Mechanical throttle control system

Abstract

The utility model discloses a mechanical throttle control system, which can be applied to the technical field of engine throttle control, and comprises a first throttle switch, a first relay, a throttle linear motor and a low rotating speed control module, one end of the first accelerator switch is connected with a power supply, and the other end of the first accelerator switch is connected with the positive electrode of the first relay through the low-rotating-speed control module; the negative electrode of the first relay is grounded; a fixed contact end of the first relay is connected with a reverse rotation pin of the accelerator linear motor, and a movable contact end of the first relay is grounded or connected with the power supply. Thus, the low-rotating-speed control module is connected between the first accelerator switch and the first relay, whether the first relay is powered on or not can be controlled according to the rotating speed, then the connecting object of the movable contact of the first relay is controlled, the rotating mode of the accelerator linear motor is changed, and flexible control and protection of the accelerator motor are achieved.

Description

Technical Field

[0001] This utility model relates to the field of engine throttle control technology, and in particular to a mechanical throttle control system. Background Technology

[0002] The throttle, also known as the "choke" or "throttle valve," is a control device that regulates engine power. In piston-type aircraft engines, the throttle controls the opening of the carburetor's throttle valve to control the amount of fuel charged into the cylinders, thus determining the engine's output power. In gas turbine engines, the throttle valve controls the fuel flow rate measured by the fuel regulator, thereby determining the thrust generated by the engine.

[0003] Currently, many construction machines use linear motors to control the throttle opening, which in turn controls the engine speed. The driver controls the linear motor's forward or reverse rotation by pressing or releasing the accelerator pedal, thus increasing or decreasing the throttle opening. In other words, the operation of the throttle motor in existing technology is directly related to the driver, and inexperienced drivers are prone to damaging the throttle motor when they press or release the accelerator pedal forcefully.

[0004] Therefore, how to achieve flexible control and protection of the throttle motor is a problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] To address the aforementioned issues, this invention provides a mechanical throttle control system. A low-speed control module is connected between a first throttle switch and a first relay. This module controls whether the first relay is energized based on the rotational speed, thereby controlling the connection of the moving contact of the first relay and changing the rotation mode of the throttle linear motor, thus achieving flexible control of the mechanical throttle.

[0006] In a first aspect, the present invention provides a mechanical throttle control system, including: a first throttle switch, a first relay, a throttle linear motor, and a low-speed control module;

[0007] One end of the first throttle switch is connected to the power supply, and the other end is connected to the positive terminal of the first relay through the low-speed control module;

[0008] The negative terminal of the first relay is grounded;

[0009] The fixed contact of the first relay is connected to the reverse pin of the throttle linear motor, and the moving contact is grounded or connected to the power supply.

[0010] Optionally, the low-speed control module includes: a second relay and a first proximity switch;

[0011] The positive terminal of the first proximity switch is connected to the power supply, the signal pin is connected to the negative terminal of the second relay, and the negative terminal is grounded;

[0012] The positive terminal of the second relay is connected to the power supply;

[0013] One contact of the second relay is connected to the first throttle switch, and the other contact is connected to the positive terminal of the first relay.

[0014] Optionally, the system further includes: a reset module;

[0015] One end of the reset module is connected to the power supply, and the other end is connected to the positive terminal of the second relay and the other end of the first throttle switch.

[0016] Optionally, the reset module includes: a third relay and a connecting line;

[0017] The positive terminal of the third relay is connected to the engine operation signal, and the negative terminal is grounded;

[0018] One contact of the third relay is connected to the power supply, and the other contact is connected to the positive terminal of the second relay and one end of the connecting line, respectively.

[0019] The connecting wire connects the positive terminal of the second relay to the other end of the first throttle switch.

[0020] Optionally, the system may also include: a second throttle switch, a fourth relay, and a high-speed control module;

[0021] One end of the second throttle switch is connected to the power supply, and the other end is connected to the positive terminal of the fourth relay through the high-speed control module;

[0022] The negative terminal of the fourth relay is grounded;

[0023] The fixed contact of the fourth relay is connected to the forward rotation pin of the throttle linear motor, and the moving contact is grounded or connected to the power supply.

[0024] Optionally, the high-speed control module includes: a fifth relay and a second proximity switch;

[0025] The positive terminal of the second proximity switch is connected to the power supply, the signal pin is connected to the negative terminal of the fifth relay, and the negative terminal is grounded.

[0026] The positive terminal of the fifth relay is connected to the power supply;

[0027] One contact of the fifth relay is connected to the second throttle switch, and the other contact is connected to the positive terminal of the fourth relay.

