JPS62253928A - Throttle valve control device for vehicle engine - Google Patents

Abstract

PURPOSE:To avoid the speeding of a vehicle when a throttle valve control loses the function, by employing an electronic control actuator so as to enable the opening/closing control of the throttle valve in accordance with an acceleration step through means mechanically coupled to an acceleration pedal. CONSTITUTION:The shaft 12 of differential gears 10 is coupled to the valve shaft of a throttle valve 2 and bevel gears 13, 14 are rotatably installed on both ends of the shaft 12. In respective bevel gears 13, 14, the teeth are formed on the outer circumferential parts thereof, and sector gears 15, 16 are meshed with said teeth. Between the bevel gears 13, 14, ring sharped driven gear 17 is arranged, and a supporting shaft 18 passing through the center part of said gear 17 is provided through the shaft 12. Bevel gears 19, 20 are attached on both sides of the supporting shaft 18 so as to be meshed with the bevel gears 13, 14, and the opening of the throttle valve 2 is automatically controlled by the output of an actuator 30 through differential gears 10. The valve 2 can be driven in such a way that the sector gears 15, 16 are revolved by the stepping on an acceleration pedal 5 via a wire 4 and the like.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a throttle valve control device for a vehicle engine, and more particularly to a throttle valve ↑Il pushing device using an electronically controlled actuator. Regarding safety equipment to deal with.

(Prior technology) Recently, as part of engine control to improve exhaust purification performance and fuel efficiency, the mechanical connection between the throttle valve and the accelerator pedal has been eliminated, and a signal that converts the amount of accelerator depression into an electrical quantity (accelerator depression quantity signal) and other engine operating conditions or
Mekkiri - Memi 4 ≠ Tonoso 2 (Kokoro 314 -
Development of a throttle valve control device using an electronically controlled actuator that controls the opening and closing of the throttle valve in response to ζ), ・F ・NO H rotation speed signal, gear position signal, etc. is underway.

In this electronically controlled actuator-based throttle valve control device, the opening and closing of the throttle valve is performed by a drive motor that operates upon receiving commands from the arithmetic control unit, and the electronically controlled actuator is in an uncontrollable state while the vehicle is running. It is necessary to provide a safety device to prevent the vehicle from running out of control in the event of a summer crisis. Examples of such safety devices include: (1) a configuration in which a return spring is attached to the throttle shaft to return the throttle valve to the closed position when the control is stopped; (2) Nine configurations include an electromagnetic clutch that disconnects and disconnects the throttle shaft from the electronically controlled actuator in the event of loss of control; (3) A configuration that combines a return spring and an electromagnetic clutch so that the return spring acts when the electromagnetic clutch is disconnected. , are disclosed in Japanese Patent Application Laid-open No. 55-145867.

(Problem to be Solved by the Invention) However, in these conventional examples, there is no drive means to open and close the throttle valve after the control by the electronically controlled actuator is stopped, so the safe running of the vehicle thereafter cannot be ensured, and the specified There was a problem in that it became impossible to move the width of the vehicle to the location where the vehicle was located.

An object of the present invention is to solve such conventional problems by ensuring safe driving of a vehicle without fear of runaway even when an electronically controlled actuator becomes uncontrollable, and in addition, to solve the problem of accelerator operation. An object of the present invention is to provide a nine-throttle valve control device that has excellent responsiveness to the engine.

(Means for Solving the Problems) A throttle valve control device for a vehicle engine according to the present invention includes a first gear connected to drive a valve shaft that opens and closes a throttle valve that varies the output of the engine; A differential gear device operatively connected to a drive motor constituting an electronically controlled actuator that controls opening and closing of a throttle valve, a second gear meshed with the differential gear device, the first gear and the second gear device.
an elastic coupling member that elastically couples the rotational motion of both gears via a strain amount operating member mechanically interlocked with an accelerator pedal so that the relative displacement of the rotational angle with the gear of the vehicle is reduced; and a mechanical means for rotating the strain amount operating member so as to mechanically interlock with the accelerator pedal operated by the accelerator pedal so as to change the relative rotational angle difference between the first and second gears. ing.

