JP2005240600A - Multiple throttle device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable all throttle valves 16A to 16C to integrally operate in the accurately adjusted state by accurately adjusting the opening of every throttle valve with electromagnetic clutches 16A, 16B opened, and connecting the electromagnetic clutches 16A, 16B after adjustment. <P>SOLUTION: This multiple throttle device includes an actuator 14 for driving the throttle valve 12A to rotate, which is positioned outermost in the axial direction among the two or more throttle valves 12A to 12C disposed coaxially. The adjacent throttle valves are connected to each other by the electromagnetic clutches 16A, 16B. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a multiple throttle device in which, for example, a plurality of throttle valves that open and close an intake passage of an internal combustion engine can rotate integrally.

Patent Document 1 discloses a multiple throttle device in which a plurality of throttle valves provided in individual carburetors are linked so as to rotate integrally. In this device, the individual throttle valves are mechanically linked so as to rotate integrally through a link mechanism including an adjusting screw (adjusting screw). The adjusting screw is provided on one of the adjacent throttle valves and abuts against a stopper lever provided on the other throttle valve. By adjusting the screwing amount of the adjusting screw, the rotational position of each throttle valve can be adjusted.
JP-A-8-218945

  However, in the configuration in which the adjacent throttle valves are linked by the link mechanism including the adjusting screw as described above, the dimensional variation of the link mechanism is likely to occur over time due to long-term use. Adjustment of the throttle valve must be done at a factory or the like and cannot be performed frequently.

  The present invention has been made in view of such a problem, and the degree of opening can be accurately adjusted for each throttle valve, and the state of being accurately adjusted over a long period of time can be satisfactorily maintained. The main purpose is to provide a new multiple throttle device.

  A plurality of throttle valves arranged on the same axis, an actuator that rotationally drives a throttle valve located on the outermost side in the axial direction among the plurality of throttle valves, and the plurality of throttle valves so as to rotate integrally. And an electromagnetic clutch for connecting adjacent throttle valves.

  According to the present invention, the opening degree can be accurately adjusted for each throttle valve with the electromagnetic clutch opened, and after the adjustment, all the throttle valves are integrated by fastening the electromagnetic clutch. It becomes a structure, and does not cause a dimensional variation like a link mechanism. Therefore, the state in which all the throttle valves are accurately adjusted can be well maintained over a long period of time.

  Hereinafter, an embodiment in which the present invention is applied to a multiple throttle device that opens and closes an intake branch passage connected to each cylinder of an internal combustion engine will be described in detail with reference to the drawings.

  FIG. 1 shows a multiple throttle device according to an embodiment of the present invention. The multiple throttle device is located on the outermost side in the axial direction among a plurality (three in this example) of throttle valves 12 (12A, 12B, 12C) arranged on the same axis and among the plurality of throttle valves 12. One (the right side in FIG. 1) actuator 14 that rotationally drives the first throttle valve 12A, and two electromagnetic clutches that fasten and connect adjacent throttle valves 12 so that the plurality of throttle valves 12 rotate integrally. 16 (16A, 16B). Each throttle valve 12 is provided with a return spring 18 as a biasing means that constantly biases the shaft portion 22 in the valve closing direction, for example.

  Each throttle valve 12 has a shaft portion 22 that is rotatably supported by a housing 20 via a bearing 21, and a valve body 25 that is fixed to the shaft portion 22 by a bolt 23 and opens and closes an intake branch passage 24. doing. The housing 20 is interposed between a cylinder head (not shown) and an intake manifold, and is fixed to the cylinder head in a state where each intake branch passage 24 communicates with an intake port opened on the side surface of the cylinder head.

  The actuator 14 is an electric motor that can be operated by a command signal from the engine control unit 40 independently of the operation of the accelerator pedal by the driver, and the first throttle valve via the first gear 26 and the second gear 27. 12A is rotationally driven in the valve opening direction. The second gear 27 is fastened to one end of the shaft portion 22 of the first throttle valve 12A by bolts and nuts 28 together. These gears 26 and 27 are accommodated in the housing 20 by a cover 29.

  A default lever 36 and a first lever that biases the default lever 36 in the valve closing direction with respect to the housing 20 so as to avoid the throttle valve 12 from being completely closed even when the actuator 14 is not operated. A lever spring 37 and a second lever spring 38 that urges the shaft portion 22 of the first throttle valve 12A and the second lever 27 in the valve opening direction with respect to the default lever 36 are provided. The second lever spring 38 also functions as the return spring 18 that urges the first throttle valve 12A in the valve closing direction via the default lever 36.

  As is well known, each electromagnetic clutch 16 is a clutch based on magnetic coupling between objects, and typically includes a magnetic fluid, a magnetic powder clutch, an eddy current clutch, and a hysteresis clutch. In a normal usage mode with the engine mounted, both the electromagnetic clutches 16A and 16B are fastened, and the three throttle valves 12A to 12C have an integral structure. That is, the driving force of the actuator 14 is transmitted to the first throttle valve 12A via the gears 26 and 27, and this rotational power is transmitted to the intermediate throttle valve 12B via the first electromagnetic clutch 16A. All the throttle valves 12 are integrally rotated against the urging force of the return springs 18 and 38 by being transmitted to the second throttle valve 12C via the second electromagnetic clutch 16B.