[0028] Optionally, the first proximity switch generates a low level on the signal pin when the engine speed reaches a set minimum speed.

[0029] Optionally, the second proximity switch generates a low level on the signal pin when the engine speed reaches the set maximum speed.

[0030] Optionally, the third relay is energized when the engine is running.

[0031] Optionally, the minimum speed setting is between idle speed and maximum throttle speed.

[0032] As can be seen from the above technical solutions, compared with the prior art, this utility model has the following advantages:

[0033] The mechanical throttle control system provided in this embodiment includes: a first throttle switch, a first relay, a throttle linear motor, and a low-speed control module. One end of the first throttle switch is connected to a power source, and the other end is connected to the positive terminal of the first relay through the low-speed control module. The negative terminal of the first relay is grounded. The fixed contact of the first relay is connected to the reverse pin of the throttle linear motor, and the moving contact is grounded or connected to the power source. Thus, the low-speed control module is connected between the first throttle switch and the first relay, and can control whether the first relay is energized according to the rotational speed, thereby controlling the connection object of the moving contact of the first relay, changing the rotation mode of the throttle linear motor, and achieving flexible control of the mechanical throttle. Attached Figure Description

[0034] Figure 1 A schematic diagram of a low-speed control system for a mechanical throttle provided for an embodiment of this utility model;

[0035] Figure 2 A schematic diagram of the connection relationship of a low-speed control module provided for an embodiment of this utility model;

[0036] Figure 3 A schematic diagram of a mechanical throttle reset control system provided for an embodiment of this utility model;

[0037] Figure 4 A schematic diagram of the connection relationship of a reset module provided in an embodiment of this utility model;

[0038] Figure 5 A schematic diagram of a high-speed control system for a mechanical throttle provided for an embodiment of this utility model;

[0039] Figure 6 This is a schematic diagram showing the connection relationship of a high-speed control module provided in an embodiment of the present invention. Detailed Implementation

[0040] As mentioned earlier, existing mechanical throttle control systems are not flexible enough and are prone to damaging the throttle motor. Specifically, many construction machines currently control the throttle opening by pulling a linear motor, which in turn controls the engine speed. The driver controls the linear motor's forward or reverse rotation by pressing or releasing the accelerator pedal, thus increasing or decreasing the throttle opening. In other words, the operation of the throttle motor in existing technology is directly related to the driver; inexperienced drivers are prone to damaging the throttle motor when they press or release the accelerator pedal forcefully. Furthermore, existing methods for controlling engine speed generally rely on the difference between the throttle motor's position feedback signal and the given signal. This method can only achieve a few fixed speeds and cannot achieve stepless speed regulation.

[0041] To address the aforementioned problems, this utility model provides a mechanical throttle control system, comprising: a first throttle switch, a first relay, a throttle linear motor, and a low-speed control module; one end of the first throttle switch is connected to a power supply, and the other end is connected to the positive terminal of the first relay through the low-speed control module; the negative terminal of the first relay is grounded; the fixed contact of the first relay is connected to the reverse pin of the throttle linear motor, and the moving contact is grounded or connected to a power supply.

[0042] Thus, the low-speed control module is connected between the first throttle switch and the first relay. It can control whether the first relay is energized according to the speed, and then control the connection object of the moving contact of the first relay, so as to change the rotation mode of the throttle linear motor and realize flexible control and protection of the throttle motor.

[0043] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0044] Figure 1 This is a schematic diagram of a low-speed control system for a mechanical throttle, provided as an embodiment of the present invention. (Combined with...) Figure 1 As shown, the present invention provides a low-speed mechanical throttle control system 100, which includes: a first throttle switch S1, a first relay K1, a throttle linear motor M1, and a low-speed control module 110.

[0045] One end of the first throttle switch S1 is connected to the power supply, and the other end is connected to the positive terminal of the first relay K1 through the low speed control module 110.

[0046] The negative terminal of the first relay K1 is grounded;

[0047] The fixed contact of the first relay K1 is connected to the reverse pin of the throttle linear motor M1, and the moving contact is grounded or connected to the power supply.

