U.S. patent number 3,872,316 [Application Number 05/469,786] was granted by the patent office on 1975-03-18 for engine automatic control system for vehicles including plural clutch actuated switches.
This patent grant is currently assigned to Kabushiki Kaisha Tokai Rika Denki Seisakusho, Nippondenso Co., Ltd., Toyota Jidosha Hanbai Kabushiki Kaisha. Invention is credited to Kyoshi Kobari, Masaaki Kurii, Osamu Yanagi.
United States Patent |
3,872,316 |
Kurii , et al. |
March 18, 1975 |
ENGINE AUTOMATIC CONTROL SYSTEM FOR VEHICLES INCLUDING PLURAL
CLUTCH ACTUATED SWITCHES
Abstract
An engine automatic control system for an internal combustion
engine of a vehicle is provided which comprises an engine control
circuit for controlling the operative condition of the engine in
accordance with the driving condition of the vehicle, a starter
energizing circuit for selectively connecting an electric source
with a starter for the engine, a starter cut-off circuit able to
respond to the start of rotation of the engine to cut off current
supply to the starter, a first clutch switch coupled with the
engine control circuit to be closed by the initial depression of a
clutch pedal of the vehicle to cause the half engagement of clutch
means of the vehicle so as to activate the engine control circuit
and complete the operative condition of the engine, a second clutch
switch coupled with the starter energizing circuit to be closed by
the final depression of the clutch pedal to cause the full
disengagement of the clutch means so as to activate said starter
energizing circuit, and a speed senser coupled with the engine
control circuit for detecting the moving of the vehicle to maintain
the operative condition of the engine while the vehicle is
moving.
Inventors: |
Kurii; Masaaki (Kasugai,
JA), Kobari; Kyoshi (Kasugai, JA), Yanagi;
Osamu (Kasugai, JA) |
Assignee: |
Nippondenso Co., Ltd.
(Kariya-shi, JA)
Toyota Jidosha Hanbai Kabushiki Kaisha (Nagoya-shi,
JA)
Kabushiki Kaisha Tokai Rika Denki Seisakusho (Azo,
Shimoatai, JA)
|
Family
ID: |
13165930 |
Appl.
No.: |
05/469,786 |
Filed: |
May 14, 1974 |
Foreign Application Priority Data
|
|
|
|
|
May 24, 1973 [JA] |
|
|
48-61255 |
|
Current U.S.
Class: |
290/38R;
123/179.3; 123/179.4; 123/179.5; 123/198DC; 290/37R; 477/181 |
Current CPC
Class: |
F02N
11/0818 (20130101); F02N 2200/104 (20130101); Y02T
10/40 (20130101); Y10T 477/79 (20150115) |
Current International
Class: |
F02N
11/08 (20060101); H02p 009/04 () |
Field of
Search: |
;290/37,38,36 ;74/6
;123/179B,146.5D |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Simmons; G. R.
