JPH0341369B2 - - Google Patents
Info
- Publication number
- JPH0341369B2 JPH0341369B2 JP58113315A JP11331583A JPH0341369B2 JP H0341369 B2 JPH0341369 B2 JP H0341369B2 JP 58113315 A JP58113315 A JP 58113315A JP 11331583 A JP11331583 A JP 11331583A JP H0341369 B2 JPH0341369 B2 JP H0341369B2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- supercharging
- pressure chamber
- valve
- throttle valve
- 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.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/06—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure
- B60K31/10—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of a pressure which is fed into the controlling means
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Fluid Mechanics (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Controls For Constant Speed Travelling (AREA)
- Supercharger (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Description
【発明の詳細な説明】
本発明は、ターボ車において車両を任意の一定
車速で自動的に定速走行させるクルーズコントロ
ール装置に関し、特に無過給時及び過給時の全域
で任意の車速にセツトできることは勿論、特に最
高速付近の高車速域での定速走行を可能にしたも
のに関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a cruise control device for automatically driving the vehicle at a constant speed in a turbocharged vehicle. Of course, it is possible to drive at a constant speed, especially in a high speed range near the maximum speed.
この種のクルーズコントロール装置では、一般
に実車速と設定車速との関係において、スロツト
ル弁を開閉動作する機構としてダイヤフラム式ア
クチユエータが用いられており、ノンターボ車の
場合は、常に吸入管負圧が存在することから、例
えば実公昭56−17702号公報に示されるように、
吸入管負圧を大気圧との圧力差で上記アクチユエ
ータを駆動する構造になつている。しかしなが
ら、ターボ車においては過給時、吸入管の圧力は
正圧になるため、上記先行技術のような方式を用
いると、過給時にはクルーズコントロールができ
なくなる。 This type of cruise control device generally uses a diaphragm actuator as a mechanism to open and close the throttle valve depending on the relationship between the actual vehicle speed and the set vehicle speed, and in the case of non-turbo vehicles, there is always negative pressure in the intake pipe. Therefore, for example, as shown in Utility Model Publication No. 17702,
The structure is such that the actuator is driven by the pressure difference between the suction pipe negative pressure and the atmospheric pressure. However, in a turbocharged vehicle, the pressure in the intake pipe becomes positive during supercharging, so if a system such as the above-mentioned prior art is used, cruise control cannot be performed during supercharging.
このような問題を解消する方式として、過給圧
と吸入管負圧との間の圧力差でクルーズコントロ
ール装置を制御することが特開昭58−27835号公
報で紹介されている。しかし、この方式によると
き、過給時の高車速域において、吸入管負圧が上
昇して過給圧との圧力差が小さくなり、クルーズ
コントロール装置を作動させることができなくな
るという問題がある。 As a method for solving this problem, Japanese Patent Laid-Open No. 58-27835 introduces a method of controlling a cruise control device using a pressure difference between boost pressure and suction pipe negative pressure. However, when using this method, there is a problem that in a high vehicle speed range during supercharging, the suction pipe negative pressure increases and the pressure difference with the supercharging pressure becomes small, making it impossible to operate the cruise control device.
本発明は、このような事情に鑑み、ターボ車に
おいて無過給時及び過給時の全域、特に最高車速
付近での高車速域において、クルーズコントロー
ルすることを可能にしたクルーズコントロール装
置を提供することを目的とする。 In view of these circumstances, the present invention provides a cruise control device that makes it possible to perform cruise control in a turbocharged vehicle throughout the entire range during non-supercharging and supercharging, particularly in the high vehicle speed range near the maximum vehicle speed. The purpose is to
本発明は、この目的を達成するため、スロツト
ル弁の上流側の過給圧が導入される高圧室及び少
なくとも前記スロツトル弁の下流側の吸入管負圧
が導入される低圧室を有するアクチユエータを備
えたターボ車のクルーズコントロール装置におい
て、前記低圧室側には過給圧に伴つて上昇する吸
入管負圧を大気圧以下に保持する逆止弁を設け、
前記高圧室と前記低圧室との間は、無過給時及び
過給時の全域において実質的に同じ圧力差に保持
されることを特徴とする。 In order to achieve this object, the present invention includes an actuator having a high pressure chamber into which supercharging pressure is introduced on the upstream side of the throttle valve and a low pressure chamber into which at least the suction pipe negative pressure on the downstream side of the throttle valve is introduced. In the cruise control device for a turbocharged vehicle, a check valve is provided on the low pressure chamber side to maintain suction pipe negative pressure, which increases with boost pressure, below atmospheric pressure,
The pressure difference between the high-pressure chamber and the low-pressure chamber is maintained at substantially the same level throughout the entire range during non-supercharging and during supercharging.
