JP2501108B2 - Throttle opening control actuator - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention sets the opening of a throttle in order to perform slip control at the time of starting and accelerating drive wheels of a vehicle, inter-vehicle distance adjustment, constant speed traveling control, and the like. The present invention relates to a throttle opening control actuator that controls and adjusts an engine output.

[Prior Art] Slip control at vehicle start / acceleration, inter-vehicle distance adjustment,
When performing constant-speed running control, etc., first, a sensor that detects the speed of the wheels, a sensor that detects the distance to the preceding vehicle,
Information from other sensors is sent to the electronic information processing device.
Next, a command from the electronic information processing device is sent to the throttle opening control actuator. The throttle opening control actuator adjusts the opening of the throttle based on this command, thereby adjusting the engine output.

The control system as described above is widely known. In this case, there are two directions for controlling the throttle opening. On the other hand, like slip control and inter-vehicle distance adjustment,
This is a case where the throttle opening is controlled in a decreasing direction while the driver operates the accelerator pedal. The other is a case where the throttle opening is controlled in the increasing direction in a state where the driver's operation amount of the accelerator pedal in the control direction is equal to or less than a certain amount, as in constant speed traveling control. A system that controls these two directions with one actuator is, for example,
It is disclosed in JP-A-61-75023 and JP-A-61-75024.

In any direction control, when the driver's operation amount of the accelerator pedal in the control direction exceeds the control amount of the throttle opening by the actuator, it is necessary to give priority to the driver's operation. For example, when the throttle opening is controlled in the decreasing direction by the actuator with the target of the optimum slip of the driving wheels as in the slip control at the time of starting, the driver wants to decelerate and the accelerator pedal is controlled so as to be less than the control amount. When it is loosened, it is desirable to interrupt the control by the actuator and immediately reduce the throttle opening to a level according to the operation amount of the accelerator pedal. In addition, when the throttle opening is controlled in the increasing direction by the actuator to bring the actual vehicle speed close to the set vehicle speed, as in constant-speed running control, the driver wants to accelerate to the set vehicle speed or more, and the driver's control amount is set to be equal to or more than the control amount. When the accelerator pedal is depressed as described above, it is desirable to interrupt the control by the actuator and increase the throttle opening to a level according to the operation amount of the accelerator pedal.

There is known a system in which the above-mentioned two-direction control is performed by one actuator and the driver's operation of the accelerator pedal is prioritized. In this system, the accelerator pedal and the throttle are separated without mechanical connection, and the depression amount of the accelerator pedal is constantly detected by a potentiometer. Then, the throttle opening is adjusted by, for example, an electric motor or the like according to the continuous analog amount detected by the potentiometer. But,
According to this system, for example, when the electric motor fails, normal traveling is disabled.

On the other hand, JP 61-75023 A and JP 61
In the system disclosed in Japanese Patent Publication No. 75024/1975, the above problem is solved by connecting the accelerator pedal and the throttle with a mechanical connecting means. Further, in these systems, the driver's operation amount of the accelerator pedal is prioritized regardless of whether the actuator controls the throttle opening in the decreasing direction or the increasing direction.

[Problems to be Solved by the Invention] However, JP 61-75023 A and JP 61
In the system disclosed in Japanese Patent Laid-Open No. 75024-, there is no means for comparing the accelerator pedal operation amount by the driver with the throttle opening control amount by the actuator. for that reason,
There is a problem that the operation of the actuator continues even after the driver's operation amount of the accelerator pedal is prioritized. For example, it is assumed that the driver reduces the operation amount of the accelerator pedal while the actuator controls the throttle opening in the decreasing direction. In this case, the throttle opening is reduced below the optimal throttle opening for control, but there is no means for detecting this state, so a command to relax the control in the throttle opening decreasing direction is issued to the actuator. Is continued. That is, the actuator continues the operation of increasing the throttle opening reduced by the operation of the accelerator pedal. The operation of the actuator is completed when the operating position of the actuator returns to the original position before control. Therefore, when the driver depresses the accelerator pedal again, the control operation is restarted from the original position. Such control operation is inferior in responsiveness to the case where the control of the actuator is interrupted when the driver's operation amount of the accelerator pedal falls below the control amount of the actuator and the control is restarted from that position.

