JPS595844A - Throttle valve controlling apparatus - Google Patents
Throttle valve controlling apparatusInfo
- Publication number
- JPS595844A JPS595844A JP11248082A JP11248082A JPS595844A JP S595844 A JPS595844 A JP S595844A JP 11248082 A JP11248082 A JP 11248082A JP 11248082 A JP11248082 A JP 11248082A JP S595844 A JPS595844 A JP S595844A
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- cylinder
- piston
- accelerator pedal
- throttle
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、自動変速機を具えた車両に組み込んでアクセ
ルペダルとは関係なく走行状態に最も適したスロットル
弁開度及びエンジン回転数を設定し得るようにした装置
に関し、特に所望の駆動力に対してＮＬセ燃貴の優れた
運転状態を実現可能としたものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device that is incorporated into a vehicle equipped with an automatic transmission and is capable of setting the throttle valve opening and engine speed that are most suitable for the driving conditions, regardless of the accelerator pedal. In particular, it is possible to realize an excellent operating state of NL fuel efficiency for a desired driving force.
近時、燃費の優れた車両に対する要求がとみに高１って
米ている。一般に、キャプレタのスロットル升をできる
だけ開いて吸入抵抗を少なくすることによりエンジンを
高負荷の状態とし、空気をより多くエンジン側へ吸い込
ませて燃焼効率管上げると共にできるだけエンジンの回
転ａｔ落とすことが燃費向上の点で極めて有効であるこ
とが知られており、このよ５な観点からオーバトップ−
？直結等の変速比を変速機に組み込んだ車両も多くなっ
て米ている。Recently, the demand for vehicles with excellent fuel efficiency has been at an all-time high. Generally speaking, fuel efficiency is improved by opening the throttle of the carburetor as much as possible to reduce intake resistance, thereby placing the engine under high load, allowing more air to be sucked into the engine, increasing combustion efficiency, and reducing engine speed as much as possible. It is known to be extremely effective in terms of
? An increasing number of vehicles are now incorporating direct gear ratios into their transmissions.
ところが、通常の走行状態において懺スロットル弁開度
やエンジン回転数が最も燃費の良い状態に設定されてい
ることはむしろ稀であり、自動変速機（オートマチック
トランスミッション）や無段変速機を具えた車両では特
にこの傾向が著しい・一般に、運転者がアクセルペダル
を踏み込む場合は出力つまり駆動力を高めたい場合であ
るが、無段変速機においてはアクセルペダル踏み込み量
の急激な変化に追従することが全くできず、これが無段
変速機を具えた車両の燃料消Ｉｉ量が多い一つの原因と
もなっている・又、自動変速機を具えた車両においては
車速によって一義的に減速比が設定されておジ、この減
速比変更時には駆動力が急激に変化する。それゆえ、減
速比の変更が行なわれる車速範囲で車両が走行している
場合には減速比の変更が頻繁に行なわれるため、極めて
不快感を伴うことが多い。これは、特に登板走行の際に
しばしばみられる現象である〇
上述したような欠点は、従来のものがすべてアクセルペ
ダルとキャブレタのスロットル升とをリンゲージ等を介
して一対一の対応関係で連結していることに起因してい
るためで６９、燃費向上の観点からはこのようなアクセ
ルペダルとキャプレタのスロットル升との接続関係が自
動変速機や無段変速機を具えた車両に好結果をもたらさ
ないことは明らかである。However, it is rather rare that the throttle valve opening and engine speed are set to the most fuel-efficient conditions under normal driving conditions, and this is true for vehicles equipped with automatic transmissions or continuously variable transmissions. In general, when a driver depresses the accelerator pedal, it is to increase the output, that is, the driving force, but in a continuously variable transmission, it is completely impossible to follow sudden changes in the amount of accelerator pedal depression. This is one of the reasons why vehicles equipped with continuously variable transmissions consume a lot of fuel.In addition, in vehicles equipped with automatic transmissions, the reduction ratio is set uniquely depending on the vehicle speed. , when changing the reduction ratio, the driving force changes rapidly. Therefore, when the vehicle is running in a vehicle speed range in which the reduction ratio is changed, the reduction ratio is changed frequently, which often causes extreme discomfort. This is a phenomenon that is often seen especially when driving on a hill.The above-mentioned drawback is that all conventional systems connect the accelerator pedal and the throttle box of the carburetor in a one-to-one correspondence via a linkage, etc. 69 From the perspective of improving fuel efficiency, this kind of connection between the accelerator pedal and the capretor's throttle box brings good results to vehicles equipped with automatic transmissions or continuously variable transmissions. It is clear that there is no such thing.
