JPS59196936A - Fuel controlling apparatus - Google Patents
Fuel controlling apparatusInfo
- Publication number
- JPS59196936A JPS59196936A JP6991683A JP6991683A JPS59196936A JP S59196936 A JPS59196936 A JP S59196936A JP 6991683 A JP6991683 A JP 6991683A JP 6991683 A JP6991683 A JP 6991683A JP S59196936 A JPS59196936 A JP S59196936A
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- cam
- engine
- motor
- spring
- 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
- F02D11/10—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 of the electric type
- F02D11/107—Safety-related aspects
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】
〔発明の利用分野〕
本発明は吸気１ｈ′＠に設けた絞弁によって供給燃料？
制御するようにした燃料制御装置に係り、特にアイドリ
ンク時のエンジン回転数制御に好適する燃料制御装置に
関する。[Detailed Description of the Invention] [Field of Application of the Invention] The present invention provides fuel supply through a throttle valve provided at the intake 1h'@.
The present invention relates to a fuel control device that controls engine speed, and particularly to a fuel control device that is suitable for controlling engine rotation speed during idling.
従来、絞弁開度を制ｉ＋することにより機関のアイドル
回転叔？側部する装置は、特開昭５６−９６１２５号等
罠より公知である。即ち、第１図に示した如く、電動機
２１の回転と歯車機構２２によりピストン２３の往復運
切に変換し、該ピストン２３によって絞弁開度？制御す
るようにし７たものである。ところが、このような従来
の装置においては屯＠機２１１７Ｊ電源配線２４が断線
した場合、或いは歯車機構２２が固渋した場合など、絞
弁が開いたまま制御不能となるおそれがあった。Conventionally, engine idle rotation was controlled by controlling the throttle valve opening degree. A side device is known from Japanese Patent Laid-Open No. 56-96125. That is, as shown in FIG. 1, the rotation of the electric motor 21 and the gear mechanism 22 convert the piston 23 into a reciprocating operation, and the piston 23 changes the opening degree of the throttle valve. It was designed to be controlled. However, in such a conventional device, if the power supply wiring 24 of the Ton@ki 2117J is disconnected, or if the gear mechanism 22 becomes stiff, there is a risk that the throttle valve may remain open and become uncontrollable.
本発明はこのような事情に鑑みてなされたもので、その
目的は、電源配線が断線したような場合でも絞弁ｉｈ＆
実に閉動作できる安全性に優れた燃料制醐ｊ装置金提供
することにある。The present invention was made in view of the above circumstances, and its purpose is to prevent the throttle valve IH &
It is an object of the present invention to provide a fuel control device with excellent safety that can actually be closed.
本発明に係る燃料制御装置では、絞弁軸？、弾性手段に
よって閉方向に付勢されたカム忙介して電動機に連結し
、電動機による制御が不能となった場合でもカムＶＣ工
υ絞弁？回転させて所定開度に制飼Ｊするようにしてい
る。In the fuel control device according to the present invention, the throttle shaft? , the cam is biased in the closing direction by elastic means and is connected to the electric motor, so that even if control by the electric motor becomes impossible, the cam VC throttle valve will remain closed. It is rotated to control the opening to a predetermined degree.
以下、本発明の一実施例′？ｆ：第２図〜第５図？参照
して説明する。Hereinafter, one embodiment of the present invention'? f: Figures 2 to 5? Refer to and explain.
第２図は燃料ｆｉｊｌＪの装瞳の−９に示すものである
。FIG. 2 shows the fuel fijlJ at pupil -9.
ｌは機関に空気ケ供給する吸気通路で絞弁２を有してい
る。絞弁２の上流のベンチュリ部５には、燃料噴射弁３
が設けられ、このベンチュリ部５とその上流の蚊気通路
４との間のバイパス通路６にホットワイヤ式空気流量計
７が般社され、このホットワイヤ式空気流量計７は機関
に供給きれる空気流量？検知し、コンピュータ８に信号
ＶＨＷ（ｉ＝出力するようニナっている。コンピュータ
８はホットワイヤ信号ＶＨＷ、エンジン回転速度信号Ｎ
１カークーラスイッチ信号Ｃ１絞弁開度センサ信号ＴＨ
１冷却水温信号Ｗ等によシ機関の運転状態？検知し、各
運転状態に最適な量の燃料ケ供給すべくＩさ料噴射弁３
に信号を出力するようにしてらる。1 is an intake passage that supplies air to the engine, and has a throttle valve 2. A fuel injection valve 3 is provided in the venturi section 5 upstream of the throttle valve 2.
A hot wire type air flow meter 7 is installed in the bypass passage 6 between this venturi part 5 and the mosquito air passage 4 upstream thereof, and this hot wire type air flow meter 7 measures the amount of air that can be supplied to the engine. Flow rate? The computer 8 outputs the hot wire signal VHW and the engine speed signal N.
1 Car cooler switch signal C1 Throttle valve opening sensor signal TH
1 Is the engine operating status based on the cooling water temperature signal W, etc.? In order to detect and supply the optimum amount of fuel for each operating condition, the fuel injection valve 3
I'm trying to output a signal to .