Further, with respect to the system disclosed in Japanese Patent Laid-Open No. 61-75024, there is a problem in that means for mechanically connecting the accelerator pedal and the throttle are required to be doubled, that is, a normal means and a means via an actuator. There are also points.

It is an object of the present invention to provide a throttle opening control actuator that can solve the above problems.

[Means for Solving the Problems] The present invention, in order to adjust the engine output of a vehicle,
A throttle opening control actuator provided between a throttle that is constantly urged by a return spring in the direction of decreasing the opening and an accelerator pedal that is connected to the throttle by a mechanical connecting means. Prepare

a. A drive that produces the driving force.

b. A mover adapted to be displaced in two opposite directions by a driving force from the driving device.

c. The mechanical connecting means is provided at an intermediate position and abuts on the mover when the mover is displaced in one direction,
An opening direction contact portion that is forcibly moved in the direction of increasing the throttle opening by the mover.

d. Provided at an intermediate position of the mechanical coupling means, abutting against the mover when the mover is displaced in the other direction,
A closing direction contact portion that is forcibly moved by the mover in the direction of decreasing the throttle opening.

e. Opening direction detecting means for electrically detecting the contact state between the mover and the opening direction contact portion.

f. Closing direction detecting means for electrically detecting the contact state between the mover and the closing direction contact portion.

[Advantageous Effects of the Invention] First, the operation when the actuator controls the throttle opening in the decreasing direction will be described. When the driver is operating the accelerator pedal, the mover receiving the driving force from the drive device forcibly displaces the closing direction contact portion in the opening decreasing direction against the driver's operating force. It is assumed that the throttle opening is controlled in the decreasing direction. During this control, if the driver wishes to decelerate and reduces the operation amount of the accelerator pedal, the return spring action moves the abutment part in the closing direction together with the mechanical coupling means to the throttle side. The relationship with the degree is the same as the relationship during non-control. When the operation amount of the accelerator pedal is further reduced, the closing direction contact portion and the mover are separated from each other. This change in the contact state is immediately detected by the closing direction detecting means. Based on the information from the closing direction detecting means, the control operation by the drive device can be stopped.

Next, the operation when the actuator controls the throttle opening in the increasing direction will be described. When the amount of operation of the accelerator pedal by the driver is below a certain value, the mover receiving the driving force from the drive device moves the opening direction contact part in the opening increasing direction in order to bring the traveling speed close to the set vehicle speed. It is assumed that the displacement is forcibly changed and thereby the throttle opening is controlled to increase. During this control, if the driver feels the need for acceleration and increases the operation amount of the accelerator pedal, the opening direction contact part moves to the accelerator pedal side together with the mechanical coupling means, and the operating force and throttle opening are increased. The relationship with the degree is the same as the relationship during non-control. When the operation amount of the accelerator pedal is further increased, the opening direction contact portion and the mover are separated from each other. This change in the contact state is immediately detected by the opening direction detecting means. Therefore, the control operation by the drive device can be stopped based on the information from the opening direction detecting means.

As described above, according to the present invention, the above-mentioned problems can be solved and a throttle opening control actuator having excellent operation response can be obtained.

[Embodiment] FIG. 1 shows a first embodiment of the present invention.

The throttle 2 for adjusting the engine output by changing the opening degree thereof and the accelerator pedal 1 are connected by a cable 7 which is a mechanical connecting means. Specifically, the throttle 2 and the pulley 4 are fixed to the rotary shaft 3, and the cable 7 extending from the accelerator pedal 1 is fixed by being wound around the pulley 4. When the driver depresses the accelerator pedal 1, the cable 7 moves to the accelerator pedal side, whereby the throttle 2 rotates in a direction to increase its opening, that is, clockwise in the drawing. One end 5a of the return spring 5 is engaged with a locking pin 6 standing on the pulley 4,
The other end 5b is arranged to engage a stationary object. The return spring 5 always urges the throttle 2 to rotate in a direction of decreasing the opening, that is, counterclockwise in the drawing.

