Internal-combustion engines – Engine speed regulator – Open loop condition responsive
Reexamination Certificate
1999-10-20
2001-07-03
Kwon, John (Department: 3747)
Internal-combustion engines
Engine speed regulator
Open loop condition responsive
C123S400000
Reexamination Certificate
active
06253731
ABSTRACT:
BACKGROUND OF THE INVENTION
(a) Field of the Invention
The present invention relates to a throttle valve control system for internal combustion engines and, more particularly, to an improved throttle valve control system for an Intelligent Speed Adaptation (ISA) system.
(b) Description of the Related Art
In recent years, much research and development have taken place regarding the concept of intelligent speed adaptation (ISA). Such a system is based on control of the throttle valve to restrict the injection of fuel into the engine when the vehicle reaches specific speed limit.
A conventional throttle valve control device for controlling fuel injection is shown in FIG.
4
. Reference numeral
2
in the drawing indicates the throttle valve control device.
The throttle valve control device
2
is provided in a throttle body
4
. The throttle valve control device
2
comprises a throttle valve
6
, a rotational throttle shaft
8
for actuating the throttle valve
6
, a first rotational plate
14
fixedly mounted at one end of the throttle shaft
8
and connected to an accelerator pedal
10
by an accelerator cable
12
, and a second rotational plate
22
fixedly mounted at the other end of the throttle shaft
8
and connected to a motor
18
via a throttle cable
20
.
The throttle valve control device
2
has two sources of operation, driver manipulation of the accelerator pedal
10
which operates the acceleration cable
12
then the first rotational plate
14
, and the motor
18
which is controlled by an ECU
16
and operates the throttle cable
20
and the second rotational plate
22
. Accordingly, the throttle valve control device
2
is operated in
3
operational modes: a manual mode, an automatic, and a dual mode.
In the manual mode, the throttle valve
6
is controlled by driver manipulation of the accelerator pedal
10
. In this case, the depressing force applied by the driver on the accelerator pedal
10
is transmitted to the throttle shaft
8
via the acceleration cable
12
and the first rotational plate
14
. That is, the first rotational plate
14
rotates in one direction in direct proportion to the degree to which the accelerator pedal
10
is depressed by the driver, and rotates in the other direction as the driver releases the depressing force on. At this time, although the motor
18
is connected to the second rotational plate
22
, the motor
18
does not affect accelerator pedal manipulation because the ECU
16
does not supply electricity to the motor
18
in the manual mode.
In the automatic mode, the throttle valve
6
is actuated by the motor
18
by control of the ECU
16
. In more detail, if the ECU
16
determines that the driver is not performing manual control of the throttle valve
6
, the ECU
16
operates the motor
18
by supplying electricity thereto according to a driving state of the vehicle determined on the basis of the data detected by various sensors on the vehicle. In this case, the rotational force of the motor
18
is transmitted to the throttle shaft
8
via the throttle cable
20
and the second rotational plate
22
. In the automatic mode, because the first rotational plate
12
is also fixedly connected to the throttle shaft
8
, the accelerator pedal
10
moves without driver manipulation of the same in accordance with the rotation of the throttle shaft
8
in the automatic mode,
In the dual mode, the throttle valve
6
can be controlled by both driver manipulation of the accelerator pedal
10
and the ECU
16
. That is, a counterforce to the acceleration pedal
10
is given whenever the driver tries to depress the accelerator pedal
10
beyond a predetermined level (i.e., beyond a level which would driver the vehicle past a specific speed limit). However, in the dual mode, since driver manipulation of the accelerator pedal
10
ultimately has priority over automatic control of the throttle valve
6
, it is not possible to control vehicle speed electrically if the driver continues to operate the accelerator pedal
10
.
SUMMARY OF THE INVENTION
The present invention has been made in an effort to solve the above problems of the prior art.
It is an object of the present invention to provide an improved throttle valve control system for limiting the speed of a vehicle according to signals from speed limit beacons installed on roads, whenever a driver tries to depress an accelerator pedal beyond a pre-set speed limit.
To achieve the above object, the throttle valve control system of the present invention comprises an accelerator pedal switch for detecting a depression amount of an accelerator pedal, an actuator for actuating a throttle valve according to electric signals from an ECU, an accelerator pulley fixedly mounted on a throttle spindle, and an accelerator cable one end of which is wound around the accelerator pulley and other end of which is connected to the accelerator pedal, wherein the actuator is directly mounted to the throttle spindle.
REFERENCES:
patent: 4969437 (1990-11-01), Kolb
patent: 5040508 (1991-08-01), Watanabe
patent: 5178112 (1993-01-01), Tarazawa et al.
patent: 5215057 (1993-06-01), Sato et al.
patent: 5367997 (1994-11-01), Kawamura et al.
Christie Parker & Hale LLP
Hyundai Motor Company
Kwon John
LandOfFree
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