JPS6245061Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a surplus acceleration force suppression device for a vehicle.

[Conventional technology]

When accelerating a vehicle, pressing the accelerator pedal too hard will generate more acceleration than necessary, which will cause a huge amount of work to be done in a short period of time, resulting in poor fuel efficiency.

Conventionally, for example, as disclosed in Japanese Utility Model Publication No. 53-9116, when a hydraulic clutch in a marine engine is connected, a hydraulic actuator is operated to restrict the movement of the fuel adjustment shaft in the fuel increase direction by the piston rod. A method has been proposed to alleviate vibrations when the clutch is engaged, but this conventional technology is limited to the engagement of the clutch and cannot prevent deterioration in fuel efficiency caused by forced acceleration during normal driving. Can not.

[Problem that the invention aims to solve]

The present invention aims to prevent such acceleration operations by the driver, especially in vehicles equipped with diesel engines, by limiting the operating range of the fuel control rod of the fuel injection pump in response to the acceleration operation of the accelerator pedal. Accordingly, it is an object of the present invention to provide a surplus acceleration force suppressing device for a vehicle that improves the running fuel efficiency of the vehicle.

[Means for solving problems]

In order to achieve the above object, the present invention has a configuration including an abutment piece attached to a fuel adjustment rod operated by an accelerator pedal, and an abutment piece that is protruded into the movement path of the abutment piece to control the operating range of the abutment piece. an actuator having an arm for changing the fuel adjustment rod between an operating range that provides the lowest fuel consumption during normal acceleration operation and an operating range that provides the maximum output during full load operation of the engine. The position of the arm is changed so that the operating range of the arm can be changed.

[Effect]

During normal operation that does not require rapid acceleration, the solenoid valve 9 is energized and the compressed air in the air tank 8 flows into the pipe 1.
2 into the chamber 13 of the actuator 10, the piston 6 moves to the left against the force of the spring 7, and stops when the arm 4a of the rod 4 hits the stopper 11. In such a case, even if the fuel adjustment rod 2 is moved in the direction of increasing fuel (in the direction of the arrow) by operating the accelerator pedal, the maximum amount of movement will be limited to the amount by which the abutment piece 3 is moved by the arm 4.
The engine is stopped when it reaches a, thereby restricting unnecessary increases in the amount of fuel injection, allowing proper acceleration operation, and maintaining the best fuel efficiency.

On the other hand, when the engine needs to be operated at full load, such as when traveling uphill, when the solenoid valve 9 is demagnetized, the piston 6 of the actuator 5 is pushed to the right by the force of the spring 7, and the arm 4a moves to the right, the amount of movement of the fuel adjustment rod 2 operated by the accelerator pedal in the fuel increasing direction is increased, and as a result, sufficient output can be obtained.

[Example of idea]

The present invention will be explained based on examples. As shown in FIG. 1, the fuel injection pump 1 includes a fuel adjustment rod 2 connected to an acceleration lever and driven left and right. The injection amount increases when the fuel adjustment rod 2 is moved in the direction of the arrow x, and in order to limit the increase in the fuel injection amount, an abutment piece 3 is connected to the fuel adjustment rod 2, and an arm (to be described later) is connected to the fuel adjustment rod 2. 4a and is configured so that it cannot move any further in the fuel increasing direction. Arm 4a is actuated by a pneumatic actuator 10. That is, pneumatic actuator 1
0, a pressure chamber 13 and an atmospheric chamber 14 are partitioned by a piston 6 fitted inside a cylinder 5,
The piston 6 is moved by the spring 7 housed in the atmospheric chamber 14.
is urged to the right (in the direction of fuel increase). Pressure chamber 13
is connected to a compressed air tank 8 via a pipe 12, and a solenoid valve (electromagnetic three-way valve) 9 inserted and connected in the middle of the pipe 12 allows compressed air to be introduced into the pressure chamber 13 or released to the atmosphere. It's getting old. The rod 4 connected to the piston 6 is the pressure chamber 13
The arm 4a is connected to the tip of the arm 4a. The leftward movement of the rod 4 is limited by a stop 11 connected to the fuel injection pump 1. The position of the arm 4a at this time is preset as follows. That is, when the engine is operated at full load, the abutment piece 3 of the fuel adjustment rod 2 hits the arm 4a, and the broken line 30 in FIG.
As shown in the figure, the output torque is set so that it passes through the center of the loop-shaped equal fuel consumption lines 31 to 35 with respect to changes in the rotational speed of the engine.

Next, the operation of the device of the present invention will be explained. In the non-operating state of the margin acceleration suppressing device, the arm 4a is in the position shown by the chain line in FIG. 1, and the fuel adjustment rod 2 can move to the right, that is, in the fuel increasing direction, until it hits the arm 4a. In this case, the relationship between the position of the fuel adjustment rod 2 and the rotational speed is shown by a solid line in FIG. 2, and the relationship between the rotational speed and output torque is shown by a solid line in FIG. 3.