The throttle opening control actuator is provided between the throttle 2 and the accelerator pedal 1, which are connected via a cable 7. Specifically, the cable 7
At the midway position of the opening direction contact portion 8 and the closing direction contact portion 9
Is provided. There is a gap between the opening direction contact portion 8 and the closing direction contact portion 9, and the mover 13 is inserted in this gap. The mover 13 is fixed to a piston 11 movably provided in the cylinder 10. Therefore, the mover 13 also moves as the piston 11 moves.

The gap between the opening direction contact portion 8 and the closing direction contact portion 9 is set to be larger than the width of the movable element 13 which is inserted between them by the minute gap Δl. Therefore, when the mover 13 moves in one direction from the illustrated state, that is, in the right direction in the figure, the mover 13 contacts the opening direction contact portion 8. When the mover 13 further moves in the same direction, the opening direction contact portion 8 is pushed by the mover 13 and moves to the right in the figure. Along with that, the cable 7 also moves to the right in the figure, and the opening degree of the throttle 2 is increased. On the contrary, if the mover 13 moves in the other direction, that is, to the left in the figure, the mover 13 contacts the closing direction contact portion 9. And mover
The closing direction contact portion 9 pushed by 13 moves leftward in the figure along with the cable 7 and reduces the opening degree of the throttle 2.

The cylinder 10 has a large diameter bore 10a having a large diameter and a small diameter bore 10b having a small diameter. Correspondingly, the piston 11 has a large diameter portion 11a having a large diameter and a small diameter portion 1 having a small diameter.
1b and. The piston 11 is constantly urged by the spring 12 toward the large diameter bore 10a side of the cylinder 10. Further, as shown in the figure, the cylinder 10 is formed with a port 14 communicating with the small diameter bore 10b and a port 15 communicating with the large diameter bore 10a.

The fluid from the reservoir 18 suction-pressurized by the pump 17 driven by the motor 16 is stored in the pressure accumulator 19. This high-pressure fluid is guided to the port 14 of the cylinder 10 via the liquid passage 24. Also, the large diameter bore of the cylinder 10
The fluid discharged from 10a via the port 15 is recovered in the reservoir 18 via the liquid path 25.

Fluid path 24 connecting the accumulator 19 to the port 14 of the cylinder 10.
An electromagnetic switching valve 20 is arranged in the. This solenoid switching valve
Reference numeral 20 is a 2-port 2-position switching valve, which is urged by a spring to bring it to the illustrated first position in the non-power-supply state. In that state, the fluid flow in both directions is blocked. On the other hand, when the electromagnetic switching valve 20 is turned on, it switches to the second position, allowing the flow of fluid from the pressure accumulator 19 to the port 14.

A fluid path that connects the port 15 of the cylinder 10 to the reservoir 18.
An electromagnetic switching valve 22 is arranged at 25. This electromagnetic switching valve 22 is also a 2-port 2-position switching valve, and is urged by a spring to be brought to the illustrated first position in the non-power-supply state. In that state, the flow of fluid from the port 15 side toward the reservoir 18 is allowed. On the other hand, when the electromagnetic switching valve 22 is turned on, the flow of fluid in both directions is shut off.

Further, as shown in the figure, a liquid passage 26 that connects the liquid passage 24 and the liquid passage 25 is provided, and the electromagnetic switching valve 21 is arranged in the liquid passage 26. The electromagnetic switching valve 21 is a 2-port 2-position switching valve, and is biased by a spring to bring it to the illustrated first position in the non-power-supply state. In that state, the flow of the fluid from the liquid passage 24 to the liquid passage 25 is allowed. On the other hand, when the electromagnetic switching valve 21 is turned on, the flow of fluid in both directions is shut off.

An electric switch 23 is attached to the opening direction contact portion 8 as an opening direction detection means for electrically detecting the contact state between the movable element 13 and the opening direction contact portion 8. The electric switch 23 is in an OFF state when the mover 13 and the opening direction contact portion 8 are separated by a minute gap Δl. On the other hand, when the mover 13 and the opening direction contact portion 8 come into contact with each other, the electric switch 23 is turned on.

 Next, the operation of the first embodiment will be described.