以下、図面を参照して本発明の一実施例を具体
的に説明すると、第１図において、符号１は過給
機であり、コンプレツサ１ａの吸入側がダクト２
を介してエアクリーナ３の直下流のエアフローメ
ータ４に連通し、その吐出側が吸気管５、スロツ
トル弁６を有するスロツトルボデー７、吸気マニ
ホールド８を介してエンジン本体９に連通する。
また、エンジン本体９からの排気管１０が上記過
給機１のタービン１ｂに連通構成され、所定のエ
ンジン回転数以上において排気エネルギにより過
給機１を駆動することで、過給作用するようにな
つている。一方、排気系のタービン１ｂには、ウ
エイストゲート弁等を有する排気バイパス式の過
給圧制御装置１１がバイパスして設けてある。 Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings. In FIG.
It communicates with an air flow meter 4 immediately downstream of the air cleaner 3, and its discharge side communicates with the engine body 9 via an intake pipe 5, a throttle body 7 having a throttle valve 6, and an intake manifold 8.
Further, an exhaust pipe 10 from the engine main body 9 is configured to communicate with the turbine 1b of the supercharger 1, and the supercharger 1 is driven by exhaust energy at a predetermined engine speed or higher to perform supercharging. It's summery. On the other hand, the exhaust system turbine 1b is provided with an exhaust bypass type supercharging pressure control device 11 having a waste gate valve and the like.
そこで、上記スロツトル弁６にクルーズコント
ロール装置１２が装着されるものであり、この装
置１２は、ダイヤフラム式アクチユエータ１３の
ダイヤフラム１４がワイヤ１５を介してスロツト
ル弁６の操作レバー１６に連結されている。アク
チユエータ１３はダイヤフラム１４の一方に高圧
室１７を有し、その他方に低圧室１８を有して、
低圧室１８内でダイヤフラム１４にリターン用の
スプリング１９を付勢して成り、高圧室１７が通
路２０によりスロツトル弁６の上流側に連通し、
低圧室１８も高圧弁２１を有する通路２２により
同様に連通して、大気圧又は過給圧を作用するよ
うになつている。低圧室１８は、更に低圧弁２
３、逆止弁２４を有する通路２５によりスロツト
ル弁６の下流側に連通し、通路２５から分岐して
大気に連通する通路２６に他の逆止弁２７が設け
てある。なお、通路２６は、過給機１の上流であ
ればダクト２又はエアクリーナ３に連通してもよ
い。 Therefore, a cruise control device 12 is attached to the throttle valve 6, and in this device 12, a diaphragm 14 of a diaphragm actuator 13 is connected to an operating lever 16 of the throttle valve 6 via a wire 15. The actuator 13 has a high pressure chamber 17 on one side of the diaphragm 14 and a low pressure chamber 18 on the other side,
A return spring 19 is biased against the diaphragm 14 in the low pressure chamber 18, and the high pressure chamber 17 communicates with the upstream side of the throttle valve 6 through a passage 20.
The low-pressure chamber 18 is likewise communicated by a passage 22 with a high-pressure valve 21, so that atmospheric pressure or supercharging pressure can be applied thereto. The low pressure chamber 18 further includes a low pressure valve 2
3. A passage 25 having a check valve 24 communicates with the downstream side of the throttle valve 6, and another check valve 27 is provided in a passage 26 that branches from the passage 25 and communicates with the atmosphere. Note that the passage 26 may communicate with the duct 2 or the air cleaner 3 as long as it is upstream of the supercharger 1.
逆止弁２４は、吸入管負圧が作用する場合に開
き、過給圧が作用する場合に閉じる。他方、逆止
弁２７は、吸入管負圧が作用する場合に閉じ、そ
れ以外の場合に開くようにされている。これによ
つて、低圧室２８には、吸入管負圧又は大気圧が
作用する。すなわち、過給時高車速域では吸入管
に負圧が生じないので、逆止弁２４は閉じられる
が、通路２６を経由して大気圧が作用する。そし
て、車速センサ２８と定速走行制御用スイツチ２
９が制御回路３０を介して高圧弁２１と低圧弁２
３に、実車速と設定車速との関係でいずれか一方
を開いて、他方を閉じるように回路構成される。 The check valve 24 opens when suction pipe negative pressure acts, and closes when supercharging pressure acts. On the other hand, the check valve 27 is closed when suction pipe negative pressure is applied, and opened otherwise. As a result, suction pipe negative pressure or atmospheric pressure acts on the low pressure chamber 28. That is, in the high vehicle speed range during supercharging, no negative pressure is generated in the intake pipe, so the check valve 24 is closed, but atmospheric pressure acts through the passage 26. Then, the vehicle speed sensor 28 and the constant speed driving control switch 2
9 connects the high pressure valve 21 and the low pressure valve 2 via the control circuit 30.