′本発明はこのような知見に基づき、アクセルペダルの
踏み込み量とスロットル弁開度との対応関係を変化させ
、車両の走行状態に対応した最も好ましいスロットル升
の開度を自動的に制御し得る装置を提供することを目的
とする０又、これによってあらゆる走行条件下において
最も燃費の優れたスロットル弁開度及びエンジン回転数
（変速比）の設定を可能としたものである。'Based on this knowledge, the present invention changes the correspondence between the amount of depression of the accelerator pedal and the opening of the throttle valve, and can automatically control the most preferable opening of the throttle according to the driving condition of the vehicle. The object of the present invention is to provide a device that enables the setting of the throttle valve opening and engine speed (gear ratio) that provide the best fuel efficiency under all driving conditions.
この目的を達成する本発明のスロットル弁制御装置にが
かる得成は、シリンダ内にピストンを具えるとともに該
ピストンの一方側又は他方側へ圧油を供給するパルプを
具える一方、アクセルペダル踏み込み量、スロットル弁
開度、車速、エンジン回転数、減速比等から最適スロッ
ト１岬開度更に前記パルプの開閉度を演算する演算装置
を前記パルプに接続し、前記ピストンの移動により、前
記アクセルペダルの動きが拘束ちれることなく前記スロ
ットル弁開度が最適位置に設定されるようにしたことを
％徴とする。The throttle valve control device of the present invention that achieves this object has a piston in the cylinder, a pulp that supplies pressure oil to one side or the other side of the piston, and an accelerator pedal depression amount. , an arithmetic device is connected to the pulp that calculates the optimum slot 1 opening and the opening/closing degree of the pulp from the throttle valve opening, vehicle speed, engine speed, reduction ratio, etc., and by the movement of the piston, the accelerator pedal is The percentage indicates that the throttle valve opening degree is set to the optimum position without the movement being restricted.
以下、本発明を回向に示す実施例に基づいて詳細に説明
する。Hereinafter, the present invention will be described in detail based on examples shown in detail.
第１図のように、アクセルペダル１とキャプレタに具え
られたスロットル升２とをつなぐワイヤ３の途中にスロ
ットル弁制御装置４が設けられる・該スロットル弁制御
装置４は次のような構造となっている。アクセルペダル
ｌ側のワイヤ３には第１シリンダ５のロッド６に連結さ
れ、スロットル１２側のワイヤ３にはピストン７０ロツ
ド８が連結ちれる。ま友、アクセルペダル１及びスロッ
トル升２には、エンジンの回転数をアイドリンク回転数
に戻すために夫々スプリング９及びｌＯが設けられてい
る＠第１シリンダ５・はトーボードなどに固定された第
２シリンダ１３内に摺動自在に具えられ、ピストンして
いる。分室１１内には、第１シリンダ５とピストン７と
の間にノブリング３７が具えられる。スプリング３７は
スプリングｌＯよりも弱く、アクセルペダルｌとスロッ
トル升２間のワイヤ３′ｆｔ含めた全長を調整するだめ
のもので、アイドリング状態のときに第１シリンダ５と
ピストン７との相対位置が決められる。分室１１及び分
室１２へ圧油を供給、排出する構造は次のようになって
いる。第１図のＡ−Ａ矢視断面図を第２図に示すように
、凸部１５が第２シリンダ１３の凹部１４に遊嵌される
ことによｐ回動しない第１シリンダ５の外周上部と下部
に夫々１ＩＩ１６．１７が設けられるとともに溝１６と
分室１１そしてｌ？１１７と分室１２が大々孔１８゜１
９によって連通ずる。そして第１シリンダ５がどの位置
におっても常に蒋１６及び婢１７と連通する流Ｍ２０及
び２１が第２シリンダ１３の略中火部の上下に設けられ
る。この流路２゜及び２１にはパルプ２２が接続される
０味バルブ２２？ユモータ２３によってねじ山の設けら
れ友＠２４金回転させ、その結果サーボパルプ２５及び
２６を移動させるものでめる０このパルプ２２の両端に
は圧油を排出するための排出用流路２７．２８が連通さ
れ、中央部には圧油を図示しない圧力タンクから供給す
る供給用流路２９が連通される。一方、アクセルペダル
踏み込み量、スロットル弁開度、車速、エンジン回転数
。As shown in Fig. 1, a throttle valve control device 4 is provided in the middle of a wire 3 that connects an accelerator pedal 1 and a throttle box 2 provided in a capretor.The throttle valve control device 4 has the following structure. ing. The wire 3 on the side of the accelerator pedal 1 is connected to the rod 6 of the first cylinder 5, and the wire 3 on the side of the throttle 12 is connected to the piston 70 and the rod 8. Mayu, the accelerator pedal 1 and the throttle box 2 are provided with springs 9 and 10, respectively, in order to return the engine speed to the idling speed. 2. It is slidably provided in the cylinder 13 and acts as a piston. A knob ring 37 is provided within the compartment 11 between the first cylinder 5 and the piston 7. The spring 37 is weaker than the spring IO, and is used to adjust the total length including the wire 3'ft between the accelerator pedal 1 and the throttle square 2, so that the relative position between the first cylinder 5 and the piston 7 is adjusted during idling. It can be decided. The structure for supplying and discharging pressure oil to the branch chambers 11 and 12 is as follows. As shown in FIG. 2, which is a cross-sectional view taken along line A-A in FIG. and 1II16.17 are provided at the bottom, respectively, and groove 16, compartment 11 and l? 117 and branch chamber 12 have large holes of 18°1