It is assumed that the driver depresses accelerator pedal 1. Then, the movement of the accelerator pedal 1 is transmitted to the throttle 2 via the cable 7, and the throttle 2 rotates in the direction of increasing the opening thereof against the return spring 5. Further, at this time, the opening direction contact portion 8 and the closing direction contact portion 9
The mover 13 positioned between and is moved by the closing direction contact portion 9 to the accelerator pedal 1 side together with the piston 11.

When the traction control is performed in this state, for example, the mover 13 is controlled so as to move in the direction of decreasing the opening degree of the throttle 2. In this case, the electromagnetic switching valve 20 and the electromagnetic switching valve 21 are brought into the power supply state, and are switched to the second positions. As a result, the accumulator 19
High pressure fluid is introduced into the small diameter bore 10b of the cylinder 10,
The piston 11 is moved toward the large diameter bore 10a side. Along with this, the mover 13 contacts the closing direction contact portion 9 and forcibly moves the closing direction contact portion 9 in the direction of decreasing the throttle opening against the operation force of the driver. In this way, the opening degree of the throttle 2 is reduced to a predetermined amount. In this case,
The abutting portion 8 in the opening direction and the mover 13 are separated by a minute gap Δl. Therefore, the electric switch 23 is in the OFF state.

In this state, when the driver decreases the operation amount of the accelerator pedal 1, the spring force of the return spring 5 causes the cable 7 to move in the throttle opening decreasing direction,
In response to this, the opening direction contact portion 8 and the closing direction contact portion 9 also move in the throttle opening decreasing direction. As a result, the closing direction contact portion 9 separates from the mover 13. When the driver further reduces the operation amount of the accelerator pedal 1 and the relative movement amount of the opening direction contact portion 8 and the closing direction contact portion 9 with respect to the movable element 13 exceeds Δl, the movable element 13 and the opening direction contact portion are contacted. The parts 8 come into contact with each other. By this contact, the electric switch 23, which is the opening direction detecting means, is turned on. In this way, when the electric switch 23 is turned on, it is detected that the driver's operation amount of the accelerator pedal in the throttle opening decreasing direction exceeds the control amount of the driving device. Then, based on this information, the control operation by the drive device is stopped. That is, both the electromagnetic switching valve 20 and the electromagnetic switching valve 21 are in the non-power-supply state.

Next, when the driver's operation force on the accelerator pedal 1 is equal to or less than a certain value, as in the case of constant-speed traveling control, when the opening degree of the throttle 2 is controlled to increase,
The following operations are performed. In this case, the electromagnetic switching valve 20 and the electromagnetic switching valve 22 are in the power supply state. Then the accumulator 19
The high-pressure fluid from (1) is introduced into the small diameter bore 10b of the cylinder 10 through the port 14, and is also introduced into the large diameter bore 10a of the cylinder 10 through the port 15. as a result,
The piston 11 moves toward the small diameter bore 10b side against the spring force of the spring 12 by the urging force corresponding to the area difference between the large diameter portion 11a and the small diameter portion 11b.

The mover 13 also moves as the piston 11 moves as described above. The mover 13 comes into contact with the opening direction contact portion 8 and moves the opening direction contact portion 8 in the direction of increasing the opening degree of the throttle 2. When the mover 13 contacts the opening direction contact portion 8, the electric switch 23 is turned on.

When the electromagnetic switching valve 20 is turned off when the opening of the throttle 2 reaches a predetermined amount, a constant fluid pressure is maintained and acts on the piston 11, so that a desired throttle opening is maintained. When the vehicle is approaching a downhill and the vehicle speed increases, the electromagnetic switching valve 22 is temporarily set to the non-power supply state.
Then, the fluid pressure decreases, and the opening degree of the throttle 2 decreases. On the contrary, when the vehicle goes uphill and the vehicle speed decreases, the electromagnetic switching valve 20 is temporarily turned on. Then, the fluid pressure increases and the throttle opening increases.

In such a state, when the driver depresses the accelerator pedal 1 beyond the control amount by the drive device, the opening direction contact portion 8 separates from the mover 13 and the electrical switch 23 becomes OF.
It becomes F state. In this way, when it is detected by the electric switch 23 that the operation amount of the accelerator pedal by the driver exceeds the control amount by the drive device, the electromagnetic switching valves 20, 21, 22 are all brought to the non-power supply state shown in the figure. Is
The control operation by the drive device is stopped.