  According to the present embodiment, the opening degree, that is, the clearance between the throttle valve and the bore of the intake branch passage can be accurately adjusted for each throttle valve with the electromagnetic clutches 16A and 16B opened. Can do. In a normal use mode in the engine mounted state after the clearance adjustment, the electromagnetic clutches 16A and 16B are engaged, and thereby the three throttle valves 12A to 12C have an integral structure. Therefore, as in the case of Patent Document 1 described above, adjacent throttle valves are linked by the link mechanism, so that there is no variation in the size of the link mechanism over time, and the individual throttle valves are accurately adjusted. The state can be secured stably over a long period of time.

  In the present embodiment, the first opening sensor 41 that detects the opening of the intermediate throttle valve 12B, that is, the rotation angle position, and the second opening that detects the opening of the second throttle valve 12C, that is, the rotation angle position. And a sensor 42, and the engine control unit 40 switches between engagement and disengagement of the electromagnetic clutches 16 </ b> A and 16 </ b> B based on detection signals from both the sensors 41 and 42.

  This switching operation will be described with reference to FIG. In step (denoted by S in the figure) 1, it is determined whether the intermediate throttle valve 12B is malfunctioning or malfunctioning based on the detection signal of the first opening sensor 41 (operation malfunction detecting means). In step 2, based on the detection signal of the second opening sensor 44, it is determined whether the second throttle valve 12C is malfunctioning or malfunctioning. If it is determined that the intermediate throttle valve 12B is malfunctioning, the process proceeds from S1 to S3, where the first electromagnetic clutch 16A on the actuator side of the intermediate throttle valve 12B is released, and thereafter only the first throttle valve 12 is operated. Open / close control is performed (clutch switching means). The intermediate throttle valve 12B and the second throttle valve 12C from which the driving force transmission is cut are forcibly held by the return spring 18 at the fully closed position or at the throttle opening position at which the necessary idle air amount is generated. If it is determined that the second throttle valve 12C is out of order, the process proceeds from S2 to S4, the second electromagnetic clutch 16B located immediately on the actuator side of the second throttle valve 12C is released, and thereafter the first throttle valve 12 and intermediate throttle valve 12B are controlled to open and close (clutch switching means). The second throttle valve 12C from which the driving force transmission has been cut is held by the return spring 18 in the fully closed position or the throttle opening position where the required idle air amount is generated.

  As described above, in this embodiment, an operation failure due to fixing of at least one throttle valve or the like is detected, and when the operation failure is detected, the electromagnetic clutch on the actuator side of the throttle valve is released. Therefore, even if either of the intermediate throttle valve 12B or the second throttle valve 12C fails or malfunctions, the malfunctioning throttle valve is disconnected and the remaining normal throttle valves continue to operate. The cylinder throttle control (intake air amount control) can be continued. Therefore, the limp home performance at the time of fail safe can be improved.

  As described above, the present invention has been described based on the specific embodiments. However, the present invention is not limited to the above-described embodiments, and includes various modifications and changes without departing from the spirit of the present invention. . For example, the present invention can be applied to a multiple throttle device having two or four or more throttle valves. Further, for the purpose of simplifying the configuration, the sensors 41 and 42 may be omitted, and the malfunction of the throttle valve may be estimated from the rotational fluctuation or the like by an existing air flow meter.

  The characteristic technical ideas that can be grasped from the above explanation are listed.

  (1) A plurality of throttle valves 12A to 12C arranged on the same axis, an actuator 14 that rotationally drives a throttle valve 12A positioned on the outermost side in the axial direction among the plurality of throttle valves, and the plurality of throttle valves. Electromagnetic clutches 16A and 16B connecting adjacent throttle valves so as to rotate integrally.

  (2) A malfunction detection means (S1, S2) for detecting malfunction of at least one throttle valve, and a clutch switching means (S3, S4) for releasing the electromagnetic clutch on the actuator side of the throttle valve where the malfunction is detected. And having.

1 is a cross-sectional view showing a multiple throttle device according to an embodiment of the present invention. The flowchart which shows the flow of the clutch switching control of the said multiple throttle apparatus.

Explanation of symbols

12A to 12C ... throttle valve 14 ... actuator 16A, 16B ... electromagnetic clutch 40 ... engine control unit 41, 42 ... opening sensor

Claims (2)

A plurality of throttle valves arranged on the same axis;
An actuator that rotationally drives a throttle valve located on the outermost side in the axial direction among the plurality of throttle valves;
A multiple throttle device comprising: an electromagnetic clutch for connecting adjacent throttle valves so that the plurality of throttle valves rotate integrally. Malfunction detection means for detecting malfunction of at least one throttle valve;
Clutch switching means for releasing the electromagnetic clutch on the actuator side of the throttle valve in which the malfunction is detected;
The multiple throttle device according to claim 1, comprising:

Images