Vehicular engine idle speed and cruise control system

• US 4,569,425 A
• Filed: 02/27/1984
• Issued: 02/11/1986
• Est. Priority Date: 02/27/1984
• Status: Expired due to Term

• Current Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Original Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Inventors: Sokalski, Robert G., Kenny, Andrew A.
• Primary Examiner(s): Pate, III, William F.
• Assistant Examiner(s): Merek, James J.
• Application Number:
  US06/584,077
• Time in Patent Office: 715 Days
• Field of Search: 192/3 M, 192/3 S, 192/3 T, 123/339, 123/352, 123/376, 180/178, 180/179
• US Class Current: 477/188
• CPC Class Codes: B60K 31/02 including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
• CPC Class Codes: F02D 31/004 by controlling a throttle stop

Abstract

Disclosed is a system for controlling both cruising speed and engine idling speed of a vehicle. The system includes an electronic control module that controls an actuator (100) having a moveable member preferably in the form of a gear rack (6) that is pivotably mounted to an intermediate member (8) that is operably connected to the engine throttle and adapted to move in opposite directions along a frame (2) of the actuator. The actuator is provided with means, preferably in the form of an idle speed control switch (34), for sensing when the throttle is being controlled by the operator and causing the control module to switch its output from a second control signal to a first control signal and feedback means, preferably in the form of a differentiating switch (47), for determining an idle speed pick-up position for the moveable member that is more than the desired regulated engine idle speed position but not more than the operator selected cruising speed position.

Claims

1. A vehicular cruise and engine idling speed control system comprising:

actuator means, said means adapted for engagement to a vehicular engine throttle that in a first engaged condition is operable upon receipt of a first control signal to move the throttle to regulate the vehicle speed and that in a second engaged condition is operable upon receipt of a second control signal to regulate engine idling speed independent of the vehicle speed,

controller means responsive to sensed vehicle speed and an operator selected vehicle speed to provide said first control signal and further operative to provide said second control signal from at least one sensed engine operating condition upon establishment of said second engaged condition,

operator controlled means for establishment of said first and said second engaged conditions,

means sensing throttle actuation by the operator and functionally effective for switching said controller means output from said second control signal to said first control signal and causing the actuator to position the throttle at an advanced engine idle speed pick-up position,

means for differentiating between the operator selected vehicle speed throttle position and the regulated engine idle speed pick-up throttle position and for insuring that the engine idle speed pick-up throttle position is not more than the operator selected vehicle speed throttle position and more than the regulated engine idle speed throttle position, and

means for insuring that the engine speed decreases in a uniform manner from the engine idle speed pick-up throttle position to the regulated engine idle speed throttle position.

2. The system of claim 1 wherein the actuator means comprises a bi-directional motor that is secured against movement with respect to the throttle that in the first engaged condition is operable to rotate at least one gear operably engaged with the throttle and to move the throttle to regulate the vehicle speed in response to receipt by the motor of the first control signal and that upon establishment of the second engaged condition is operable to rotate the gear and cause the throttle to regulate the engine idling speed independent of the vehicle speed in response to receipt by the motor of the second control signal.

3. The system of claim 2 wherein the gear is operably engaged with the throttle by means of a gear rack moveably engaged with a support member that is secured against movement with respect to the throttle, said gear rack having teeth engageable with teeth on the gear rotated by the motor when the actuator is in the first and second engaged conditions.

4. The system of claim 3 wherein the gear rack is moveably engaged with the support member by means of an intermediate member disposed therebetween, said intermediate member operably connected to the throttle and slidably engaged with the support member and adapted to move in opposite directions therealong, and said gear rack pivotably mounted to the intermediate member in such a manner as to enable the operator controlled means to cause the gear rack to rotate in opposite directions about the pivotal mounting to the extent necessary to enable disengagement and establishment of the first and second engaged conditions.

5. The system of claim 4 including a solenoid operatively connected to the gear rack and adapted to rotate the gear rack in opposite directions about the pivotal mounting the amount necessary to establish the first and second engaged conditions according to whether the solenoid is energized or de-energized by a signal provided by the operator controlled means.

6. The system of claim 5 wherein the solenoid is operatively connected to the gear rack by means of a cam that is adapted to rotate the gear rack in said opposite direction about the pivotal mounting in response to the energization and de-energization of the solenoid.