ところで、第３図に示すように、燃料側聞装置の絞弁軸
９にはレバーｌＯが固定され、このし／（−１Ｏはロー
ラ１５を介してカムＩＩＥ係合している。なお、１３は
ローラ１５ゲカム而に圧接するスプリングである。この
カム１１は、弾性手段例えばねじりコイルばね１４によ
って一定の回転方向、即ちカム面により絞シ弁２ヶ閉動
作させる回転方向に付勢されている。このカム１１のカ
ムシャフト１１ ＡＫばね１４ＶＣ抗し得、るステップ
モータ１２が連結され、このモータ１２がコンピュータ
８の信号に応じて回転するようになっている。By the way, as shown in FIG. 3, a lever lO is fixed to the throttle valve shaft 9 of the fuel side device, and the lever lO is engaged with the cam IIE via the roller 15. is a spring that presses against the roller 15 and the cam 15. This cam 11 is biased by an elastic means such as a torsion coil spring 14 in a fixed rotational direction, that is, in a rotational direction in which the cam surface closes the two throttle valves. A step motor 12 is connected to the cam shaft 11 of the cam 11, which can resist an AK spring 14VC, and this motor 12 rotates in response to a signal from the computer 8.
コンピユー１９８は各センサからの信号によシ冷却水篇
、カークーラ負荷の有無等を検知し、目標とするアイド
ル回転速度を定めるようにしである。The computer 198 detects the presence or absence of cooling water, car cooler load, etc. based on signals from each sensor, and determines a target idle rotation speed.
第３図は冷却水温に対する目標回転速度の一例であシ、
コンピュータ８は冷却水温に対応する目標回転数？メモ
リ領域から検−索するようにしである。Figure 3 is an example of target rotation speed for cooling water temperature.
Is the computer 8 the target rotation speed corresponding to the cooling water temperature? The search is performed from the memory area.
またコンピュータ８はアイドルスイッチ及び回転速度セ
ンサｒ介してアイドリンク時の機関の回転速度？検知し
、目標回転数と異なる場合は目標に近づけるようにステ
ップモータ１２にパルス信号を出力する。ステップモー
タ１２は該パルス信号に従って回転し、ロータシャフト
に固定されたカム１１を回転させるようになっている。The computer 8 also determines the engine rotational speed during idle linking via the idle switch and rotational speed sensor r. If the rotational speed is different from the target rotational speed, a pulse signal is output to the step motor 12 so as to bring the rotational speed closer to the target. The step motor 12 rotates according to the pulse signal and rotates the cam 11 fixed to the rotor shaft.
ところで、カム１１は第４図に示すように、カム回転角
の変化量に対する絞弁開度の変化量が、絞弁開ザに比例
して大きくなるカムプロフィル？有している。このよう
なカムプロフィルとしておけは、機関の回転速度の小さ
い領域でのカム回転角の変化に対する機関の回転速度変
ｆヒを抑制でき、高い制ｉｉ！１精度が得られるもので
ある。By the way, as shown in FIG. 4, the cam 11 has a cam profile in which the amount of change in the throttle valve opening relative to the amount of change in the cam rotation angle increases in proportion to the throttle valve opening. have. With such a cam profile, it is possible to suppress changes in engine rotational speed due to changes in the cam rotation angle in a region where the engine rotational speed is low, resulting in high controllability. 1 accuracy can be obtained.
しかして、カム１１はばね１４により絞弁２が閉じる方
向に付勢されているので、電源配線の断線等によりステ
ップモータ１２が保持トルク？失なった場合は、このば
ね１４により所定位置まで戻り、絞弁２が所定開度まで
閉じるものである。Since the cam 11 is urged by the spring 14 in the direction in which the throttle valve 2 closes, the step motor 12 may lose its holding torque due to a break in the power supply wiring or the like. If the opening is lost, the spring 14 returns to a predetermined position and the throttle valve 2 closes to a predetermined opening degree.
従って、本実施例によれば、ステップモータの電源配線
が断線した場合でもげね１４によって絞弁２が所定閉肢
まで閉じるため、断線時でもアイドリンク回転速度が下
がらなくなるという危険がなく安全性が確保できる。ま
た、カムプロフィル？前述の如く、絞弁開度に比例して
カム回転角の俊ｒヒに対する絞弁開度の変化紫大きくし
ておけば、高い制１ｉｉｌｌ棺度ケ得ることができる。Therefore, according to this embodiment, even if the power supply wiring of the step motor is disconnected, the throttle valve 2 is closed by the barb 14 until the predetermined closed limb is closed, so there is no danger that the idle link rotational speed will not decrease even in the event of a disconnection, thereby increasing safety. can be secured. Also, cam profile? As mentioned above, if the change in the throttle valve opening with respect to the rotation angle of the cam is increased in proportion to the throttle valve opening, a high degree of control can be obtained.
