JPS6154933B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel supply system control mechanism for an engine.

Conventionally, a fuel supply device (generally a carburetor) for an engine such as an automobile is mechanically connected to an accelerator pedal via a link, wire, etc. For example, in a carburetor, a throttle valve that determines the amount of fuel supplied is connected to the accelerator pedal. The degree of opening was directly controlled by the stroke of the accelerator pedal. This also applies to injection pumps, which are fuel supply devices for diesel engines. However, in a drive system that combines an engine and a continuously variable transmission, in order to achieve the desired operating state of the engine, a throttle valve or the like is operated in a predetermined functional relationship with respect to the stroke of the accelerator pedal to reduce fuel consumption. One possibility is to control the supply amount. In such cases, the stroke of the accelerator pedal is detected by an accelerator pedal sensor, and the electric signal from the accelerator pedal sensor is converted by a predetermined function and then sent to an actuator such as a throttle valve, and the actuator is operated. The operation of the throttle valve, etc. is controlled by this.

However, with the fuel supply system control mechanism that electrically controls the operation of the throttle valve, etc., if a failure occurs in the accelerator pedal sensor, actuator, electronic control device, etc., the system will be unable to operate regardless of the driver's intentions. If the amount of fuel supplied reaches its maximum (for example, when the throttle valve is fully open), a dangerous situation may occur.

The present invention has been made in view of the above-mentioned problems, and includes a safety throttle valve that is provided separately from the electrically controlled fuel supply device, and which is mechanically operated by the accelerator pedal. The purpose of this invention is to solve the above problems by making it possible to

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the accompanying drawings showing embodiments thereof.

FIG. 1 shows a control device for an engine/continuously variable transmission drive system using a fuel supply device control mechanism according to the present invention.

A carburetor 6 is provided as a fuel supply device in the intake pipe 4 of the engine 2.
The opening degree of the throttle valve 8 is adjusted by a throttle valve actuator 10 (operated by an electric signal 106 from an electronic control device 100, which will be described later). That is, the throttle valve 8
is pulled by the throttle valve actuator 10 via a wire 14 with a stopper 12 and rotated against a return spring 16. on the other hand,
The stroke of the accelerator pedal 18 is transmitted to the lever 22 via the link mechanism 20. Lever 2
A movable part of an accelerator pedal sensor 24, which is a displacement/electrical signal converter, is connected to 2, so that an electric signal 26 corresponding to the stroke of the accelerator pedal 18 can be obtained. An electrical signal 26 from the accelerator pedal sensor 24 is sent to an electronic control device 100, which will be described later. The lever 22 is connected to a safety throttle valve 32 by a spring 28 and a wire 30, the wire 30 passing through a fixture 34 and having a stop 36 attached to the wire 30. stoppa 36
is set so that it contacts the fixed part 34 when the accelerator pedal 18 is depressed approximately 10%, and in this state (the stopper 36 is in contact with the fixed part 34), the opening degree of the safety throttle valve 32 is 100%.
%. Therefore, during subsequent strokes (10% to 100%) of the accelerator pedal 18, the spring 28 only stretches, and the safety throttle valve 32 remains fully open. A force is applied to the safety throttle valve 32 by a return spring 38 in the direction of closing the valve. An engine rotational speed sensor 40 is provided on the rotational shaft 2a of the engine 2, and an electrical signal 42 obtained thereby is sent to the electronic control device 100. The rotational power of the engine 2 is input to a V-belt type continuously variable transmission 50. The continuously variable transmission 50 includes a centrifugal clutch 52,
It has a driving pulley 54, a driven pulley 56, and a final drive device 58. The centrifugal clutch 52 transmits the rotational force of the engine 2 to the drive pulley 54 via the drive shaft 60 when the rotation speed exceeds a predetermined value. The drive pulley 54 includes a fixed conical plate 62 fixed to the drive shaft 60, and a V-shaped pulley groove formed by opposing the fixed conical plate 62. 60 and a movable conical plate 66 that is movable in the axial direction. The drive pulley 54 is V
The driven pulley 56 is connected to a driven pulley 56 for transmission by a belt 68, and the driven pulley 56 has a fixed conical plate 72 fixed to a driven shaft 70 and a V-shaped pulley arranged opposite to the fixed conical plate 72. The movable conical plate 76 forms a groove and is movable in the axial direction of the driven shaft 70 by the hydraulic pressure acting on the driven pulley cylinder chamber 74. When power is transmitted from the driving pulley 54 to the driven pulley 56, the movable conical plate 66 of the driving pulley 54 and the movable conical plate 76 of the driven pulley 56 are moved in the axial direction to change the radius of the contact position with the V-belt 68. Accordingly, the rotation ratio between the driving pulley 54 and the driven pulley 56 can be changed. For example, if the width of the V-shaped pulley groove of the driving pulley 54 is expanded and the width of the V-shaped pulley groove of the driven pulley 56 is reduced, the radius of the V-belt contact position on the driving pulley 54 side becomes smaller, and the driven pulley 56 The radius of the contact position of the V-belt on the side becomes larger, and a larger reduction ratio can be obtained as a result. If the movable conical plates 66 and 76 are moved in the opposite direction, the reduction ratio becomes smaller, in the exact opposite way to the above. The driven shaft 70 is connected to an output shaft 82 via reduction gears 78 and 80 of the final drive device 58.
and 84. The driven shaft 70 is provided with a vehicle speed sensor 86 that detects the rotational speed of the driven shaft 70 (which corresponds to the vehicle speed), and an electrical signal 88 from the vehicle speed sensor 86 is sent to the electronic control device 100. The aforementioned drive pulley cylinder chamber 64 and driven pulley cylinder 74 are connected to a speed change control valve 92 of a hydraulic control device 90 via passages 91 and 93, respectively. The shift control valve 92 is operated by an electric signal 102 from an electronic control device 100.
controlled based on The line pressure supplied from the oil pump 94 to the speed change control valve 92 is regulated by a line pressure regulating valve 96. The line pressure regulating valve 96 receives an electric signal 10 from the electronic control device 100.
4. Line pressure regulating valve 96
The negative pressure of the suction pipe 4 is also inputted to the suction pipe 4 through a pipe line 98 as its driving force source. In addition, the speed change control valve 9
2 and the line pressure regulating valve 96 are not directly related to the present invention, so detailed explanations thereof will be omitted. As described above, the electronic control device 100 receives electrical signals 26 and 4 from the accelerator pedal sensor 24, the engine rotation speed sensor 40, and the vehicle speed sensor 86.
2 and 88 are input, and based on these electrical signals, the electronic control device 100 outputs the electrical signal 10.
6, 102, and 104 are output to the throttle valve actuator 10, shift control valve 92, and line pressure regulating valve 96, respectively, to control their operations. The engine rotational speed and throttle valve opening achieved through control by the electronic control device 100 are always set to correspond to the minimum fuel consumption rate operating state at the same output horsepower of the engine 2. Further, the line pressure obtained by the line pressure regulating valve 96 is configured to change according to the reduction ratio of the continuously variable transmission 50.