When the engine is operating at full load, for example when the accelerator pedal is depressed almost to the maximum, the fuel control rod 2 moves in the direction of increasing fuel until the abutment piece 3 hits the arm 4a, and sufficient power can be obtained. In other words, when starting the engine, driving uphill, entering a highway, or overtaking, if the solenoid valve 9 is demagnetized, the chamber 13 is cut off from the air tank 8 and opened to the atmosphere, the piston 6 moves to the right by the force of the spring 7, and the arm 4a also moves to the position shown by the chain line in Fig. 1, so that the fuel control rod 2 can move in the direction of increasing fuel until the abutment piece 3 hits the arm 4a shown by the chain line, and sufficient power can be obtained. In this case, the full load operation of the engine is represented by the solid line 30 in Fig. 3.

When the surplus acceleration force suppression device is in operation, the solenoid valve 9
is excited, and the compressed air in the air tank 8 flows through the pipe 12.
The piston 6 enters the chamber 13 of the pneumatic actuator 10 through the spring 7, and the piston 6 moves to the left against the spring 7.
The arm 4a connected to the rod 4 is maintained where it hits the stopper 11.

In normal engine operation, the output torque with respect to the rotational speed exhibits the characteristics shown by the solid line 30 in FIG. 3, and the fuel consumption rate in this case is the loop-shaped line 31,
It increases in order from 32, 33, 34, and 35.

According to the present invention, in normal operation of the engine, the output torque curve 36 with respect to rotational speed is equal to the fuel efficiency line 31.
Since the operating range is set to the position of the stopper 11 where the arm 4a collides, that is, in the fuel increasing direction of the fuel adjustment rod 2, so as to pass approximately through the center of the fuel injection amount, unnecessary increases in the amount of fuel injection are restricted. However, proper acceleration is performed and fuel consumption is also maximized, which helps save fuel.

In the above embodiment, the arm 4a that limits the operating range of the fuel adjustment rod 2 is configured to be set by a pneumatic actuator, but this is operated by a hydraulic actuator that utilizes the pressure of engine oil. You can do it like this.

Further, as shown in FIG. 4, the position of the arm 4a may be changed using an electromagnetic actuator. That is, the electromagnetic actuator 15 includes an electromagnetic coil 18 and a plunger 1 inserted into the electromagnetic coil 18.
6 and a pin 19 at the end of the plunger 16.
One end of the arm 4a bent into an arc shape is connected to the arm 4a. The middle portion of the arm 4a is rotatably supported by a support shaft 20 on a fixed portion of the engine 1, and the tip of the arm 4a abuts against the abutment piece 3 of the fuel adjustment rod 2. When the electromagnetic coil 18 is energized, the surplus acceleration force suppressing device operates, and when the electromagnetic coil 18 is demagnetized, the arm 4a is displaced in the direction of fuel increase of the fuel adjustment rod 2 as shown by the chain line, increasing the output required when climbing a slope, etc. can be achieved.

[Effect of idea]

As described above, the present invention includes a stopper piece attached to a fuel adjustment rod that is operated by an accelerator pedal, and an arm that is protruded into the movement path of the stopper piece and changes the operating range of the stopper piece. and an actuator with an actuator, the actuator having an operating range that provides the lowest fuel consumption during normal acceleration operation, and an operating range that provides the maximum output during full load operation of the engine, and an operating range of the fuel adjustment rod. (a) In normal operation that does not require sudden acceleration, the actuator displaces the arm in the direction of fuel reduction;
Even if the fuel adjustment rod is moved in the direction of increasing fuel by operating the accelerator pedal, the maximum amount of movement is stopped when the abutment piece collides with the arm, thereby limiting unnecessary increases in the amount of fuel injection. Appropriate acceleration is achieved and fuel efficiency is maintained at the best level.

(b) On the other hand, when the engine needs to be operated at full load, such as when driving uphill, the arm is displaced by the actuator in the direction of fuel increase, and the fuel adjustment rod is operated by the accelerator pedal. The amount of movement in the increasing direction is increased, and as a result, sufficient output can be obtained.

[Brief explanation of the drawing]

Fig. 1 is a schematic configuration diagram of a vehicle surplus acceleration force suppression device according to the present invention, Fig. 2 is a diagram showing the characteristics of the engine in the operating state and non-operating state of the device, and Fig. 3
The figure is a diagram showing the output characteristics of the engine that is the target for setting the position of the stopper in the same device.
The figure is a block diagram of another embodiment of the present invention. 1...Fuel injection pump, 2...Fuel adjustment rod, 3
...Abutment piece, 4...Rot, 4a...Arm, 5...
Cylinder, 6...Piston, 7...Spring, 8...
Air tank, 9... Solenoid valve, 10... Pneumatic actuator, 11... Stopper.

Claims (1)

[Claims for Utility Model Registration] An abutment piece attached to a fuel adjustment rod operated by an accelerator pedal, and an arm protruding into the movement path of the abutment piece to change the operating range of the abutment piece. and an actuator that switches the operating range of the fuel adjustment rod between an operating range that provides the lowest fuel consumption during normal acceleration operation and an operating range that provides the maximum output during full engine load operation. A surplus acceleration force suppression device for a vehicle equipped with a diesel engine, characterized in that the position of the arm is changed so as to obtain a surplus acceleration force.