It is also possible to provide a device corresponding to the electric switch 23 on the closing direction contact portion 9 to serve as the closing direction detecting means. In the first embodiment shown in FIG. 1, since the gap Δl between the mover 13 and both contact portions 8 and 9 is very small, the information of the electric switch 23 is also used as the closing direction detecting means. are doing. That is, the pair of the opening direction detecting means is used as the closing direction detecting means.

FIG. 2 illustrates a second embodiment of the present invention.
In the above-described first embodiment, the mover is linearly moved by the fluid pressure cylinder drive, but in the second embodiment, the mover is rotated by the electric motor drive.

The illustrated throttle opening control actuator includes a motor 27 that is a drive source, a power transmission unit 30 that decelerates the rotation of an output shaft 28 of the motor 27 and transmits the rotation to a rotation shaft 29, and a wire driving unit.
31 and. The wire driving unit 31 is for moving the wire connecting the throttle and the accelerator pedal to the throttle side or the accelerator pedal side, and has a mover, an opening direction contact portion, a closing direction contact portion, and the like. are doing.

First, the structure related to the motor 27 and the power transmission unit 30 will be described.

A gear 32 is fixedly attached to the output shaft 28 of the motor 27. The rotating shaft 29 is rotatably supported by the body 35 via bearings 33 and 34. In addition, this rotating shaft 29,
A sun gear 36 meshing with the gear 32 is rotatably supported.

Planetary gears 38, 39 adapted to mesh with the sun gear 36
Are rotatably supported by a plate 37 fixed to a rotary shaft 29. An internal gear 40 having teeth meshing with the planetary gears 38, 39 on its inner peripheral portion is rotatably supported by a body 35. The rotation axis of the internal gear 40 and the rotation axis of the rotation shaft 29 coincide with each other. Further, the internal gear 40 has a clutch plate 41.

A stator 43 having an electromagnetic coil 42 is arranged so as to face the clutch plate 41. This stator 43
Is fixed to the body 35.

The clutch plate 41 is separated from the stator 43 when the coil 42 is not supplied with power. Therefore,
The internal gear 40 can rotate. In other words, gear 32
And planetary gears 38,3 that are driven in rotation via the sun gear 36
9 does not have to orbit. Therefore, the rotation of the output shaft 28 of the motor 27 is not transmitted to the rotating shaft 29.

From a different point of view, the rotary shaft 29 can rotate independently of the motor 27. For example, assume that the sun gear 36 is stationary. In this case, when the rotating shaft 29 rotates, the planetary gears 38 and 39 revolve around the sun gear 36.

On the other hand, when power is supplied to the coil 42, the clutch plate 41 is attracted to the stator 43. Therefore, the internal gear 40 cannot rotate. Therefore, when the sun gear 36 is rotated by the drive of the motor 27, the planet gears 38 and 39 revolve around the sun gear 36. Since the plate 37 also rotates with the revolution of the planetary gears 38, 39, the rotary shaft 29 integrated with the plate 37 also rotates. Thus, the motor 27
The rotation of the output shaft 28 is reduced and transmitted to the rotation shaft 29.

The rotary shaft 29 projects from the body 35, and the wire drive unit 31 is provided on the projecting portion. FIG. 3 is a perspective view showing the wire driving unit 31, and FIG. 4 is a wire driving unit 31.
FIG. 3 is a view of FIG. 2 as viewed from the direction indicated by arrow A in FIG. Also,
FIG. 5 is an exploded perspective view of each element that constitutes the wire drive unit 31.

On the rotating shaft 29 protruding from the body 35 and extending from the body 35 side, the diesel hook 44, the diesel pulley 45, the spacer 46, the spring guide 47, and the torsion spring 4 are arranged in this order from the body 35 side.
8, a spacer 49, an accelerator pulley 50, and an accelerator hook 51 are arranged. The torsion spring 48 is arranged so as to surround the spring guide 47. Diesel hook 44
The accelerator hook 51 and the accelerator hook 51 are both fixed to the rotary shaft 29. Therefore, the diesel hook 44 and the accelerator hook 51 rotate as the rotary shaft 29 rotates. Diesel pulley 45, spacer 46, spring guide 47, torsion spring 48, spacer 49, accelerator pulley 50, rotary shaft 29
Can rotate freely on top.