Attorney, Agent or Firm: Kojima; Moonray
Claims
1. An automatic control system for an internal combustion engine of
a vehicle comprising:
an engine control circuit for controlling the operative condition
of the engine in accordance with the driving condition of the
vehicle;
a starter energizing circuit for selectively connecting an electric
source with a starter for the engine;
a starter cut-off circuit able to respond to the start of rotation
of the engine caused by the starter to cut off current supply to
the starter;
a first responsive means coupled with said engine control circuit
to be actuated by the initial depression of a clutch pedal of the
vehicle to cause the half engagement of clutch means of the vehicle
so as to activate said engine control circuit and complete the
operative condition of the engine;
a second responsive means coupled with said starter energizing
circuit to be actuated by the final depression of the clutch pedal
to cause the full disengagement of the clutch means so as to
activate said starter energizing circuit; and
a third responsive means coupled with said engine control circuit
for detecting the moving of the vehicle to maintain the operative
condition of the engine while the vehicle is moving;
whereby when the vehicle has been brought to rest, the inoperative
condition of said first and second responsive means act to cause
the deactivation of said engine control circuit and automatically
render the engine inoperative and the actuation of said first and
second responsive means act to automatically rotate the starter of
the engine by means of the activation of said starter energizing
circuit under the full
2. The control system as set forth in claim 1, further comprising a
fourth responsive means to maintain the operative condition of the
engine regardlessly of the inoperative condition of said first and
second
3. The control system as set forth in claim 2, wherein said fourth
responsive means includes a turn signal switch to be closed by the
operation of a flasher device for the vehicle to maintain the
activation
4. The control system as set forth in claim 2, wherein said fourth
responsive means includes a reverse-drive switch to be closed upon
the completion of the reverse drive power train of the vehicle to
maintain the
5. The control system as set forth in claim 2, wherein said fourth
responsive means includes a lighting switch to be closed by the
energization of electrically powered accessories of the vehicle
to
6. The control system as set forth in claim 1, wherein said system
comprises a thermo-sensing means for detecting the temperature of
engine cooling water so that said sensing means activates said
engine control circuit to maintain the operative condition of the
engine when the vehicle
7. The control system as set forth in claim 1, wherein said system
comprises slope sensing means for detecting the gradient of places
where the vehicle is arrested so that said sensing means activates
said engine control circuit to maintain the operative condition of
the engine when the
8. The control system as set forth in claim 1, further comprising a
fifth responsive means for activating said engine control circuit
to maintain the operative condition of the engine regardlessly of
the inoperative
9. The control system as set forth in claim 8, wherein said fifth
responsive means is an accelerator switch coupled with said engine
control circuit to be closed by the depression of an accelerator
pedal of the vehicle so as to maintain the activation of said
engine control circuit.
Description
BACKGROUND OF THE INVENTION
The present invention relates to an automatic control system for an
engine of vehicles, and more particularly to an improvement of the
engine control system such as disclosed in U.S. Pat. No. 3,731,108
dated May 1st, 1973, German Pat. No. 2,158,095 dated Sept. 6th,
1973 and French Pat. No. 7,139,281 dated July 10th, 1972.
SUMMARY OF THE INVENTION
An object of the present invention is to provide an engine
automatic control system, wherein the engine starter is energized
only upon the full disengagement of the clutch means of a vehicle
so that no excess load is given to the starter thereby to save
electric energy of the electric source of the vehicle.
Another object of the present invention is to provide an engine
automatic control system, having the above-mentioned
characteristics, wherein the engine rotation will be maintained
even when the vehicle is arrested to enable the next movement
immediately after the complete stop of the vehicle at such
occasions that the vehicle will make its left or right turn, and
that the vehicle makes its reverse movement and emergent sudden
stop.
A further object of the present invention is to provide an engine
automatic control system, having the above-mentioned
characteristics, wherein the control system is in inoperative
condition when electric accessories of the vehicle such as head
lamps are energized so as to save electrical energy of the electric
source.
A still further object of the present invention is to provide an
engine automatic control system, having the above-mentioned
characteristics, wherein the control system does not work to stop
the engine operation when the vehicle is arrested on a slant
place.
A still another object of the present invention is to provide an
engine automatic control system, having the above-mentioned
characteristics, wherein the control system does not work to stop
the engine operation until cooling water for the engine is chilled
under a predetermined high temperature.
BRIEF DESCRIPTION OF THE DRAWING
The above mentioned and further objects and features of the
presennt invention will become clearer from the following
description in reference with the accompanying drawing, which
depicts a preferred embodiment of an engine automatic control
system in accordance with the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Now referring to the drawing, described in detail is an engine
automatic control system in accordance with the present invention,
which includes an ignition switch 2, an ignition circuit 3
connected to the IG terminal of the ignition switch 2 and an engine
starter 4 connected to the ST terminal of the ignition switch 2 to
selectively connect the starter 4 with an electric source 1 in the
form of a vehicle battery. The mentioned constructional portions
are of well-known type and heretofore generally in use for
motor-driven vehicles.