7. The system of claim 2 wherein the intermediate member is operatively connected to the throttle by a flexible cable.

8. The system of claim 1 wherein the operator controlled means comprises an electrical switch means operative to provide an electrical signal causing the establishment of the second engaged condition upon actuation by the operator.

9. The system of claim 8 wherein the switch means is actuated upon application of a brake by the operator.

10. The system of claim 1 wherein the sensing means comprises electrical idle control switch means, said means operative in response to forces imposed upon the throttle by the operator when the actuator is in said second engaged condition to cause the actuator to advance the throttle to the pick-up engine idle speed position and switch the controller means output from the second control signal to the first control signal.

11. The system of claim 4 wherein the intermediate member is connected to the throttle by resilient means and the sensing means comprises idle control switch means having a contact secured to the moveable member and a contact secured to the resilient connecting means such that movement of the resilient connecting means caused by movement of the throttle by the operator actuates the contacts in such a manner as to cause the controller output to switch from the second control signal to the first control signal while causing the motor means to move the intermediate member and the gear rack to the engine idle-speed pick-up throttle position.

12. The system of claim 1 wherein the means for differentiating between the operator selected vehicle speed throttle position and the engine idle speed pick-up throttle position comprises feedback potentiometric switch means adapted to measure the operator selected vehicle speed throttle position in terms of electrical units and establish the engine idle speed pick-up throttle position as a proportionate thereof that is more than the engine idle speed throttle position and not more than the operator selected vehicle speed throttle position.

13. The system of claim 1 wherein the means for insuring that the actuator moves the throttle in a uniform manner from the idle speed pick-up position to the regulated idle speed position comprises operator controlled switch means which cause the motor to rotate in a direction causing the throttle to move in a uniform manner from the idle speed pick-up position to the regulated idle speed position upon establishment of the second engaged condition.

15. The actuator of claim 13 wherein the moveable member comprises a gear rack that is moveably engaged with the support member, said gear rack having teeth engageable with teeth on a gear that is rotated by the motor when the actuator is in the first and second engaged conditions.

16. The actuator of claim 15 wherein the gear rack is moveably engaged with the support member by means of an intermediate member disposed between the gear rack and the support member, said intermediate member operably connected to the throttle and slidably engaged with the support member and adapted to move in opposite directions therealong, and said gear rack pivotably mounted to the intermediate member in such a manner as to enable the operator controlled means to cause the gear rack to rotate in opposite directions about the pivotal mounting to the extent necessary to establish the first and second engaged conditions between the gear rack and the gear operably rotated by the motor.

17. The actuator of claim 16 including a solenoid operatively connected to the gear rack and adapted to rotate the gear rack in said opposite directions about the pivotal mounting according to whether the solenoid is energized or de-energized by a signal provided by the operator controlled means.

18. The actuator of claim 17 wherein the solenoid is operatively connected to the gear rack by means of a cam that is adapted to rotate the gear rack in said opposite directions about the pivotal mounting in response to the energization and de-energization of the solenoid.

23. The actuator of claim 16 wherein the intermediate member is connected to the throttle by resilient means and the sensing means comprises engine idle control switch means having a contact secured to the intermediate member and a contact secured to the resilient connecting means such that movement of the resilient connecting means caused by movement of the throttle by the operator actuates the contacts in such a manner as to cause the motor to move the intermediate member and the gear rack to the engine idle speed pick-up throttle position.

14. An actuator adapted for connection to a vehicular engine throttle for regulating operator selected vehicle speed and engine idling speed, said actuator comprising;

a support member secured against movement with respect to the throttle,

a bi-directional motor secured to the support member,

a moveable member operably connected to the throttle that in an operator controlled first engaged condition between the motor and the moveable member is operable, upon receipt by the motor of a first control signal, to cause the motor to cause the moveable member to move the throttle to regulate vehicle speed and that in an operator controlled second engaged condition between the motor and the moveable member, is operable, upon receipt by the motor of a second control signal, to cause the motor to cause the moveable member to move the throttle to regulate engine idling speed independent of the vehicle speed,

said actuator provided with means for sensing operator actuation of the throttle when the motor gear and the moveable member are in the second engaged condition and causing the motor to rotate and cause the moveable member to move the throttle to an idle speed pick-up position,

said motor responsive to means for differentiating between the operator selected vehicle speed throttle position and the engine idle speed throttle position and insuring that the engine idle speed pick-up throttle position is not more than the operator selected vehicle speed throttle position and more than the regulated engine idle speed throttle position,

and means for insuring that the moveable member moves the throttle in a uniform manner from the idle speed pick-up position to the regulated idle speed position upon establishment of the second engaged condition.

