JPS63167037A - Throttle control device for engine for vehicle - Google Patents

Abstract

PURPOSE:To widen the valve opening control range, by constituting a connectedly operating mechanism of a throttle control device, in which a throttle valve is opened/closed through this connectedly operating mechanism according to the operation of an accelerator pedal, as the throttle valve is opened to its full width by the operation of the accelerator pedal to its middle position. CONSTITUTION:A throttle valve 2 is opened/closed through a mechanical connectedly operating mechanism 4 by the operation of an accelerator pedal 3, and the opening of this throttle valve 2 can be decreased to be less than the opening of an accelerator, by the operation of an actuator 13 through such as a link 15. In this device, the connectedly operating mechanism 4 is formed with a drum 6 wound with a wire 5 which is connected to the accelerator pedal 3, the second lever 9 which is connectedly operated with the first lever 7 integrated with the drum 6 in one body, through a link 8, and rotatably supported by a throttle valve shaft 2a, and a connecting plate 11 which is connected to the lever 9 through a coil spring 10 and fixed to the valve shaft 2a, and this connectedly operating mechanism 4 is constituted as the throttle valve 2 is opened to its full width by the operation of the accelerator pedal 3 to its middle position.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a throttle control device that opens a valve according to predetermined control characteristics that are not purely proportional to the amount of throttle ff and accelerator pedal depression of a vehicle engine.

(Prior Art) The applicant of the present application has previously proposed a mechanical interlocking mechanism that mechanically interlocks the throttle valve with the accelerator pedal and opens the throttle valve to an accelerator opening degree corresponding to the amount of depression of the accelerator pedal. and an actuator capable of reducing the opening number of the throttle valve to below the accelerator opening, and the opening of the throttle valve is controlled in a region below the accelerator opening by operating the actuator. suggested something.

(Problem to be Solved by the Invention) By the way, in the case where the throttle valve is controlled only by a mechanical interlocking mechanism without control by an actuator, the throttle is fully opened when the accelerator pedal is fully depressed tQf. Generally speaking, the opening degree of the throttle valve is changed in proportion to the amount of depression of the accelerator pedal as shown in Figure 6, directly @OP. This is because the opening control range is limited to the range of ΔOPQ.

There is a problem in that the degree of freedom in design regarding control characteristics is restricted.

SUMMARY OF THE INVENTION An object of the present invention is to provide a device that solves the above problems by widening the throttle valve opening control range by an actuator by fully opening the throttle valve early using a mechanical interlocking mechanism. .

(Means for solving the problem) In order to achieve the above object, the present invention mechanically interlocks the throttle valve of a vehicle engine with the accelerator pedal, so that the accelerator opening degree is adjusted according to the amount of depression of the accelerator pedal. A mechanical interlocking mechanism that opens the valve, and an actuator that can reduce the opening of the throttle valve to below the accelerator opening, and control the opening of the throttle valve in a region below the accelerator opening by operating the actuator. The cough interlocking mechanism ff is characterized in that the throttle box is fully opened when the accelerator pedal is depressed to an intermediate position of the full depression amount.

(Operation) The opening degree of the throttle valve defined by the mechanical interlocking mechanism, that is, the opening degree of the accelerator, is fully open at the intermediate position 1fffiQ' of the full depression tQ of the accelerator pedal. The opening control range of the throttle valve by the actuator below the accelerator opening is expanded by Δop'p compared to the above conventional technology.
The opening degree of the throttle valve can be controlled in accordance with desired control characteristics in a range of opening degrees higher than the direct expansion oP.

(Example) Referring to FIG. 1, (1) shows an intake passage of a vehicle engine, (2) shows a throttle valve provided in the passage (1),
By operating the throttle valve (2) and the accelerator pedal (3), the accelerator pedal (
Stepping into 3)! (hereinafter referred to as θa)
(hereinafter referred to as θb).

The interlocking mechanism (4) includes a drum (6) around which a wire (5) connected to the accelerator pedal (3) is wound, and a link (8) to a second engine (7) that is integrated with the drum (6). A second valve is pivotally supported on the valve shaft (2a) of the throttle valve (2) which is interlocked via the throttle valve (2).
The valve shaft (2a) is connected to the second lever (9) via a coil spring (10), and the valve stem (2a) is connected to the second lever (9) via a coil spring (10). )
According to the stepping operation, the drum (
6) is rotated counterclockwise in the drawing against the return spring (6a), and this rotation causes the lever (7) and the link (8)
is transmitted to the connecting plate (6) via the second lever (9) and the coil spring +IQ, and the throttle valve (2
) is rotated counterclockwise in the drawing to the opening side against the return spring (2b).

Note that the connecting plate +11) has a stopper piece (
lla), the coil spring (l) is tightened counterclockwise to return the spring (2b) to the second lever (9).
), so that the connecting plate α1) is normally rotated counterclockwise together with the fA2 lever (9).

Here, the relationship between θa and θb is determined by the diameter of the drum (6) and @1
It changes depending on the lever ratio of the second lever (7) (9), and in the illustrated example, when the accelerator pedal 13) is depressed to the intermediate position eQ' of the full depression tQ, the throttle valve (2
), set the drum diameter and ratio so that it is fully open.
θb was made to change according to θa as shown by the broken line OP'P in Figure @6. In addition, when the accelerator pedal (3) is depressed to more than Q/, the throttle valve (2) is excavated to the fully open position by an appropriate stopper, and the second lever (9) tightens the coil spring +l□ and closes the connecting plate ( b) Rotate counterclockwise.