Connected by 9. Flows M20 and 21 are provided above and below the approximately medium heat portion of the second cylinder 13, which are always in communication with the chiang 16 and the rice cooker 17 no matter where the first cylinder 5 is located. The pulp 22 is connected to the flow paths 2° and 21, and the zero-taste valve 22? A threaded motor 23 rotates the servo pulp 25 and 26, thereby moving the servo pulps 25 and 26. At both ends of the pulp 22, there are discharge passages 27 for discharging pressure oil. 28 are communicated with each other, and a supply channel 29 for supplying pressure oil from a pressure tank (not shown) is communicated with the central portion. On the other hand, the amount of accelerator pedal depression, throttle valve opening, vehicle speed, and engine speed.
減速比等を検出して最適なスロットル弁２の開度を演算
し、該演算結果からバルブ２２の開閉度（開く普及び開
いている時間等）更にモータ２３の回転方向及び回転数
を演算する演算装置３０が設けられ、該演算装置３０は
アクセルセンサ３２．スロットルセンサ３３．スピード
メータ３４．タコメータ３５．シフトバルブ３１と接続
される。演算装置３０はモータ２３と接続されて指令金
与えるが、本夾施例ではオートマチック車にスロットル
弁制御装置４を具えているので演算装置３０は減速比の
選択を行ない、シフトバルブ３１にも指令するようにな
っている。The optimum opening degree of the throttle valve 2 is calculated by detecting the reduction ratio, etc., and the opening/closing degree of the valve 22 (opening rate, open time, etc.) as well as the rotation direction and rotation speed of the motor 23 are calculated from the calculation results. A computing device 30 is provided, and the computing device 30 includes an accelerator sensor 32 . Throttle sensor 33. Speedometer 34. Tachometer 35. It is connected to the shift valve 31. The arithmetic device 30 is connected to the motor 23 and gives commands, but in this embodiment, since the automatic vehicle is equipped with a throttle valve control device 4, the arithmetic device 30 selects the reduction ratio and also gives commands to the shift valve 31. It is supposed to be done.
また、スロットル弁制御装置４に対し車速を予め指示す
るクルーズコントロールスイッチ３６が当該演′Ｘ装置
ｔ３０に接続される。Further, a cruise control switch 36 for instructing the throttle valve control device 4 to determine the vehicle speed in advance is connected to the performance control device t30.
斯るスロットル弁制御装置の作用を説明する・スロット
ル弁制御装置４を作動させずアクセルペダル１とスロッ
トル３′Ｐ２とを１対１の比で動うに流路２０．２１を
塞ぐ位置に置く。このとき分ｉｌｌ、１２内には圧油が
満たされ流路２０゜２１が閉じられているため第１シリ
ンダ５とピストン７は一体的に動く。減速比変更時のシ
ョックをなくする場合は次のようにする・このようなシ
ョックは加速時、減速時に多くみられ、いずれの場合も
減速比変更してクラッチを接続するときに起こるので、
アクセルペダルｌの踏み込み量以上にスロットル弁２を
開いてエンジンの回転数を少し上げてやればよい。この
ときはバルブ２５及び２６を第１図中圧へ移動させる。The operation of such a throttle valve control device will be explained. Without operating the throttle valve control device 4, the accelerator pedal 1 and the throttle 3'P2 are placed in a position where they move in a 1:1 ratio so as to block the flow passage 20.21. At this time, the first cylinder 5 and the piston 7 move together because the interior of the cylinder 12 is filled with pressure oil and the flow passages 20 and 21 are closed. If you want to eliminate the shock when changing the reduction ratio, do the following: ・Such shocks are often seen during acceleration and deceleration, and in both cases, they occur when changing the reduction ratio and connecting the clutch.