(Function) According to the throttle valve control device for a vehicle engine of the present invention, the throttle valve is driven by a mechanism that is mechanically coupled to the movement of the accelerator pedal operated by the driver of the vehicle. A relative angular deviation occurs between the first gear and the second gear, which rotates by differentially transmitting the rotation of the drive motor of the electronically controlled actuator. 1 τ en 1 r imitation -) - 1 71 Δ1 fight shi call □ , ri (The opening and closing operation of the skin island is maintained only by operating the accelerator pedal.

(Embodiments) Hereinafter, the throttle valve control device for a vehicle engine according to the present invention will be described in more detail with reference to preferred embodiments shown in the accompanying drawings.

FIG. 1 shows a throttle valve control device for a vehicle engine according to an embodiment of the present invention.

This throttle valve control device includes a differential gear device 10 . The differential gearing 10 comprises a shaft 12' rotatably supported (by bearings 11.11), and bevel gears 13.14 are mounted at both ends of the shaft 120 to be rotatable on the shaft 12. There is. These bevel gears 13 and 14 also have teeth formed on their outer peripheries, and first and second sector gears 15 and 16 having the same rotation center axis mesh with these teeth, respectively.

A ring-shaped gear, that is, a driven gear 17, is arranged in the middle between the two bevel gears 13 and 14 attached to the shaft 12 so as to surround the shaft 12 feet, and one gear passing through the center of the gear 17 is arranged. A support shaft 18 passes orthogonally through the shaft 12 and is fixed thereto. Inside this ring-shaped gear 17, bevel gears 19 and 20, which are compared to differential gears, are attached to both sides of the support shaft 18, sandwiching the shaft 12t. The bevel gears 19 and 20 mesh with the aforementioned specific gravity gears 13 and 14, respectively. Further, the ring-shaped gear 17 meshes with a main drive gear 21 that is rotationally driven by a drive motor 31 that constitutes a part of the electronically controlled actuator 30 . This electronically controlled actuator 30 further includes a drive motor 3.
A current control circuit 32 is provided for supplying current to the motor 1 and controlling rotational drive.

A bevel gear 13 rotatably supported by a shaft 12 is connected to a narrow valve shaft 3 that is arranged in an air intake pipe 1 to an engine (not shown) and opens and closes a throttle valve 2. There is.

The first and second sector gears 15.16 are each rotatably mounted to an accelerator pedal link member 22 which is supported by a bearing 24.25. One end of a torsion coil spring 28, 29 having a different elastic modulus is fixed to the first and second sector gears 15, 16, and the other end is fixed to both ends of the accelerator pedal link member 22. The spring mount is attached to member 27.26. A disk-shaped accelerator wire attachment plate 23 is fixed to the accelerator pedal link member 22, and when the accelerator pedal 5 is depressed, the accelerator wire 4 is attached to the accelerator pedal link member 22.
is pulled, the accelerator wire attachment plate 23 rotates, and the accelerator pedal link member also rotates accordingly. Friend, a return spring 6 is attached to the accelerator pedal 5 so that a force is applied to the accelerator pedal 5 to return it to its original position. A wire stopper 39 is fixed to the accelerator wire 4, and a movable range of the accelerator wire 4 is limited by an accelerator wire movement limiting member 40.

Further, this throttle valve control device includes an opening sensor 35, such as a potentiometer, which detects the opening of the throttle valve 2, and an arithmetic control section 36, which will be described later. As shown in the figure, the output signal θ is operatively connected to the valve stem 3, and the output signal θ is output from the current control circuit 32.
is input.