In the drawing, (2) shows a part of the lenoma (ll) formed on the connecting plate αη.
b) shows a third lever pivoted on the end of the valve stem (2a) so as to engage from the clockwise direction; The fourth lever α is rotatable via the link o and the cough m3 lever a'4 is actuated by the actuator (c).
When the connecting plate 09 is rotated clockwise while being engaged with the lever part (llb), the connecting plate 09 is connected to the coil spring LLO.
The actuator 0 is rotated clockwise relative to the second valve (9) while tightening, and the opening degree (hereinafter referred to as θth) of the throttle valve (2) is reduced to θb or less. As shown, the accelerator detector αη detects θa, and θthe
8th is reduced by a control circuit (a) consisting of a microcomputer that inputs signals from a throttle detector (to) that detects the engine intake negative pressure (hereinafter referred to as PB) and a negative pressure detector α9 that detects the engine intake negative pressure (hereinafter referred to as PB). It is assumed that the drive is driven in the closing direction indicated by the arrow and in the opposite opening direction. Incidentally, the accelerator detector α force may be one that directly detects the entire movement of the accelerator pedal (3), but in the one shown in the figure, the
6) is configured to detect θa from the rotation angle.

By the way, depending on the engine model, the optimum value of PB (hereinafter referred to as Ne) regarding the engine speed (hereinafter referred to as Ne) is determined in relation to fuel efficiency.
(hereinafter referred to as PN) is determined, for example, as shown in line a in Figure 5,
The approximate value of oth (hereinafter referred to as θN) required to obtain this PN is determined as shown in the line shown in the figure, and the target value of Ne for 03 is determined depending on whether the required characteristics of the engine are low fuel consumption or high output. It is determined like the 01 line and 02 line, and in the end θt
h y) θN corresponding to the target value of Ne according to sθ3
If the throttle valve (2) is controlled so that the required engine characteristics and fuel efficiency are both satisfied.

Here, the relationship between C3 and θN is expressed by the weight of sNe (IH is 0
In the case of the 18 engine, it will be like the AMI in Figure 6, and in the case of the C2 Aya engine, it will be like the B line in the same figure.
In the latter case, the B line protrudes to the lWl opening side from 100i0P, so the change characteristic of υb becomes 100NOP, which makes it uncontrollable with the above conventional technology, but in the one shown, θb is the broken line OP'P.
Therefore, the B line is included in the opening range of O6 or less over the entire area, and the actuator noise causes the throttle valve (2) to change not only the control characteristics specified by AM but also the control characteristics specified by the B line. It also becomes possible to control according to the E characteristics.

FIG. 3 shows the overall program of the control circuit,
The program is started every predetermined time (Sl), then 6
th, C3, PB & read store after 82 people, throttle city control subroutine (85 people, 1112 IW
The program ends (S5) by executing the ll# routine (S4). Figure @4 shows details of the throttle control subroutine of this program.゛In this subroutine, first, the fifth
θ according to line A or line B and PN are read out from the table in which the characteristics of the figure are written, using 0a as a parameter, and then in S3, oth is determined from θb obtained from 03 to a predetermined value Δθ.
(Whether it is smaller than a minute angle of 0.5° to 2° rod,
That is, it is determined whether or not oth θb−Δθ, and rNOJ
If it is determined, the process proceeds to S6 and drives the actuator Q3 in the closing direction, and if it is determined that rYE8J, the process proceeds to S4 to check whether lh is within a constant range centered on θN or not.
That is, it is determined whether θ, -C1oth(θ, +α2), and if the determination result is rYEsJ, the process advances to S5, where PB and PN are compared, and PB>i'N(lpB+< I
If PB<PN(
If IPBI>IPNl), the process proceeds to S7, where the actuator (to) is driven in the opening direction to increase oth, and P
When B''PN is reached, the process proceeds to 88 and the actuator o3 is stopped.

Here, the value of oth that becomes F B'' P N is θN-α
Set α and C2 to, for example, about 8° to ensure that oth is within the range of 1×sth<0s+α2, and if oth is not within this range, step from 84 to 89 and check if oth is larger than θN. If the thickness is larger, the process proceeds to S6 to drive the actuator (to) in the closing direction, and if it is smaller, the process proceeds to S7 to drive the actuator (to) to the opening direction.
The throttle valve (4) is fully controlled so that h falls within the above range.

As described above, the throttle valve (2) is controlled so that PB coincides with PN corresponding to the target value of Ne according to θaV. .

(Effects of the Invention) As described above, according to the present invention, it is possible to expand the opening control range of the throttle valve by the actuator, and it is also possible to control the opening at a high opening required for a high-output engine. This has the effect of increasing the degree of freedom in design regarding control characteristics.

[Brief explanation of the drawing]

Fig. 1 is a perspective view of one example of the device of the present invention, Fig. 2 is a block diagram of its control system, Fig. 3 is a 70-chart showing the overall program of the control circuit, and Fig. 4 is a throttle diagram of this program. Control subroutine 70-Char), @511
6 is a diagram showing the required characteristics of the engine, and FIG. 6 is a diagram showing the idle opening degree and control characteristics of the throttle valve.

Claims (1)

[Claims] A mechanical interlocking mechanism that mechanically interlocks a throttle valve of a vehicle engine with an accelerator pedal to open the throttle valve to an accelerator opening according to the amount of depression of the accelerator, and the opening of the throttle valve to be lower than the accelerator opening. and an actuator that can be decreased, and the opening of the throttle valve is controlled in a region below the accelerator opening by operation of the actuator, the interlocking mechanism being set at an intermediate position of the total depression of the accelerator pedal. 1. A throttle control device for a vehicle engine, characterized in that the throttle box is configured to be fully opened when the pedal is depressed.