The wire drive unit 31 is provided at an intermediate position of a wire that connects the throttle and the aggle pedal. This wire is divided into a throttle side wire 53 and an accelerator pedal side wire 55. The throttle wire 53 extending from the throttle has a pin 52 attached to its tip.
Is connected to the diesel pulley 45 via. Also,
Accelerator pedal side wire extending from the accelerator pedal
55 is connected to the accelerator pulley 50 via a stop pin 54 attached to its tip.

The diesel pulley 45 has a hook-shaped claw portion 45a. Further, the accelerator pulley 50 has an engagement wall portion 50a extending toward the decel pulley 45 side. One end 48a of the torsion spring 48 has the claw portion 4 of the diesel pulley 45.
5a, and the other end 48b is stopped by the engaging wall portion 50a of the accelerator pulley 50. As shown in FIG. 3, the torsion spring 48 urges the claw portion 45a of the diesel pulley 45 and the engaging wall portion 50a of the accelerator pulley 50 to come into contact with each other. Therefore, when the driver depresses the accelerator pedal, the accelerator pulley 50 and the decel pulley 45 are integrally rotated together when viewed from the motor 27 side. On the other hand, when the accelerator pedal is loosened, they are integrally rotated in the counterclockwise direction by the spring force of the return spring provided in the throttle portion.

The diesel hook 44 has a deceleration claw portion 44a bent toward the diesel pulley 45 side. When the diesel hook 44 rotates counterclockwise from the state shown in FIG. 3, the claw portion 44a abuts against the wall surface 45b of the diesel pulley 45 and presses this portion. If the diesel hook 44 further rotates counterclockwise in this state, the diesel pulley 45 is also pushed by the diesel hook 44 and rotates counterclockwise.

Referring to FIG. 4 and FIG. 5, the accelerator hook 51
Has an acceleration pawl portion 51a bent toward the accelerator pulley 50 side and a switch pressing portion 51b. The switch pressing portion 51b can come into contact with an electric switch 57 fixedly mounted on the accelerator pulley 50. Further, the acceleration claw portion 51a of the accelerator hook 51 contacts the engaging wall portion 50a of the accelerator pulley 50 when the accelerator hook 51 rotates clockwise as viewed from the motor 27 side, so that this portion can be pressed. It has become. FIG. 3 and FIG.
In the figure, the acceleration claw portion 51a of the accelerator hook 51 is in contact with the engagement wall portion 50a of the accelerator pulley 50.

With reference to FIG. 3 and FIG. 5, a diesel pulley 45
Also, an electric switch 56 is fixedly attached.
The electrical switch 56 is configured so that when the decel pulley 45 and the accelerator pulley 50 rotate opposite to each other against the force of the torsion spring 48, the engaging wall portion 50 of the accelerator pulley 50 is rotated.
touch a.

The shape of each element forming the wire driving unit 31, the mutual positional relationship, and the like are selected so that the operation described below can be achieved.

The spring force of the torsion spring 48 is set to be larger than the spring force of the throttle return spring. Therefore, when the driving force of the motor 27 is absent, the claw portion 45a of the diesel pulley 45 and the accelerator pulley 50
The engaging wall portion 50a is in contact with the engaging wall portion 50a as shown in FIG. In this state, as shown in FIG. 4, the switch pressing portion 51b of the accelerator hook 51 has the electric switch 5
The electric switch 57 is brought into contact with 7 and the electric switch 57 is turned on. From that state, rotate the rotary shaft 29 to the deceleration side, that is, the motor.
When it is rotated counterclockwise when viewed from the 27 side, the accelerator hook 51 and the diesel hook 44 also rotate to the deceleration side. Then, the deceleration claw portion 44a of the decel hook 44 contacts the wall surface 45b of the decel pulley 45. In that state, the switch pressing portion 51b of the accelerator hook 51 is connected to the electrical switch 5
It is separated from 7, and the electric switch 57 is in the OFF state.