[0048] In this embodiment of the invention, the first throttle switch S1 is normally open, with one end connected to the power supply and the other end connected to the positive terminal of the first relay K1 via the low-speed control module 110. The first relay K1 is normally not energized; its negative terminal is grounded. Its fixed contact is connected to the reverse (F) pin of the throttle linear motor M1, and its moving contact is grounded (20 and 21 are closed). When the first relay K1 is energized, the moving contact is connected to the power supply (20 and 22 are closed). The low-speed control module 110 can be considered a normally closed switch, opening when the speed of the throttle linear motor M1 is lower than the set minimum speed. It is understood that the power supply can be a battery or other power supply equipment, with a voltage generally of 24V. The set minimum speed can be set between idle speed and maximum throttle speed, generally at idle speed. For example, a toggle switch can be connected to the throttle switch to control the throttle switch. The toggle switch is controlled by the driver and can be shifted up or down, with down shifting for deceleration and up shifting for acceleration. When the vehicle is traveling at a speed greater than idle, if the driver wants to slow down, they can flip the toggle switch down. At this time, the normally closed first throttle switch S1 closes, i.e., contacts 1 and 1' close. The low-speed control module 110 is normally closed, the first relay K1 is energized, contacts 20 and 22 close, and the F pin of the throttle linear motor M1 is energized. Therefore, the throttle linear motor M1 reverses, the throttle opening decreases, the engine speed decreases, and the vehicle slows down. When the speed is less than idle, the low-speed control module 110 disconnects. At this time, the first relay K1 is not energized, contacts 20 and 21 close, and the throttle linear motor M1 stops reversing, thus achieving flexible control and protection of the throttle linear motor M1.

[0049] As one implementation method, the low-speed control module 110 is designed accordingly. The low-speed control module 110 includes: a second relay K2 and a first proximity switch P1;

[0050] The positive terminal of the first proximity switch P1 is connected to the power supply, the signal pin is connected to the negative terminal of the second relay K2, and the negative terminal is grounded;

[0051] The positive terminal of the second relay K2 is connected to the power supply;

[0052] One contact of the second relay K2 is connected to the first throttle switch S1, and the other contact is connected to the positive terminal of the first relay K1.

[0053] Figure 2 This is a schematic diagram illustrating the connection relationship of a low-speed control module provided in an embodiment of the present invention. (In conjunction with...) Figure 2 As shown, the low-speed control module 110 includes a second relay K2 and a first proximity switch P1 used in conjunction. The first proximity switch P1 works by detecting the engine speed. When the engine speed reaches the set minimum speed, it generates a low-level signal, energizing the second relay K2 and opening contacts 4 and 4'. When the second relay K2 is not energized, contacts 4 and 4' are normally closed. Continuing with the example above, when the driver moves the toggle switch downwards, contacts 1 and 1' close, energizing the first relay K1. Contacts 20 and 22 close, energizing the F pin of the throttle linear motor M1. Therefore, the throttle linear motor M1 reverses direction, reducing the throttle opening, decreasing the engine speed, and slowing the vehicle. When the engine speed drops to idle, the first proximity switch P1 senses the signal and generates a low level on the signal pin. At this time, the second relay K2 is energized, and contacts 4 and 4' are disconnected. The first relay K1 changes from being energized to being de-energized, and contacts 20 and 22 change from being closed to being closed by 20 and 21. The throttle linear motor M1 stops reversing, thus preventing the throttle linear motor M1 from reversing endlessly and thus preventing damage.

[0054] As one implementation method, regarding how to implement the reset function, the system further includes: a reset module 120;

[0055] One end of the reset module 120 is connected to the power supply, and the other end is connected to the positive terminal of the second relay K2 and the other end of the first throttle switch S1, respectively.

[0056] Figure 3 This is a schematic diagram of a mechanical throttle reset control system provided for an embodiment of this utility model. (In conjunction with...) Figure 3 As shown, the reset module 120 is equivalent to a normally closed relay switch, which opens when the engine is running. When connected to the circuit, one end is connected to the power supply, and the other end is connected to the positive terminal of the second relay K2 and the other end of the first throttle switch S1. That is, the reset module 120 can affect whether the first relay K1 and the second relay K2 are energized, influenced by the engine's rotation signal. It is understandable that after the engine stops, the engine throttle needs to be reduced to its lowest setting to prevent excessive speed upon restarting, which could shorten engine life and cause damage. Therefore, after the engine stops, the reset module 120 energizes the first relay K1, closing contacts 20 and 22, thereby reversing the throttle linear motor M1 and reducing the engine throttle to its lowest setting.

[0057] As one implementation method, the reset module 120 is designed as follows: Accordingly, the reset module 120 includes: a third relay K3 and a connecting line L;

[0058] The positive terminal of the third relay K3 is connected to the engine transfer signal, and the negative terminal is grounded;

[0059] One contact of the third relay K3 is connected to the power supply, and the other contact is connected to the positive terminal of the second relay K2 and one end of the connecting line L.