The engine automatic control system importantly comprises an engine
control circuit 100 connected to the electric source 1 through a
transfer contact 11 of a self-holding relay 10 and the ignition
switch 2, thereby to connect the electric source 1 with the
ignition circuit 3 in response to the depression of a clutch pedal
and/or an accelerator pedal of a vehicle, to maintain the ignition
circuit 3 conductive while the vehicle is moving and to render the
ignition circuit 3 nonconductive after the vehicle has been brought
to rest. The engine control system further comprises a starter
energizing circuit 200 to connect the electric source 1 to the
engine starter 4 in response to the depression of the clutch pedal
and a starter cut-off circuit 300 to cut off current supply to the
starter 4 in response to the start of engine rotation caused by the
starter 4. The starter energizing circuit 200 and the starter
cut-off circuit 300 are connected to the electric source 1 by way
of the transfer contact 11 of the relay 10 and the ignition switch
2. The self-holding relay 10 has the transfer contact 11 to
normally engage with an input terminal 12 of the ignition circuit
3. A coil of the relay 10 is grounded at its one end and connected
at its other end to the electric source 1 through a manual set
switch MS and the ignition switch 2 to be energized by the closure
of the set switch MS. The coil of the relay 10 is further connected
at its other end to the input terminal 13 of the engine automatic
control system of the present invention through a manual release
switch RS.
The engine control circuit 100 is provided with an ignition relay
101 having a normally open contact to be closed by the conduction
of a transistor 102. The transistor 102 is connected at its
collector to the relay 101 and grounded at its emitter. The base of
the transistor 102 is connected to an output terminal of a
conventional schmitt circuit substantially including transistors
103 and 104 and connected to a lighting switch 21, a reverse-drive
switch 22 and a thermosenser 23 through diodes 118, 119 and 120
respectively.
The lighting switch 21 is a normally open switch connected at its
one end to the terminal +B of the electric source 1 to maintain the
conduction of the transistor 102 when head lamps of the vehicle are
lit. The reverse-drive switch 22 in the form of a normally open
switch connects the electric source 1 to the base of the transistor
102 across the diode 119 to energize the relay 101 when the vehicle
is moved backward. Furthermore, the thermosenser 23 is a normally
closed switch grounded at one end thereof to interrupt current
supply to the base of the transistor 102 from the electric source 1
by way of a resistor 121 and the diode 120. Thus, the thermosenser
23 is opened to cause the conduction of the transistor 102 when the
temperature of the engine cooling water becomes over a
predetermined high value to cause the overheat of the engine or
under a predetermined low value to stop the engine.
The transistor 104 of the schmitt circuit is connected at its base
by way of a resistor 105 to an output 107 of a D-A converter
including condensers 106 and 110, a diode 108 and a resistor 111.
The condenser 110 is connected at its one end to a speed senser 25
and connected at its other end to the anode of the diode 108 so as
to block current supply to the base of the transistor 104 from the
electric source 1 during the conduction of a transistor 116 which
is normally conductive while the control system is in the energized
state. The speed senser 25 is coupled to a permanent magnet
provided on a rotating portion of the vehicle power train. The
condenser 106 is connected to the junction 107 between the resistor
105 and the diode 108 at one end thereof and grounded at its other
end to convert pulse signals exerted thereon from the speed senser
25 into analog signals. Further, the condenser 106 and the resistor
105 form a time-constant circuit to maintain the energization of
the relay 101 in a predetermined period of time after the vehicle
is arrested. At the junction 107, connected is a resistor 113 in
series with a turn signal switch 24 of a normally open type which
is connected to the electric source 1 to maintain the conduction of
the transistor 102 by means of the operation of the schmitt circuit
while a conventional flasher device of the vehicle is
activated.