The engine speed may be slightly increased by opening the throttle valve 2 by more than the amount by which the accelerator pedal 1 is depressed. At this time, the valves 25 and 26 are moved to the middle pressure in FIG.
すると圧油が供給用流路２９がら流路２゜へはい９分室
１１へ入る（第１図中第１シリ、ンダ５の左下と右上の
流路２ｏはつながってぃ＆）また、分室１２の圧油は流
路２１がら排出用流路２８へと流れるのでピストン７は
Ｍｌシリンダ５に対して右へ移動し、アクセルペダル１
の踏み込み量以上にスロットル弁２が開きエンジンの回
転数を上げる。ピストン７の移動量はサーボバルブ２５
，２６の移動している時間に比例し、その最大値はｔ２
であり Ｌｘの値はスロットル弁２のストロークをＬと
したとき１．中１ ｔ〜１１゜ １０
となる。次に、急加速時の燃料消費量を少なくする場合
を示す０オートマチツク車においては車速によって減速
比が決められてしまうのでアクセルペダル１を急激に踏
み込んでも加速は少なく燃料が無駄になるだけである。Then, the pressure oil enters the supply flow path 29 through the flow path 2° and enters the 9-part chamber 11 (the lower left and upper right flow paths 2o of the first cylinder and cylinder 5 in FIG. 1 are connected &). Since the pressure oil flows from the flow path 21 to the discharge flow path 28, the piston 7 moves to the right with respect to the Ml cylinder 5, and the accelerator pedal 1
Throttle valve 2 opens more than the amount of depression and increases engine speed. The amount of movement of the piston 7 is determined by the servo valve 25.
, 26, and its maximum value is t2
The value of Lx is 1. When the stroke of the throttle valve 2 is L, the value of Lx is 1. Medium 1t ~ 11° 10. Next, we will show you how to reduce fuel consumption during sudden acceleration.In automatic cars, the reduction ratio is determined by the vehicle speed, so even if you suddenly press the accelerator pedal 1, there will be little acceleration and only fuel will be wasted. be.
よってアクセルペダルｌの踏み込み量よりも少なめにス
ロットル弁２を開き燃料供給量を少なくしてやれはよい
。このと＠は前記と反対にバルブ２５及び２６を第１図
中布へ移動させる◎このときのピストン７の移動量の最
大値はｔｌ（ｔ、中Ａｘ）である。次にクルーズコント
ロールスイッチ３６によジ車速を一定にする場合を示す
。アクセルペダル１の踏み込み量が少なく亜速か足りな
いときにはスロットル−ｊＰ２ｔ−アクセルペダル１に
よる開度以上に開かせ車速を上げる。逆にアクセルペダ
ルｌの踏み込み量が多く車速か太きすぎるときにはスロ
ットル弁２をアクセルペダル１による開度以下にして車
速を下げる。以上のようにして車速を一定に保持する。Therefore, it is better to open the throttle valve 2 a little less than the amount of depression of the accelerator pedal 1 to reduce the amount of fuel supplied. In this case, @ moves the valves 25 and 26 toward the cloth in FIG. 1, contrary to the above. The maximum value of the amount of movement of the piston 7 at this time is tl (t, Ax in the middle). Next, a case will be shown in which the cruise control switch 36 is used to keep the vehicle speed constant. When the amount of depression of the accelerator pedal 1 is small and the speed is insufficient, the throttle -jP2t- is opened beyond the opening degree of the accelerator pedal 1 to increase the vehicle speed. On the other hand, when the amount of depression of the accelerator pedal 1 is large and the vehicle speed is too large, the throttle valve 2 is opened less than the opening degree of the accelerator pedal 1 to reduce the vehicle speed. The vehicle speed is maintained constant in the above manner.