[0060] The connecting line L connects the positive terminal of the second relay K2 to the other end of the first throttle switch S1.

[0061] Figure 4 This is a schematic diagram illustrating the connection relationship of a reset module provided in an embodiment of this utility model. (In conjunction with...) Figure 4 As shown, the reset module 120 includes a third relay K3 and a connecting line L. The negative terminal of the third relay K3 is grounded, and the positive terminal is connected to the power supply, with its energization determined by the engine operation signal. The connecting line L connects the positive terminal of the second relay K2 to the other end of the first throttle switch S1. Specifically, when the engine is running, an engine rotation signal is generated, energizing the third relay K3 and opening contacts 4 and 4'. At this time, the reset module 120 does not affect the overall operating logic of the circuit. When the engine stops, the third relay K3 is not energized, and contacts 5 and 5' close. At this time, the first relay K1 is energized, closing contacts 20 and 22, and the engine reverses until it stops when the throttle is lowered to the minimum.

[0062] As one implementation method, regarding how to control the maximum throttle opening, the system accordingly also includes: a second throttle switch S2, a fourth relay K4, and a high-speed control module 130;

[0063] One end of the second throttle switch is connected to the power supply, and the other end is connected to the positive terminal of the fourth relay K4 through the high-speed control module 130;

[0064] The negative terminal of the fourth relay K4 is grounded;

[0065] The fixed contact of the fourth relay K4 is connected to the forward rotation pin of the throttle linear motor M1, and the moving contact is grounded or connected to the power supply.

[0066] Figure 5 This is a schematic diagram of a high-speed control system for a mechanical throttle, provided as an embodiment of the present invention. (In conjunction with...) Figure 5As shown, the system also includes a second throttle switch S2, a fourth relay K4, and a high-speed control module 130. The second throttle switch S2 is normally open, with one end connected to the power supply and the other end connected to the positive terminal of the fourth relay K4 via the high-speed control module 130. The fourth relay K4 is normally de-energized, with its negative terminal grounded. Its fixed contact is connected to the positive (Z) pin of the throttle linear motor M1, and its moving contact is grounded (30 and 31 are closed). When the fourth relay K4 is energized, its moving contact is connected to the power supply (30 and 32 are closed). The high-speed control module 130 can be considered a normally closed switch, opening when the speed of the throttle linear motor M1 exceeds the set maximum speed. It is understood that the power supply can be a battery or other power supply equipment, typically with a voltage of 24V. The set maximum speed can be flexibly set by the vehicle manufacturer or technicians primarily for the purpose of protecting the throttle linear motor M1. Continuing with the example above, a toggle switch can be connected to the throttle switch to control the throttle. The toggle switch is controlled by the driver, allowing for up or down movement; down for deceleration and up for acceleration. When the vehicle starts, if the driver wants to accelerate, they can toggle the toggle switch upwards. This closes the normally closed second throttle switch S2, i.e., contacts 6 and 6' close. The high-speed control module 130 is normally closed, the fourth relay K4 is energized, and contacts 30 and 32 close. This energizes the Z pin of the throttle linear motor M1, causing it to rotate forward, increasing the throttle opening, increasing engine speed, and accelerating the vehicle. When the speed exceeds the set maximum speed, the high-speed control module 130 disconnects. At this time, the fourth relay K4 is de-energized, and contacts 30 and 31 close, stopping the forward rotation of the throttle linear motor M1. This achieves flexible control and protection of the throttle linear motor M1.

[0067] As one implementation method, the high-speed control module 130 is designed accordingly. The high-speed control module 130 includes: a fifth relay K5 and a second proximity switch P2;

[0068] The positive terminal of the second proximity switch P2 is connected to the power supply, and the signal pin is connected to the negative terminal of the fifth relay K5, with the negative terminal grounded.

[0069] The positive terminal of the fifth relay K5 is connected to the power supply;

[0070] One contact of the fifth relay K5 is connected to the second throttle switch S2, and the other contact is connected to the positive terminal of the fourth relay K4.