Next, the operation of the fuel supply device control mechanism according to the present invention will be explained.

As mentioned above, the safety throttle valve 32 is fully opened when the accelerator pedal 18 is depressed by about 10%, so the amount of fuel supplied to the engine 2 is controlled by the throttle valve 8 in normal driving conditions. The throttle valve 8 is controlled to a predetermined opening degree by the throttle valve actuator 10 which is actuated by the electric signal 106 from the electronic control unit 100 as described above. However, since the throttle valve 8 is controlled by the throttle valve actuator 10, if a malfunction occurs in the accelerator pedal sensor 24, the electronic control device 100, or the throttle valve actuator 10, the throttle valve 8 may be closed against the driver's intention. This is extremely dangerous as it may open. In such a case, if the accelerator pedal stroke is set to 0%, the safety throttle valve 32 is closed, so the normal idling state is achieved regardless of the opening degree of the throttle valve 8, and danger can be avoided. Furthermore, in such a case, traveling can be temporarily continued by adjusting the opening degree of the safety throttle valve 32 using the accelerator pedal 18.

As described above, according to the present invention, a safety throttle valve that can control the passage area of the engine intake pipe is installed in the engine intake pipe, separately from the fuel supply device that is electrically operated according to the stroke of the accelerator pedal. The safety throttle valve is mechanically connected to the accelerator pedal so that the opening degree of the safety throttle valve can be controlled by the accelerator pedal, and the safety throttle valve is opened before the accelerator pedal reaches its maximum stroke. Because it is fully opened, it is possible to run with the electrically operated fuel supply system at all times, but on the other hand, if the electrically operated fuel supply system malfunctions, the amount of fuel supplied is unintentionally increased to the maximum. Even in such a case, by closing the safety throttle valve, the danger can be avoided, and by controlling the safety throttle valve, it is possible to continue traveling to some extent.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing a control device for an engine/continuously variable transmission drive system having a fuel supply device control mechanism according to the present invention. 2...engine, 4...intake pipe, 6...carburator, 8...throttle valve, 10...throttle valve actuator, 12...stopper, 14...
...Wire, 16...Return spring, 18...
...Accelerator pedal, 20...Link mechanism, 22...
... Lever, 24 ... Accelerator pedal sensor, 26
...Accelerator pedal stroke electric signal, 28...
... Spring, 30 ... Wire, 32 ... Safety throttle valve, 34 ... Fixed part, 36 ... Stopper, 38 ... Return spring, 40 ... Engine rotation speed sensor, 42 ... Actual engine rotation speed electrical signal, 50... Continuously variable transmission, 52... Centrifugal clutch, 54... Drive pulley, 56... Driven pulley, 58... Final drive device, 60
... Drive shaft, 62 ... Fixed conical plate, 64 ... Drive pulley cylinder chamber, 66 ... Movable conical plate, 6
8... V belt, 70... Driven shaft, 72... Fixed conical plate, 74... Driven pulley cylinder chamber, 76
...Movable conical plate, 78, 80...Reduction gear, 8
2, 84...Output shaft, 86...Vehicle speed sensor, 88
... Vehicle speed electrical signal, 90 ... Hydraulic control device, 9
1, 93... Passage, 92... Speed change control valve, 94...
...Oil pump, 96...Line pressure regulating valve, 98
... Pipeline, 100 ... Electronic control device, 102 ...
Electrical signal, 104... Electrical signal, 106... Electrical signal.

Claims (1)

[Claims] 1. The stroke of the accelerator pedal is detected by an accelerator pedal sensor, and the amount of fuel supplied to the engine intake pipe is controlled by an actuator that operates based on an electric signal from the accelerator pedal sensor. In the fuel supply system control mechanism for an engine that has been designed, a safety throttle valve capable of controlling the passage area of the engine intake pipe is provided in the engine intake pipe in series with the fuel supply system, and the safety throttle valve and the accelerator pedal are mechanically connected. The fuel supply for an engine is characterized in that the opening degree of the safety throttle valve can be controlled by an accelerator pedal, and the safety throttle valve is fully opened before the stroke of the accelerator pedal reaches its maximum. Device control mechanism.