次に、登板中又は降板中に頻繁な減速比の変更をくり返
さないで所定の減速比でスロットル弁２の開度のみによ
υ車速を制御したい場曾を示す＠この場合には演算装［
３０からシフトバルブ３１に減速比不変更の指令を与え
ることになる。Next, we will show you the case where you want to control the vehicle speed only by the opening of the throttle valve 2 at a predetermined reduction ratio without repeatedly changing the reduction ratio while climbing or dismounting. [
30 gives a command to the shift valve 31 to keep the reduction ratio unchanged.
なお、実際上はスロットル弁をアクセルペダル踏み込み
量以上に開けたシ叱とが多いので、第１図に示す寸法２
１分のピストン７の移動は不可能な構造にしてもよい。In addition, in practice, the throttle valve is often opened more than the amount by which the accelerator pedal is depressed, so the dimension 2 shown in Figure 1 is used.
The structure may be such that it is impossible to move the piston 7 for one minute.
この場合はフェイルセーフに対してもやや安心であシフ
トバルブの位置切り替えも２ケ所だけでよく、その結果
バルブとしてＯＮ 、 ＯＦＦを行なうだけの単純なソ
レノイドバルブでも使用できる。In this case, it is a little safer for fail-safes, and the shift valve position only needs to be switched in two places, and as a result, a simple solenoid valve that only turns ON and OFF can be used as a valve.
次に、前記実施例のうち、第１シリンダ内部を改良した
ものを第３図〜第５図に基づいて示す。なお、同一部分
には同一符号を付し異なるところのみを説明する０
第３図は、第１シリンダ５の上部に設けた溝ｌ６を途中
で止めずに第１シリンダ５の左端まで貫通させたもので
ある。このようにすると、アクセルペダルｌの踏み込み
量以上にスロットル升２を開きたい時において、分室１
１に供給される圧油がピストン７を第３図中、右へ押す
反力としてｉｌシリンダ５が圧へ押され、この反力がア
クセルペダルＩ ＦＣ７Ｊ［ｌわるが、圧油が第１シリ
ンダ５の左端から押圧することとなるのでとの反力を防
ぐことができる０しかも第１シリンダ５とピストン７の
端間の面積差の分だけ反力より大きい力で第１シリンダ
５全押圧することになｐ１アクセルペダル１を踏み込む
力が小さくて済む。Next, of the above-mentioned embodiments, an improved version of the inside of the first cylinder will be shown based on FIGS. 3 to 5. Note that the same parts are given the same reference numerals and only the different parts will be explained. In Figure 3, the groove l6 provided at the top of the first cylinder 5 is passed through to the left end of the first cylinder 5 without being stopped midway. It is something. By doing this, when you want to open the throttle 2 more than the amount by which the accelerator pedal 1 is depressed, the branch 1
The pressure oil supplied to the first cylinder pushes the piston 7 to the right in FIG. Since the pressure is applied from the left end of the piston 5, the reaction force can be prevented.Moreover, the first cylinder 5 is fully pressed with a force greater than the reaction force by the area difference between the ends of the first cylinder 5 and the piston 7. In particular, the force required to press the p1 accelerator pedal 1 can be small.
第４図は、サーボバルブが制御不能となったｐ圧油が漏
出したときなどには第１シリンダとピストンとの相対位
置が自動的に決められ、アクセルペダルとスロットル升
とを一対一の対応で動くよりにしたものでめる０第４図
０Ｂ−Ｂ矢視断面ｖ’に第５図に示すように、第１シリ
ンタ５のうち第４図中、左半分位の上下に＃４３８が設
けられ、該＃１３８にストッパ３９の凸部４０が遊嵌さ
れることにより、ストッパ３９は第４図中、左半分を移
動自在となっている。そしてスプリング４１は前記スプ
リング１０よりもやや強いものが用いられ、スプリング
４２はスプリング４１よりも弱いものが用いられる。こ
のようになっていることからピストン７は第４図の位ｔ
ｊＩｔから左右いづれの方向へも移動できるが、サーボ
バルブ２５等の不良時にはピストン７が第４図の位置へ
戻り、スプリング４１がスプリングｌＯよりも強いため
第１シリンダ５とピストン７が一体的に動く。ゆえにア
クセルペダルｌの踏み込み量に対してスロットル升２を
一対一の対応で開閉塾ぜることができ、不都合なく運転
が続行できる。Figure 4 shows that when the servo valve becomes uncontrollable and p-pressure oil leaks, the relative position between the first cylinder and the piston is automatically determined, and the accelerator pedal and throttle box are in one-to-one correspondence. As shown in Fig. 5 in the cross section v' taken along the arrow 0B-B in Fig. 4, #438 is located above and below the left half of the first cylinder 5 in Fig. 4. The convex portion 40 of the stopper 39 is loosely fitted into the #138, so that the stopper 39 is movable in the left half in FIG. The spring 41 is slightly stronger than the spring 10, and the spring 42 is weaker than the spring 41. Because of this structure, the piston 7 is at the position t shown in Figure 4.
