rotational speed of the internal combustion engine.

[Brief explanation of drawings]

FIG. 1 is a plan view of an electric motor and a coupling mechanism according to an embodiment of the present invention, FIG. 2 is a side view of the electric motor and coupling mechanism of FIG. 1, and FIG. FIG. 4 is a block circuit diagram showing a servo control circuit used with the electric motor to automatically control the speed of the motor. FIG. 4 is a circuit diagram showing a detailed configuration of a portion of the block circuit diagram of FIG. DESCRIPTION OF SYMBOLS 1... Servo device, 2... DC motor, 3... Shaft, 1... Support body, 5... Base, 6... Pulley, 7...
... Cape Nope 8 ... External covering, 9-mount bracket, 10
．． ...Support, 11...Pulse waveform signal generator, 12
...output line, ]3...railway, 14 medium entertainment means, 1
5-peak oscillator, 16... branch, 17... line, ]8.
- Bias means, 19... line, 2 (1... voltage source, 2], 22... line, 23...' force amplifier, 24
...Line, 25...Ground terminal, 26...Sample...
AND hold circuit, 27.28...- path, 29...
・Pulse width controller, 30...-road, 31-...vehicle speed side @ electronic circuit, 32M track, 33...vehicle, 34 Yamaganji, 35...potentiometer, 36 river diode,
37-...Resistor, 38...Par-field effect transistor,
3°9...Resistor, 40...Capacitor, 41...
・Resistor, 42... High resistor, 43... First operational amplifier, 45... Diode, 46... Resistor, 47
...Non-inverting input, 4El...Second operational amplifier, 49
, 50 , 51°°°Resistor°
The following is an amendment to the procedure (method) April 1980 (r; Japan Patent Office Commissioner Shima 1) Haru Yuzu 1, Indication of the case 1983 Patent Application No. 383191 2, Name of the invention Internal combustion engine throttle Automatic control surfing device 3, relationship with the case of the person making the correction Patent applicant name Control logic (Flopraiator)
Limited 4, Agent 6 Drawings to be amended 7, Engraving of drawings with content of amendments (no change in content 8, catalog drawing of attached documents 1 copy)

Claims (1)

[Claims] 1. Servo for automatically controlling the throttle of the internal combustion engine according to the error signal! If I want to eat sushi, I'm going to eat sushi□
' ° An electric motor adapted to form a direct connection at the shaft of the motor, the direct connection opening the slotted knob against a biasing force by rotation of the shaft in one direction. The throttle VC connection function of a vehicle internal combustion engine is such that the throttle is released by rotating the shaft in the opposite direction, and the sampling circuit is used to sample the stable motor back electromotive force value, and the pulse waveform is a signal generator having an output connected to drive the electric motor, an input receiving a control signal, and a signal having a pulsed waveform being varied according to the input to open the throttle; for varying the motor torque in the direction of rotation; and a control unit, the output of the control unit being connected to the signal generator control signal input, the control unit having an error signal input and a sampling circuit. the control unit is adapted to vary the signal having the pulsed waveform to thereby rotate the shaft and control the throttle in accordance with the error signal. open in the open configuration, add the error signal to the sampling circuit input, vary the signal with the pulsed waveform, rotate the shaft, release the throttle under a biasing force, and stall the motor. A servo device for automatically controlling the throttle of an internal combustion engine according to an error signal, comprising: 2. The device according to claim 1, wherein the pulse width of the signal having the pulse waveform is variable. 3. A device according to claim 1 or claim 2, wherein the error signal is proportional to the difference between the actual speed and the desired speed of the powered vehicle powered by the internal combustion engine V. 4. Claims 1, 2 or 3, wherein the error signal input is an input to an amplifier in a control unit having a stabilizing feedback circuit for obtaining a controlled output response to the error signal. 5. The sampling values are stored and fed to an inverting amplifier, which inverts the amplifier to prevent the output line of the amplifier from becoming jiLVC as a result of a positive sampling value. 5. The device as claimed in claim 4, comprising a diode connected in series with the output of the diode. 6. The device according to claim 5, wherein the output of the inverting amplifier is υ0-multiplied with the error signal at the input terminal of the amplifier for the error signal. 7. Any one of Clauses 2 to -+y of the patent, wherein the sampling circuit is activated to perform sampling after a predetermined time from the start of each pulse of a signal having a pulse waveform. #Cill described in. 8. The inhibiting unit is connected to the waveform generator and is selectively activated to block the output of the waveform generator. The apparatus according to any of paragraph 7. 9. A method using a servo device that automatically controls the throttle of an internal combustion engine according to an error signal, the method comprising: rotating the motor shaft in a first rotational direction; opening the throttle against a biasing force from a VC; , and the second axis
A process of directly connecting an electric motor to a throttle in order to release the throttle under a biasing force by rotating it in the rotational direction of the motor, and a process of generating a pulsed waveform signal to drive the electric motor to open the throttle. ,
In order to change the torque of the electric motor in the rotational direction, the pulse waveform signal is changed J7! sampling the back electromotive force of the motor during a steady state; and controlling changes in the pulsed waveform to control the speed of the internal combustion engine, the control being controlled by the throttle. In the form of following the error signal to cause an opening motion, and in addition, sampled to cause a controlled +7 lease motion of the throttle and to hold the throttle in a set position when the motor stalls. What is done in a form that follows an electromotive force, f
Method of providing 1. 10. The method of claim 9, wherein the error signal measures the difference between the desired speed and the actual speed of the vehicle driven by the internal combustion engine. 11. The method according to claim 1O, wherein the pulsed waveform signal is varied by varying the mt of the pulse. 12. The method according to claim 10 or claim 11, wherein the back electromotive force is sampled after a predetermined time from the start of each pulse of the pulsed waveform signal. 13. The method of claim 12, wherein the sampled values are stored and used only when they are negative with respect to the pulsed waveform signal V. 14. Claim in which the generator of the pulsed waveform is capable of selectively inhibiting the rotation of the motor shaft in the direction of throttle release and selectively releasing the throttle by means of a biasing force. The method according to item 10.