The engine control circuit 100 further comprises the transistor 116
to connect the electric source 1 with the ignition circuit 3 by way
of the energization of the relay 101 in response to the depression
of the clutch pedal when the vehicle is arrested. The transistor
116 is connected at its collector to the junction 109 between the
diode 108 and the condenser 110 through a diode 114 and to the
electric source 1 by way of a resistor 115. The base of the
transistor 116 is connected to the electric source 1 through a
resistor 117 and in series with an accelerator switch 26 which is
connected in parallel with a first clutch switch 27 and a slope
senser 28, the switches 26 and 27 and the slope senser 28 being
normally opened and grounded at one end thereof respectively. The
first clutch switch 27 is designed to be closed by the clutch pedal
when a frictional clutch engagement mechanism for the vehicle is
conditioned to its half engagement.
The starter energizing circuit 200 comprises a starter relay 201
having a normally open contact to be closed by the conduction of a
transistor 202. The transistor 202 is connected at its collector to
the relay 201 and grounded at its emitter. The base of the
transistor 202 is connected to the electric source 1 through a
resistor 203, the transfer contact 11 and the ignition switch 2 and
further connected to the collector of a transistor 204. The
transistor 204 is connected at its base to the electric source 1
through a diode 205, a resistor 206, the transfer contact 11 and
the ignition switch 2 so as to normally deactivate the transistor
202. The transistor 204 is further connected at its base to a
second clutch switch 29 through the diode 205 and grounded at its
emitter. The second clutch switch 29 is designed to be closed by
the clutch pedal when the frictional clutch engagement mechanism is
conditioned to its full disengagement. Thus, the second clutch
switch 29 acts to cause the non-conduction of the transistor 204 by
its closure so as to activate the engine starter 4 by way of the
transistor 202 and the relay 201 during the full disengagement of
the clutch mechanism.
The starter cut-off circuit 300 includes a second schmitt circuit
which comprises transistors 301 and 302. The transistor 301 is
connected at its collector to the base of the transistor 204
through a resistor, and to the electric source 1 through a resistor
303 and the transfer contact 11. The transistor 302 is connected at
its collector to the electric source 1 through a resistor 304 and
further connected at its base to an alternator 305 driven by the
vehicle engine by way of resistors.
The operation of the system of the present invention as described
above is well explained hereinafter. While the vehicle is arrested
with both of the ignition and manual set switches 2 and MS turned
on, that is, the B terminal is in connection with the IG terminal
within the ignition switch 2, the self-holding relay 10 is
energized to connect the electric source 1 to the engine control
system by way of the transfer contact 11. In this condition,
depression of the clutch pedal closes the first clutch switch 27 to
ground the base of the transistor 116 and sequentially closes the
second clutch switch 29 to make the transistor 204 non-conductive.
The transistor 116 becomes non-conductive to cause the charge of
the condenser 106 by the electric source 1 through the diodes 108
and 114 and the resistor 115 and to make the transistor 102
conductive by means of the inversion of the first schmitt circuit
activated by the charged voltage of the condenser 106 in a short
period of time. This causes the energization of the ignition relay
101 to connect the electric source 1 to the ignition circuit 3
through the relay 101. Simultaneously, the non-conduction of the
transistor 204 causes the conduction of the transistor 202 to
energize the starter relay 201 so as to operate the starter 4.
Then, the starter 4 drives the engine of the vehicle. As the engine
rotates, voltage appears within the alternator 305 and the second
schmitt circuit operates to make the transistor 204 conductive and
to condition the transistor 202 to its non-conductive state. Thus,
the starter relay 201 is deenergized by the non-conduction of the
transistor 202 to cut off current supply to the starter 4.
In starting the vehicle, the accelerator pedal is gradually
depressed to close the accelerator switch 26 and the clutch pedal
is gradually released to open the first and second clutch switches
27 and 29. In this instance, the transistor 116 kept non-conductive
maintains the charge of the condenser 106 to keep the ignition
relay 101 operative. When the vehicle runs, even if the transistor
116 is turned to be conductive by opening of the accelerator switch
26, the current supply to the ignition circuit 3 given by the
energization of the ignition relay 101 is maintained by the output
of the D-A converter including the condenser 106 driven by the
speed signals from the speed senser 25.