The arithmetic control unit 36 also includes a sensor 37 that detects the engine operating state (for example, rotational speed N) and the running state of the vehicle (for example, vehicle speed V), and a sensor 38 that detects the depression of the accelerator pedal 5 operated by the driver. The target opening degree θi of the throttle valve 2 is output by performing a predetermined t calculation process on the values of these input signals. The signal instructing the target opening θi of the throttle valve 2 is input to the current control circuit 32, and the current control circuit 32 supplies a drive current to operate the drive motor 31 so that the opening θ of the throttle valve 2 becomes equal to θi. It will be output as expected.

Next, the operation of the throttle valve control device in the above embodiment will be explained.

The rotational driving force of the driving gear 31 in the electronically controlled actuator 30 is generated by the driving gear 21. Driven vehicle 17, support shaft 1
8. Differential gears 19, 20. a bevel gear 14, a bevel gear 13 connected to the throttle valve shaft 3, and a first and second bevel gear 14;
The energy is transmitted to the sector gears 15 and 16, and the screw rotates to a position where the same screw energy is stored in two coil springs 28 and 29 having different elastic coefficients. At this time, assuming that the depression of the accelerator pedal 5 is kept constant, the above-mentioned transmission path is used to maintain the target throttle opening θi according to the two signals θ and θi input to the electronically controlled actuator 30. Opening and closing of the throttle valve 2 is electronically controlled. This movement of the throttle valve 2 follows the instruction of the target opening degree θi with some response time delay.

On the other hand, when the degree of depression of the accelerator pedal 5 changes,
According to this movement, the accelerator wire is attached to the plate 23 via the accelerator wire 4. The accelerator pedal link member 22 rotates. Due to its rotation, the screw coil springs 28.29
The specific elastic energy stored in the first sector gear 15
．． Bevel gear 13° bevel gear 18, 20. Bevel gear 14. The energy is transmitted to the second sector gear 16 and stops when the energy dries up. When the accelerator pedal 5 is not depressed, that is, when the engine is to be operated in an idling state, the accelerator pedal 5 is stopped by the return spring 6 at the position where the wire stopper I'39 contacts the accelerator wire movement limiting member 40. .

Assuming that the direction in which the throttle valve 2 opens is the positive direction of each gear, the positive direction of the bevel gears 13, 14° driven gear 17 is counterclockwise when viewed from the right in FIG. When attaching the wires to the first and second sector gears 15, 16j, the positive direction of the member 23 is clockwise when viewed from the right. The electronically controlled actuator 30 described above includes a main gear 21.degree. and a driven gear 17.degree. Support shaft 18. Differential gears 19, 20
゜Bevel gears 14, 13. and first and second sector gears 15, 16t - rotating screw shifter 28.29
The same amount of energy is stored in the screw. The following equation shows the rotation angle of the throttle valve 2 that is required to balance the screw energy.

Here, θ is the rotation angle of the throttle valve 2, θM is the rotation angle of the driven gear 17, and KL r K2 is the screw shifter spring 28.
．． 29 is the spring constant for the torsion angle.

The operating angle of the throttle valve 2 due to the operation of the accelerator pedal 5 is determined by the rotation of the plate 23 to which the accelerator wire is attached. Bevel gears 13, 19, 20.14
and second sector gear 16f: Since it transmits and maintains balance, it is expressed by the following equation.

Here, θM is determined by the rotation angle of the plate 23 for attaching the accelerator wire.

In actual driving conditions, the opening degree of the throttle valve 2 is expressed by the sum of the depression of the accelerator pedal 5 and the operation of the electronically controlled actuator 30 using a 12-dimensional equation, as can be seen from the above explanation of the operation.

Here, since the throttle valve opening degree by the accelerator pedal is compensated for by the electronically controlled actuator, the opening degree of the throttle valve 2 is smaller than the first term on the right side of the above equation.

As is clear from the above explanation, the operation of the throttle valve 2 by operating the accelerator pedal 5 and the operation by the electronically controlled actuator 30 are independent, and if for some reason the electronically controlled actuator 30 becomes inoperable. Even if the vehicle stops, the opening and closing operation of the throttle valve 2 will be maintained only by the movement of the accelerator pedal 5. Although the operating range of the throttle valve 2 at this time is limited by the stop position of the electronically controlled actuator, the vehicle can be operated sufficiently.