It is possible to move from jIt to either the left or right direction, but if the servo valve 25 or the like is defective, the piston 7 will return to the position shown in Fig. 4, and since the spring 41 is stronger than the spring IO, the first cylinder 5 and piston 7 will be integrally moved. Move. Therefore, the throttle box 2 can be opened and closed in a one-to-one correspondence with the amount of depression of the accelerator pedal 1, and driving can be continued without any inconvenience.
次に、前記の実施例とは異なり、アクセルペダルとスロ
ットル升を結ぶワイヤは従来どうり単に連結するものと
し、アクセルペダルの支点を移動させる構造のスロット
ル升制御装置を第６図に示す。図のようにアクセルペダ
ルｌの支点４３がピストン４４のロッド４５の先端に設
けられ、ピストン４４はシリンダ４６内に摺動自在に具
えられる。このシリンダ４６の左、右の端は前記実施例
と同様に夫々バルブ２２の流路２０．２１と連通される
。ピストン４４の両側にはバルブ２２等の不良時にピス
トン４４を基準位！（７クセルパルプｌの踏み込み量と
スロットル升２とが一対一の対応となる位置）に設定す
るためにスプリング４７．４８が具えられる。また本実
施例では供給用流路２９．排出用流路２７．２８に夫々
チェックバルブ４９゜５０が具えられ、シリンダ４６内
の曲技は防止を図っている。その他は前記実施例と同じ
構造なので説明を省略する。なお図面も一部省略されて
いる〇
斯るスロットル制御装置ではアクセルペダル１ｏＲｉみ
込み量とスロットル９Ｐ２の開度とを一対一で対応させ
るにはピストン４４を基準位置に設定し、支点４３を固
冗すれはよい、ｔｂのようにアクセルペダル１の長Ｇｋ
Ａｓ−ムとすれに、ピストン４４の移Ｍｉに対するワ
イヤ３の引っ張り量は略１対２となる・つまシ、ワイヤ
３を同じ量引っ張るのに前記実施例に比ベピストン４４
の移動量はｌ／２で済み、可動部分、摺動部分が少なく
構造も簡単になる。よって信頼性が高い。Next, unlike the above-described embodiments, the wire connecting the accelerator pedal and the throttle box is simply connected as in the conventional case, and FIG. 6 shows a throttle control device having a structure in which the fulcrum of the accelerator pedal is moved. As shown in the figure, a fulcrum 43 of the accelerator pedal l is provided at the tip of a rod 45 of a piston 44, and the piston 44 is slidably provided within a cylinder 46. The left and right ends of this cylinder 46 are communicated with the flow passages 20, 21 of the valve 22, respectively, as in the previous embodiment. Both sides of the piston 44 have a reference position for the piston 44 when the valve 22 etc. is defective! Springs 47 and 48 are provided to set the position at a position where the amount of depression of the 7xel pulp l and the throttle square 2 correspond one-to-one. Further, in this embodiment, the supply channel 29. Check valves 49 and 50 are provided in the discharge passages 27 and 28, respectively, to prevent aerobatics within the cylinder 46. The rest of the structure is the same as that of the previous embodiment, so a description thereof will be omitted. In addition, some drawings are omitted. In such a throttle control device, in order to make a one-to-one correspondence between the amount of depression of the accelerator pedal 1oRi and the opening degree of the throttle 9P2, the piston 44 is set at the reference position and the fulcrum 43 is fixed. I'm sorry, the length of the accelerator pedal 1 is Gk, like tb.
As a result, the amount of tension on the wire 3 relative to the movement Mi of the piston 44 is approximately 1:2.
The amount of movement is only 1/2, and the structure is simplified with fewer moving and sliding parts. Therefore, it is highly reliable.