以上のように、本発明によれば、絞弁袖ケ、弾性手段に
よって機械的に閉方向ｒこ付勢されたカムを介して電＠
磯に連結した構成としたので、電動機による側脚が断線
事故等によって不能となった場合でも機械的な手段で絞
弁軸？制御することができ、安全性が確保できるという
優れた効果が奏される。As described above, according to the present invention, the throttle valve sleeve receives electricity via the cam which is mechanically biased in the closing direction r by the elastic means.
Since it is configured to be connected to the rock, even if the side leg by the electric motor becomes disabled due to a disconnection accident, the throttle valve shaft can be connected by mechanical means. The excellent effects of being able to control and ensuring safety are achieved.
第１図は従来例を示す要部１析而図、第２図〜第５図は
本発明の一実施例ケ示すもので、第２図は機関の概略断
面図、第３図は要部断面図、第４図は通常制御用装置の
特性ケー例示した線図、第５図はカム曲線を示す線図で
ある。
ｌ・・・吸気通路、２・・・絞弁、９・・・絞弁軸、１
０・・・レバー、１１・・・カム、１２・・・電動機、
１４・・・弾性手浄坐にす（’ｃ）
法ＥＪｔＡ （吻）Fig. 1 is an analysis diagram of the main part of a conventional example, Figs. 2 to 5 show an embodiment of the present invention, Fig. 2 is a schematic sectional view of the engine, and Fig. 3 is a main part of the engine. A sectional view, FIG. 4 is a diagram showing an example of the characteristics of a normal control device, and FIG. 5 is a diagram showing a cam curve. l... Intake passage, 2... Throttle valve, 9... Throttle valve shaft, 1
0... Lever, 11... Cam, 12... Electric motor,
14...Elastic hand sitting ('c) method EJtA (proboscis)
Claims (1)
等に基づいて駆動される電動機によって開閉制御するよ
うにした燃料制御装置において、前記絞弁ＺＪ軸に力ｌ
−ケ係合させると共に、このカム勿デ４１性手段によっ
て絞弁（Ａ」方向に付勢し、このカムに制呻用電動機？
前記弾性手段に抗して駆動可能に連結してなること？特
徴とする燃料制御装置。1. In a fuel control device in which a throttle valve provided in the intake passage of an engine is controlled to open and close by an electric motor driven based on the rotational speed color code of the engine, etc., a force l is applied to the throttle valve ZJ axis.
- At the same time, this cam is biased in the direction of the throttle valve (A) by the force means, and this cam is connected to the throttle valve (A).
Is it connected so that it can be driven against the elastic means? Features a fuel control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6991683A JPS59196936A (en) | 1983-04-22 | 1983-04-22 | Fuel controlling apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6991683A JPS59196936A (en) | 1983-04-22 | 1983-04-22 | Fuel controlling apparatus |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59196936A true JPS59196936A (en) | 1984-11-08 |
Family
ID=13416488
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6991683A Pending JPS59196936A (en) | 1983-04-22 | 1983-04-22 | Fuel controlling apparatus |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59196936A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6338619A (en) * | 1986-08-04 | 1988-02-19 | Shin Caterpillar Mitsubishi Ltd | Manually and automatically controllable control mechanism |
| EP0290980A2 (en) * | 1987-05-09 | 1988-11-17 | Nippondenso Co., Ltd. | Apparatus for controlling intake air flow rate in internal combustion engine |
| US4838226A (en) * | 1986-12-12 | 1989-06-13 | Nippondenso Co., Ltd. | Apparatus for controlling intake air flow rate in internal combustion engine |
| US6386182B2 (en) * | 1998-09-18 | 2002-05-14 | Hitachi, Ltd. | Method and apparatus for controlling intake air flow rate of an engine and method for controlling output |
| WO2008145492A1 (en) * | 2007-05-31 | 2008-12-04 | Continental Automotive Gmbh | Load adjusting device |
-
1983
- 1983-04-22 JP JP6991683A patent/JPS59196936A/en active Pending
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6338619A (en) * | 1986-08-04 | 1988-02-19 | Shin Caterpillar Mitsubishi Ltd | Manually and automatically controllable control mechanism |
| US4838226A (en) * | 1986-12-12 | 1989-06-13 | Nippondenso Co., Ltd. | Apparatus for controlling intake air flow rate in internal combustion engine |
| EP0290980A2 (en) * | 1987-05-09 | 1988-11-17 | Nippondenso Co., Ltd. | Apparatus for controlling intake air flow rate in internal combustion engine |
| US6386182B2 (en) * | 1998-09-18 | 2002-05-14 | Hitachi, Ltd. | Method and apparatus for controlling intake air flow rate of an engine and method for controlling output |
| WO2008145492A1 (en) * | 2007-05-31 | 2008-12-04 | Continental Automotive Gmbh | Load adjusting device |
| US8381702B2 (en) | 2007-05-31 | 2013-02-26 | Continental Automotive Gmbh | Load adjusting device |
| DE102007025441B4 (en) | 2007-05-31 | 2020-06-18 | Continental Automotive Gmbh | Load adjustment device |
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