When the vehicle is arrested on a flat ground, the accelerator
pedal being released and the clutch and brake pedals being
actuated, the slope senser 28 is kept open and the first clutch
switch 27 is closed to make the transistor 116 non-conductive. This
maintains current supply to the ignition circuit 3 by means of the
energization of the ignition relay 101 which is caused by the
operation of the first schmitt circuit connected to the electric
source 1 by way of the diodes 108 and 114 and the resistor 115. At
the same time, current supply to the starter 4 is blocked by the
deenergization of the starter relay 201 which is caused by the
operation of the second schmitt circuit applied the alternator
voltage therein. In this condition, when the clutch pedal is
released to open the first and second clutch switches 27 and 29,
the transmisstion of the vehicle being conditioned to its neutral
state, the transistor 116 is turned to be conductive and the
ignition relay 101 is deenergized after the predetermined period of
time defined by the time constant of the resistor 105 and the
condenser 106. Consequently, the current supply to the ignition
circuit 3 is blocked to automatically stop the engine rotation. In
the case that the vehicle is arrested on a slant ground, on a
slope, etc., the slope senser 28 is closed to keep the
non-conduction of the transistor 116 regardlessly of the on-off
condition of the first clutch switch 27. Thus, the current supply
to the ignition circuit 3 is maintained by means of the
energization of the ignition relay 101 which is caused by the
operation of the first schmitt circuit connected to the electric
source 1 by way of the diodes 108 and 114 and the resistor 115. As
the result, the engine keeps running to prevent the vehicle from
moving back on the slope when the vehicle starts running.
In the case the temperature of engine cooling water stays higher
than the predetermined high value or lower than the predetermined
low value during the arresting of the vehicle, the thermosenser 23
becomes off to directly cause the conduction of the transistor 102
due to the current supply applied from the electric source 1
through the resistor 121 and the diode 120. Then, the ignition
relay 101 maintains its energization to keep the current supply to
the ignition circuit 3 independently of the operation of the first
clutch switch 27.
In turning the vehicle, the turn signal switch 24 is closed in
response to the actuation of the flasher device of the vehicle to
directly connect the electric source 1 to the base of the
transistor 104 of the first schmitt circuit through the resistors
113 and 105 independently of the operation of the first clutch
switch 27. This operates the first schmitt circuit to keep the
energization of the ignition relay 101 by way of the conduction of
the transistor 102, and the current supply to the ignition circuit
3 is maintained to keep the engine rotation. This means that
instantly starting the vehicle soon after the stop is possible
since the engine does not stop and the rotation of the engine can
smoothly be accelerated.
When the rearward drive power train of the vehicle is completed,
the reverse-drive switch 22 is closed in response to the shifting
operation of a transmission of the vehicle to directly connect the
electric source 1 to the base of the transistor 102 through the
diode 119. The conduction of the transistor 102 maintains the
energization of the ignition relay 101 to keep the current supply
to the ignition circuit 3. This condition can be realized
independently of the operation of the first clutch switch 27.
In the case the electric energy of the electric source 1 in the
form of the vehicle battery is supplied to electric accessories
such as head lamps, tail lamps and the like, the lighting switch 21
is closed in response to lighting of the above electric accessories
to directly connect the electric source 1 to the base of the
transistor 102 through the diodoe 118. The conduction of the
transistor 102 maintains the energization of the ignition relay 101
to keep the current supply of the ignition circuit 3. This
condition can be realized independently of the operation of the
first clutch switch 27.
Although a certain specific embodiment of the present invention has
been shown and described, it is obvious that many modifications and
variations thereof are possible in light of these teachings. It is
to be understood therefore that within the scope of the appended
claims, the invention may be practiced otherwise than as
specifically described herein.
* * * * *