During normal operation of the accelerator pedal, power is not supplied to the electromagnetic coil 42 of the stator 43. Therefore, the output shaft 28 of the motor 27 and the rotary shaft 29 are irrelevant.
When the accelerator pedal is depressed in this state, the accelerator pulley 50 and the decel pulley 45 rotate together toward the acceleration side with the engaging wall portion 50a and the claw portion 45a in contact with each other, and the throttle is opened. Increase the degree.

In this state, if it is necessary to reduce the throttle opening for traction control, etc.,
Power is supplied to the electromagnetic coil 42 of 43 to turn on the clutch.
Then, since the clutch plate 41 is attracted to the stator 43,
The internal gear 40 will be fixed to the body 35. In other words, the rotation of the output shaft 28 of the motor 27 is transmitted to the rotating shaft 29. Therefore, the motor 27 is driven to rotate the rotary shaft 29.
Rotate to the deceleration side. Then, the decel hook 44 also rotates to the deceleration side, and the deceleration claw portion 44a contacts the wall surface 45b of the decel pulley 45. When the rotary shaft 29 further rotates toward the deceleration side, the decel pulley 45 pushed by the decel hook 44 also rotates toward the deceleration side, and the opening degree of the throttle is reduced.

In this case, the accelerator pulley 50 cannot rotate while the driver maintains the acceleration by the accelerator pedal. Therefore, the claw portion 45a of the decel pulley 45 and the engagement wall portion 50a of the accelerator pulley 50 are separated from each other. Since the accelerator hook 51 rotates together with the rotating shaft 29 toward the deceleration side, the switch pressing portion 51b of the accelerator hook 51 is separated from the electric switch 57, and the electric switch 57 is turned off. In this way, it is recognized that the throttle opening is being reduced against the driver's operation of the accelerator pedal.

When the driver desires deceleration in the above-described state and the amount of depression of the accelerator pedal is reduced, the accelerator pulley 50 rotates toward the deceleration side by the spring force of the torsion spring 48, and finally the engagement wall portion 50a of the accelerator pulley 50. And diesel loop 45
To come into contact with the claw portion 45a. At this time, the switch pressing portion 51b of the accelerator hook 51 comes into contact with the electric switch 57 fixed on the accelerator pulley 50, and turns this switch on. Thus, the electric switch 57 allows the driver to change the accelerator pedal operation amount to the motor.
It is detected that the control amount by 27 is exceeded. Then, based on this information, power supply to the electromagnetic coil 42 of the stator 43 is stopped. As a result, the clutch plate 41 is separated from the stator 43, and the rotation of the output shaft 28 of the motor 27 is caused by the rotation shaft 29.
Will not be transmitted to. Therefore, the vehicle is decelerated according to the operation amount of the accelerator pedal by the driver.

In this case, the rotary shaft 29 can be rotated to the deceleration side until the electric switch 57 is turned off again without immediately turning off the clutch.

On the other hand, when accelerating to the set vehicle speed by auto cruise or the like, power is supplied to the electromagnetic coil 42 of the stator 43 and the rotating shaft 29 is rotated to the accelerating side. Then, the accelerator hook 51
The acceleration claw portion 51a presses the engagement wall portion 50a of the accelerator pulley 50 to rotate the accelerator pulley 50 toward the acceleration side. Along with this, the decel pulley 45 also rotates toward the acceleration side by the urging force of the torsion spring 48, increasing the opening degree of the throttle. In this state, the claw portion 45a of the decel pulley 45 and the engaging wall portion 50a of the accelerator pulley 50 are in contact with each other, and the switch pressing portion 51b of the accelerator hook 51 and the electric switch 57 are in contact with each other. ing. Therefore, the electrical switch 57 is in the ON state. In this way, it is recognized that the throttle opening is increasing beyond the driver's operation amount of the accelerator pedal.