FIG. 2 is a diagram for explaining the operating range of the throttle valve 2. FIG. The horizontal axis shows the angle θV of the plate 230 at which the accelerator wire is attached directly to the accelerator pedal 5, and the vertical axis shows the opening degree θ of the throttle valve 2.

The relationship between θM and θ is linear as shown in the figure, and is determined by θ. Here, the tooth ratio between the bevel gear 13 and the sector gear 15 and between the bevel gear 14 and the sector gear 16 is l:1.
It is said that Considering the case of Kt/Kz=0.20, when the accelerator wire attachment plate 23 is rotated from 0° to 50° by operating the accelerator pedal 5, the throttle valve 2 can be operated to about 35°. . Since Kl/K2 = 0, 20, the opening degree of the throttle valve due to the operation of the child control actuator is approximately 7° relative to the opening degree of the driven gear 17 of 20°. The shaded part in Figure 2 is
Even if the electronically controlled actuator stops at the upper limit of its operating range, the accelerator pedal 5 shifts.

It becomes possible to operate the throttle valve 2 in the range from 42° to 42°.

According to the embodiment described above, especially when the electronic control is operating normally, the throttle valve control by the accelerator depression operation is performed by the electronic control actuator 4. Since the throttle valve control device is similar to the Kaikan II control system, it is possible to create a throttle valve control device with good accelerator response and high-speed response.

(Effects of the Invention) As explained above, according to the throttle valve control device for a vehicle width engine of the present invention, even in a situation where the throttle valve control by the electronically controlled actuator becomes impossible, it is mechanically connected to the accelerator pedal. With the flat membrane, it is possible to control the opening and closing of the t-throttle valve according to the depression of the accelerator, thereby eliminating the risk of the vehicle running out of control when the electronically controlled actuator becomes uncontrollable, and ensuring safe driving thereafter.

[Brief explanation of drawings]

FIG. 1 is a configuration explanatory diagram showing a throttle valve control device for a vehicle engine according to an embodiment of the present invention, and FIG. 2 is a diagram showing the configuration of a throttle valve control device for a vehicle engine according to an embodiment of the present invention. FIG. 3 is a characteristic diagram showing changes in throttle valve opening. 1... Air intake pipe, 2... Throttle valve, 3...
Valve shaft, 4... Accelerator wire, 5... Accelerator pedal, 10... Differential gear device, 15... First sector gear, 16... Second sector gear, 21... Gear% 22...Accelerator pedal link member, 26.27
...Torsion coil spring installation is done using members 28, 29...
Screw coil spring %30...Electronic control actuator, 31...Drive motor, 35...Throttle opening sensor, 36...Arithmetic control section. Note that the same reference numerals in the figures indicate the same or equivalent parts.

Claims (2)

[Claims] (1) In a throttle valve control device that uses an electronically controlled actuator to control opening and closing of a throttle valve in response to a signal representing a depressed state of an accelerator pedal and a signal representing an operating state of an engine or a running state of a vehicle, the electronically controlled a differential gear device operatively connected to a drive motor constituting an actuator; a first gear operatively connected to a valve shaft that rotates the throttle valve; and a first gear meshed with the differential gear device. a second gear, and a strain that mechanically interlocks the rotational movements of the first and second gears with an accelerator pedal so that the relative displacement of the rotational angles of the first gear and the second gear becomes small. an elastic coupling member elastically coupled via a quantity operating member and a relative displacement amount of rotation angles of the first and second gears mechanically interlocked with an accelerator pedal operated by a driver of the vehicle; 1. A throttle valve control device for a vehicle engine, comprising: mechanical means for rotating the strain amount operating member so that the amount of strain changes. (2) The throttle valve control device for a vehicle engine according to claim 1, wherein the elastic coupling member is a torsion coil spring.