3, the circuit is configured to open one and close the other depending on the relationship between the actual vehicle speed and the set vehicle speed.
次いで、このように構成されたクルーズコント
ロール装置の作用について説明する。先ず、第２
図により無過給時及び過給時にエンジン側で得ら
れる圧力差について説明すると、スロツトル弁６
の上流側は無過給域ａでは略大気圧であり、過給
機１が駆動を開始する過給域ｂで過給圧が順次上
昇し、やがて過給圧制御装置１１により略一定制
御されることから曲線PHのようになり、このよ
うに変化する正圧がそのままアクチユエータ１３
の高圧室１７に導入される。一方、スロツトル弁
６の下流側は、無過給域ａでは大きな吸入管負圧
が存在し、過給域ｂでは過給圧の上昇に伴い吸入
管負圧が小さくなる。このような吸入管負圧が逆
止弁２４によつてアクチユエータ１３に導入され
る。次いで、過給圧の上昇に伴つてスロツトル弁
６の下流側が正圧になると、逆止弁２４が閉じ、
逆止弁２７を介して大気圧が導入される。その結
果、アクチユエータ１３の低圧室１８側は、曲線
PLのように大気圧以下の一定圧力になる。こう
して、アクチユエータ１３の高圧室１７と低圧室
１８には上記圧力曲線PHとPLの間の略等しい圧
力差△Ｐが、無過給時及び過給時の全域において
常に作用し、これにより、いかなる場合にもクル
ーズコントロールすることが可能になる。 Next, the operation of the cruise control device configured as described above will be explained. First, second
To explain the pressure difference obtained on the engine side during non-supercharging and supercharging using the diagram, the throttle valve 6
The upstream side of the supercharging pressure is approximately atmospheric pressure in the non-supercharging area a, and the supercharging pressure gradually increases in the supercharging area b where the supercharger 1 starts driving, and is eventually controlled to be approximately constant by the supercharging pressure control device 11. Therefore, the curve looks like P H , and the positive pressure that changes in this way is directly applied to the actuator 13.
is introduced into the high pressure chamber 17 of. On the other hand, on the downstream side of the throttle valve 6, a large suction pipe negative pressure exists in the non-supercharging region a, and in the supercharging region b, the suction pipe negative pressure decreases as the supercharging pressure increases. Such suction pipe negative pressure is introduced into the actuator 13 by the check valve 24. Next, when the downstream side of the throttle valve 6 becomes positive pressure as the boost pressure increases, the check valve 24 closes.
Atmospheric pressure is introduced via the check valve 27. As a result, the low pressure chamber 18 side of the actuator 13 is curved
As in P L , the pressure becomes constant below atmospheric pressure. In this way, the substantially equal pressure difference △P between the pressure curves P H and P L always acts on the high pressure chamber 17 and the low pressure chamber 18 of the actuator 13 throughout the entire range during non-supercharging and supercharging. , it becomes possible to use cruise control in any case.
そこで定速走行時に、スイツチ２９により所望
の車速にセツトすると、車速センサ２８による実
車速との関係で、設定車速の方が小さい場合に
は、制御回路３０からの信号により低圧弁２３が
閉じ、高圧弁２１が開いてアクチユエータ１３の
高圧室１７と低圧室１８の両方にスロツトル弁上
流側の圧力が等しく作用する。そのため、アクチ
ユエータ１３のダイヤフラム１４は左側に変位し
てスロツトル弁６の開度を減じるようになり、こ
れに伴い実車速が低下する。これに対し、設定車
速の方が大きい場合には、逆に高圧弁２１が閉
じ、低圧弁２３が開いて低圧室１８に高圧室１７
より低い圧力が作用し、このため、ダイヤフラム
１４は右側に変位してスロツトル弁６の開度を増
すようになり、これに伴い実車速も上昇する。そ
して、実車速と設定車速が一致すると、上記高圧
弁２１又は低圧弁２３が閉じ、アクチユエータ１
３において両室１７，１８の圧力差とスプリング
１９のスプリング力がバランスし、その状態に保
持される。 Therefore, when the desired vehicle speed is set using the switch 29 during constant speed driving, if the set vehicle speed is smaller than the actual vehicle speed determined by the vehicle speed sensor 28, the low pressure valve 23 is closed by a signal from the control circuit 30. The high pressure valve 21 opens and the pressure upstream of the throttle valve equally acts on both the high pressure chamber 17 and the low pressure chamber 18 of the actuator 13. Therefore, the diaphragm 14 of the actuator 13 is displaced to the left to reduce the opening degree of the throttle valve 6, and the actual vehicle speed accordingly decreases. On the other hand, when the set vehicle speed is higher, the high pressure valve 21 closes and the low pressure valve 23 opens, causing the low pressure chamber 18 to flow into the high pressure chamber 17.