[0071] Figure 6 This is a schematic diagram illustrating the connection relationship of a high-speed control module provided in an embodiment of the present invention. (In conjunction with...) Figure 6As shown, the high-speed control module 130 includes a fifth relay K5 and a second proximity switch P2 used in conjunction with it. The second proximity switch P2 works by detecting the engine speed. When the engine speed reaches the set maximum speed, it generates a low-level signal, energizing the fifth relay K5 and opening contacts 7 and 7'. When the fifth relay K5 is not energized, contacts 7 and 7' are normally closed. Continuing with the example above, when the driver flips the toggle switch upwards, contacts 6 and 6' close, energizing the fourth relay K4 and closing contacts 30 and 32. This energizes the Z pin of the throttle linear motor M1, causing the throttle linear motor M1 to rotate forward, increasing the throttle opening, raising the engine speed, and accelerating the vehicle. When the engine speed increases to the set maximum speed, the second proximity switch P2 senses the signal and generates a low level on the signal pin. At this time, the fifth relay K5 is energized, and contacts 7 and 7' are disconnected. The fourth relay K4 changes from being energized to being de-energized, and contacts 30 and 32 change from being closed to being closed by 30 and 31. The throttle linear motor M1 stops rotating forward, thus preventing the throttle linear motor M1 from rotating forward indefinitely and thus preventing damage.

[0072] In summary, the mechanical throttle control system provided by this embodiment includes: a first throttle switch, a first relay, a throttle linear motor, and a low-speed control module. One end of the first throttle switch is connected to a power source, and the other end is connected to the positive terminal of the first relay through the low-speed control module. The negative terminal of the first relay is grounded. The fixed contact of the first relay is connected to the reverse pin of the throttle linear motor, and the moving contact is grounded or connected to the power source. Thus, the low-speed control module is connected between the first throttle switch and the first relay, and can control whether the first relay is energized according to the rotational speed, thereby controlling the connection object of the moving contact of the first relay, changing the rotation mode of the throttle linear motor, and achieving flexible control of the mechanical throttle.

[0073] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A mechanical throttle control system, characterized in that, The system includes: a first throttle switch, a first relay, a throttle linear motor, and a low-speed control module; One end of the first throttle switch is connected to the power supply, and the other end is connected to the positive terminal of the first relay through the low-speed control module; The negative terminal of the first relay is grounded; The fixed contact of the first relay is connected to the reverse pin of the throttle linear motor, and the moving contact is grounded or connected to the power supply.

2. The mechanical throttle control system according to claim 1, characterized in that, The low-speed control module includes: a second relay and a first proximity switch; The positive terminal of the first proximity switch is connected to the power supply, the signal pin is connected to the negative terminal of the second relay, and the negative terminal is grounded; The positive terminal of the second relay is connected to the power supply; One contact of the second relay is connected to the first throttle switch, and the other contact is connected to the positive terminal of the first relay.

3. A mechanical throttle control system according to claim 2, characterized in that, The system also includes: a reset module; One end of the reset module is connected to the power supply, and the other end is connected to the positive terminal of the second relay and the other end of the first throttle switch.

4. A mechanical throttle control system according to claim 3, characterized in that, The reset module includes: a third relay and a connecting wire; The positive terminal of the third relay is connected to the engine operation signal, and the negative terminal is grounded; One contact of the third relay is connected to the power supply, and the other contact is connected to the positive terminal of the second relay and one end of the connecting line, respectively. The connecting wire connects the positive terminal of the second relay to the other end of the first throttle switch.

5. A mechanical throttle control system according to claim 1, characterized in that, The system also includes: a second throttle switch, a fourth relay, and a high-speed control module; One end of the second throttle switch is connected to the power supply, and the other end is connected to the positive terminal of the fourth relay through the high-speed control module; The negative terminal of the fourth relay is grounded; The fixed contact of the fourth relay is connected to the forward rotation pin of the throttle linear motor, and the moving contact is grounded or connected to the power supply.

6. A mechanical throttle control system according to claim 5, characterized in that, The high-speed control module includes: a fifth relay and a second proximity switch; The positive terminal of the second proximity switch is connected to the power supply, the signal pin is connected to the negative terminal of the fifth relay, and the negative terminal is grounded. The positive terminal of the fifth relay is connected to the power supply; One contact of the fifth relay is connected to the second throttle switch, and the other contact is connected to the positive terminal of the fourth relay.

7. A mechanical throttle control system according to claim 2, characterized in that, The first proximity switch generates a low level on the signal pin when the engine speed reaches the set minimum speed.

8. A mechanical throttle control system according to claim 6, characterized in that, The second proximity switch generates a low level on the signal pin when the engine speed reaches the set maximum speed.

9. A mechanical throttle control system according to claim 4, characterized in that, The third relay is energized when the engine is running.

10. A mechanical throttle control system according to claim 7, characterized in that, The minimum speed setting is between idle speed and maximum throttle speed.

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