19. The actuator of claim 14 wherein the moveable member is operatively connected to the throttle by a flexible cable.

20. The actuator of claim 14 wherein the operator controlled means comprises an electrical switch means operative to provide an electrical signal causing the establishment of the second engaged condition upon actuation by the operator.

21. The actuator of claim 20 wherein the switch means is actuated upon application of a brake by the operator.

22. The actuator of claim 14 wherein the sensing means comprises idle speed control switch means, said means operative in response to forces imposed on the throttle by the operator when the actuator is in said second engaged condition to cause the actuator to move the throttle to the pick-up idle speed throttle position.

24. The actuator of claim 14 wherein the means for differentiating between the operator selected ground speed throttle position and the engine idle speed pick-up throttle position comprises a potentiometric feedback switch means adapted to measure the operator selected vehicle speed throttle position in terms of electrical units and establish the engine idle speed pick-up throttle position as a proportionate thereof that is more than the engine idle speed throttle position and not more than the operator selected vehicle speed throttle position.

25. The actuator of claim 14 wherein the means for insuring that the moveable member moves in a uniform manner from the idle speed pick-up position to the regulated idle speed position comprises operator controlled switch means that cause the motor to rotate in a direction causing the moveable member to move uniformly from the idle speed pick-up position to the regulated idle speed position upon establishment of the second engaged condition.

26. A two-switch force responsive arrangement for determining modes of a vehicle according to the position of an actuator that is adapted for connection to a vehicle throttle for regulating vehicular and engine idling speed, said actuator comprising a moveable member operably connected to the throttle that in an operator controlled first engaged condition with at least one gear rotated by a bi-directional motor is operative to regulate the throttle to maintain an operator selected vehicle speed and that in an operator controlled second engaged condition with the gear is operative to set the throttle at an engine idle speed pick-up position from which the engine speed is able to decrease in a uniform manner to the regulated engine idling speed while insuring that the engine idling speed pick-up throttle position is not more than the operator selected vehicle speed throttle position and more than the regulated engine idling speed throttle position, said moveable member operably connected to the throttle such that a force greater than zero in one direction is exerted on the throttle by the moveable member when the moveable member is operatively controlling the throttle and a force less than zero in the opposite direction is exerted on the throttle when the throttle is controlled by the operator, and said arrangement comprising:

differentiating switch means operative to differentiate between the regulated engine idle speed throttle position and the operator selected vehicle speed throttle position,

idle control switch means responsive to the direction of the force exerted in the throttle and operative to initiate positioning of the throttle at the engine idle speed pick-up position upon establishment of the second engaged condition,

said idle control and differentiating switch means inter-related such that in the vehicle idle mode, with the throttle at the regulated engine idle speed position, the force is greater than zero and control switch is closed and the differentiating switch is open and, in the vehicle idle mode with the throttle at the engine idling speed pick-up position, the force is greater than zero and the control switch is closed and the differentiating switch is closed and, in the operator mode when the throttle is accelerated by the operator with the throttle at the regulated engine idle speed position, the force is less than zero and the control switch and the differentiating switch are both open and, in the operator mode when the throttle is actuated by the operator with the throttle in the engine idle speed pick-up position, the force is less than zero and the control switch is open and the differentiating switch is closed and, in the operator mode when the throttle is accelerated by the operator with the throttle at the cruise position, the force is less than zero and the control switch is open and the differentiating switch is closed and, in the cruise mode when the throttle is at the operator selected vehicle speed position, the force is greater than zero and both the control switch and the differentiating switch are closed.

27. The arrangement of claim 26 wherein the control switch and the differentiating switch are adapted such that their respective open and closed relationship to each other is reversed.