A lower pressure is applied, and as a result, the diaphragm 14 is displaced to the right, increasing the opening degree of the throttle valve 6, and the actual vehicle speed increases accordingly. When the actual vehicle speed and the set vehicle speed match, the high pressure valve 21 or the low pressure valve 23 closes, and the actuator 1
3, the pressure difference between the chambers 17 and 18 and the spring force of the spring 19 are balanced and maintained in this state.
以上の説明から明らかなように、本発明による
と、ターボ車のクルーズコントロール装置１２に
おいて、過給時にもスロツトル弁動作用アクチユ
エータ１３に所定の圧力差が作用することから、
全域でクルーズコントロールをすることが可能に
なる。また、大気圧、過給圧及び吸入管負圧のい
ずれか２つを選択して各領域の圧力差を生成する
とき、特別な手段が不要になつて構造が簡素化
し、更に略一定の圧力差が得られることからアク
チユエータ１３の動作も一定して好ましい。 As is clear from the above description, according to the present invention, in the cruise control device 12 of a turbo vehicle, a predetermined pressure difference acts on the throttle valve operation actuator 13 even during supercharging.
It will be possible to use cruise control throughout the area. In addition, when selecting any two of atmospheric pressure, supercharging pressure, and suction pipe negative pressure to generate a pressure difference in each region, special means are not required, the structure is simplified, and the pressure is almost constant. Since the difference is obtained, the operation of the actuator 13 is also consistently favorable.
第１図は本発明による装置の一実施例を示す全
体の構成図、第２図は圧力の特性線図である。
１……過給機、６……スロツトル弁、９……エ
ンジン本体、１３……アクチユエータ、１４……
ダイヤフラム、１５……ワイヤ、１６……操作レ
バー、１７……高圧室、１８……低圧室、１９…
…スプリング、２０，２２，２５，２６……通
路、２１……高圧弁、２３……低圧弁、２４，２
７……逆止弁。
FIG. 1 is an overall configuration diagram showing an embodiment of the apparatus according to the present invention, and FIG. 2 is a pressure characteristic diagram. 1... Supercharger, 6... Throttle valve, 9... Engine body, 13... Actuator, 14...
Diaphragm, 15...Wire, 16...Operation lever, 17...High pressure chamber, 18...Low pressure chamber, 19...
... Spring, 20, 22, 25, 26 ... Passage, 21 ... High pressure valve, 23 ... Low pressure valve, 24, 2
7...Check valve.
Claims (1)
高圧室及び少なくとも前記スロツトル弁の下流側
の吸入管負圧が導入される低圧室を有するアクチ
ユエータを備えたターボ車のクルーズコントロー
ル装置において、前記低圧室側には過給圧に伴つ
て上昇する吸入管負圧を大気圧以下に保持する逆
止弁を設け、前記高圧室と前記低圧室との間は、
無過給時及び過給時の全域において実質的に同じ
圧力差に保持されることを特徴とするターボ車の
クルーズコントロール装置。1. A cruise control device for a turbo vehicle comprising an actuator having a high pressure chamber into which supercharging pressure upstream of the throttle valve is introduced and a low pressure chamber into which at least suction pipe negative pressure downstream of the throttle valve is introduced, A check valve is provided on the low pressure chamber side to maintain the suction pipe negative pressure, which increases with boost pressure, below atmospheric pressure, and between the high pressure chamber and the low pressure chamber,
A cruise control device for a turbocharged vehicle, characterized in that the pressure difference is maintained at substantially the same level throughout the entire range when no supercharging and during supercharging.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58113315A JPS604430A (en) | 1983-06-23 | 1983-06-23 | Cruising controller of turbo-super-charged car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58113315A JPS604430A (en) | 1983-06-23 | 1983-06-23 | Cruising controller of turbo-super-charged car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS604430A JPS604430A (en) | 1985-01-10 |
| JPH0341369B2 true JPH0341369B2 (en) | 1991-06-21 |
Family
ID=14609110
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58113315A Granted JPS604430A (en) | 1983-06-23 | 1983-06-23 | Cruising controller of turbo-super-charged car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS604430A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0454459Y2 (en) * | 1986-10-08 | 1992-12-21 |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5827835A (en) * | 1981-08-11 | 1983-02-18 | Aisin Seiki Co Ltd | Actuator for engine with supercharger |
-
1983
- 1983-06-23 JP JP58113315A patent/JPS604430A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS604430A (en) | 1985-01-10 |
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