In this state, the driver wants to accelerate above the set vehicle speed,
Suppose you step on the accelerator pedal. Then, the accelerator pulley 50 rotates toward the acceleration side, and the engaging wall portion 50a of the accelerator pulley 50 separates from the claw portion 45a of the diesel pulley 45. At the same time, the electric switch 57 is separated from the switch pressing portion 51b of the accelerator hook 51, and is turned off. In this way, the electric switch 57 detects that the driver's operation amount of the accelerator pedal exceeds the control amount of the motor 27. Based on this information, the power supply to the electromagnetic carp 42 of the stator 43 is stopped, and the output shaft of the motor 27 is stopped.
28 and the rotating shaft 29 are made independent. As a result, the driver can accelerate according to the operation amount of the accelerator pedal.

An electric switch 56 fixedly mounted on the diesel cell pulley 45 is for preventing the overload of the motor 27. In the control in either the acceleration side or the deceleration side, the engagement wall portion 50a of the accelerator pulley 50 and the electric switch 56 come into contact with each other when the control amount becomes maximum. In the contact state, the electric switch 56 is turned on, and the electromagnetic coil 42 of the stator 43 is
To stop the power supply to.

The present invention has been described above based on the two embodiments.
These examples are illustrative embodiments of the invention. Therefore, various modifications and variations are possible within the equivalent scope of the present invention.

[Brief description of drawings]

FIG. 1 is a diagram showing a first embodiment of the present invention. FIG. 2 is a diagram showing a second embodiment of the present invention. FIG. 3 is a perspective view of the wire drive unit 31 shown in FIG. FIG. 4 shows the wire drive unit 31 as indicated by the arrow A in FIG.
It is the figure seen from the direction shown by. FIG. 5 is an exploded perspective view showing each element that constitutes the wire drive unit 31. In the figure, 1 is an accelerator pedal, 2 is a throttle, and 5 is.
Is a return spring, 7 is a cable as a mechanical connecting means, 8 is an opening contact portion, 9 is a closing contact portion, 10 is a cylinder, 11 is a piston, 13 is a mover, 16 is a motor, 17 is a pump. , 18 is a reservoir, 19 is a pressure accumulator, 20, 21, 22 are electromagnetic switching valves, and 23 is an electric switch. In each figure, the same numbers indicate the same or corresponding elements.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI technical display location F02D 29/02 301 F02D 29/02 301Z

Claims (5)

(57) [Claims] 1. A throttle valve, which is constantly urged by a return spring in a direction of decreasing the opening for adjusting an engine output of a vehicle, and an accelerator pedal connected to the throttle valve by a mechanical connecting means. A throttle opening control actuator, a drive device that generates a drive force, a mover that can be displaced in two opposite directions by the drive force from the drive device, An opening direction contact portion that is provided at an intermediate position and that contacts the mover when the mover is displaced in one direction and is forcibly moved by the mover in the throttle opening increasing direction; When the mover is displaced in the other direction, the mover is provided at an intermediate position of the means and abuts on the mover, forcing the mover to decrease the throttle opening. A closing direction contact portion that is moved; an opening direction detecting unit that electrically detects a contact state between the mover and the opening direction contact portion; and contact between the mover and the closing direction contact portion A closing direction detecting means for electrically detecting the state, and a throttle opening control actuator. 2. The throttle opening control actuator according to claim 1, wherein both the opening direction detecting means and the closing direction detecting means are electric switches. 3. The movable element positioned between the opening direction contact portion and the closing direction contact portion has a small displacement distance required to contact both contact portions, The detection means and the closing direction detection means are configured by the same electric switch, and the electric switch is turned on only when the mover contacts one of the contact portions. 3. A throttle opening control actuator according to item 2 of the above. 4. The mechanical connecting means is divided into a first connecting portion on the accelerator pedal side and a second connecting portion on the throttle side, the first connecting portion and the second connecting portion. Is biased toward each other by spring means having a biasing force greater than the biasing force of the return spring, the opening direction contact portion is provided in the first connecting portion, and the closing direction contact portion is provided. The throttle opening control actuator according to any one of claims 1 to 3, wherein the contact portion is provided on the second connecting portion. 5. The throttle opening according to any one of claims 1 to 4, wherein the mover, the opening direction contact portion and the closing direction contact portion are respectively displaced in a rotational direction. Degree control actuator.