以上、実施例を図面とともに説明したように本発明によ
れば、アクセルペダル踏み込み量。As described above with reference to the embodiments and drawings, according to the present invention, the accelerator pedal depression amount.
スロットル弁開ｆ、車速、エンジン回転数、減速比等を
検出し、燃費減少１乗り心地向上、一定速度走行等の要
求を満たすよう自動的にスロットル升を開閉させる（ア
クセルベタ”ルの動きを拘束しないで）ことができるの
で、経済性。It detects the throttle valve opening, vehicle speed, engine speed, reduction ratio, etc., and automatically opens and closes the throttle to meet the requirements of reducing fuel consumption, improving ride comfort, and driving at a constant speed. It is economical because it can be carried out (without restraint).
車体の安定性、法的秩序の維持等あらゆる面での要求を
満たすことができる０0 that can meet all aspects of requirements such as vehicle stability and maintenance of legal order.
第１図、第３図、＊′Ｊ４図、第６図は本発明に係るス
ロットル升制御装置の実施例を示す概略図、第２図は第
１図のＡ−Ａ矢視断＠図、第５図は第４図の３３−Ｂ矢
視断ｌ囚である◎図 面 中、
１はアクセルペダル、
２はスロットル弁、
３はワイヤ、
４はスロットル升制御装置、
５はＭｌシリンダ、
７．４４はピストン、
１３は第２シリンダ、
２２はバルブ、
３０は演算装置、
３１はシフトバルブ、
３２はアクセルセンサ、
３３はスロットルセンサ、
３４はスピードメータ、
３５はタコメータ、
３６祉クルーズコントロールスイツチ、４６はシリンダ
である◎Figures 1, 3, *'J4, and 6 are schematic diagrams showing embodiments of the throttle control device according to the present invention, and Figure 2 is a cross-sectional view taken along the line A-A in Figure 1. Figure 5 is a cross-sectional view of arrow 33-B in Figure 4. In the drawing, 1 is the accelerator pedal, 2 is the throttle valve, 3 is the wire, 4 is the throttle control device, 5 is the Ml cylinder, 7 .44 is a piston, 13 is a second cylinder, 22 is a valve, 30 is a computing device, 31 is a shift valve, 32 is an accelerator sensor, 33 is a throttle sensor, 34 is a speedometer, 35 is a tachometer, 36 is a cruise control switch, 46 is a cylinder◎
Claims (1)
の一方側又は他方側へ圧油を供給するパルプを具える一
方、アクセルペタ”ル踏み込み量。 スロットル弁開度、！［速、エンジン（ロ）転数、減速
比等から最適スロット１晴間度更に前記パルプの開閉度
を演算する演算装置全前記パルプに接続し、前記ピスト
ンの移動によシ、前記アクセルペダルの動きが拘束はれ
ることなく前記スロットル弁開度が最適位置に設建され
るようにしたことを特徴とするスロットル弁制御装置。[Claims] The cylinder includes a piston and a pulp that supplies pressure oil to one side or the other side of the piston. [A computing device that calculates the optimal slot 1 clearness level and the opening/closing degree of the pulp from the speed, engine speed, reduction ratio, etc. is connected to the pulp, and is connected to the pulp according to the movement of the piston, and the movement of the accelerator pedal. A throttle valve control device characterized in that the throttle valve opening degree is set at an optimum position without being restricted.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11248082A JPS595844A (en) | 1982-07-01 | 1982-07-01 | Throttle valve controlling apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11248082A JPS595844A (en) | 1982-07-01 | 1982-07-01 | Throttle valve controlling apparatus |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS595844A true JPS595844A (en) | 1984-01-12 |
Family
ID=14587686
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11248082A Pending JPS595844A (en) | 1982-07-01 | 1982-07-01 | Throttle valve controlling apparatus |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS595844A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4834044A (en) * | 1986-03-15 | 1989-05-30 | Alfred Teves, Gmbh | Device for controlling the drive power of a vehicle engine for automotive vehicles with traction control |
| US4950965A (en) * | 1989-11-06 | 1990-08-21 | Eaton Corporation | Throttle control servoactuator |
-
1982
- 1982-07-01 JP JP11248082A patent/JPS595844A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4834044A (en) * | 1986-03-15 | 1989-05-30 | Alfred Teves, Gmbh | Device for controlling the drive power of a vehicle engine for automotive vehicles with traction control |
| US4950965A (en) * | 1989-11-06 | 1990-08-21 | Eaton Corporation | Throttle control servoactuator |
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