JP5022980B2 - Electronically controlled throttle device for internal combustion engine - Google Patents

Description

  The present invention relates to a throttle device for an internal combustion engine, and more particularly to an electronically controlled throttle device that controls opening and closing of a throttle valve by driving a motor based on a control signal. The present invention can also be applied to an electronically controlled throttle device as an intake throttle mechanism of a tandem gasoline engine or an electronically controlled throttle device used as a negative pressure control throttle valve for controlling the hydrogen concentration of a fuel cell.

  For example, in a throttle device of a diesel internal combustion engine having a mechanism in which the opening degree of the throttle valve is held in the vicinity of the fully open position when de-energized, the motor drive control is conventionally performed when the throttle valve in a specific opening state is returned to the fully open position. Was stopped, the drive current to the motor was cut off, and the rotation return force of the throttle spring returned the machine to the fully open position.

  However, in this case, the gear collides violently with the stopper portion due to the spring force and inertia of the motor, gear, throttle valve, and the like. The impact load at this time may be applied to the stopper or the gear, and the gear or the stopper may be damaged.

  So far, as shown in Japanese Patent Application Laid-Open No. 2003-370002, soft landing, that is, the motor driving force in a direction to suppress the force of the throttle spring, is applied slowly by motor driving control, and the motor is slowly returned to the fully opened position.

JP 2003-370002 A

  In the electronic control throttle device for the throttle valve for intake pressure control of the diesel engine configured as described above, the control software for the motor for driving the throttle valve becomes complicated.

  An object of the present invention is to obtain a simple electronic control without any severe collision between a gear and a stopper portion and a little control software for a motor for driving a throttle valve.

  The object of the present invention is to provide an impact mitigating member (impact mitigating mechanism) between a stopper provided at the fully open position and a gear that collides with the stopper (or a colliding member different from the gear provided on the gear portion). It is a thing.

  According to the present invention, since it is not necessary to return to the fully opened position by using the soft landing control by the motor drive control, the control software for the motor that drives the throttle valve is simplified. As a result, consumption of the motor driving current can be reduced.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a diagram showing a schematic configuration of a fully open stopper portion in an electronically controlled intake air flow rate or pressure control apparatus to which an intake throttle valve control apparatus for an internal combustion engine or the like according to a first example of an embodiment of the present invention is applied. .

  In FIG. 1, when the throttle valve 13 is returned to the fully opened position, it is sufficient to turn off the motor 20. The structure is mainly fixed to a throttle valve shaft 12 that is pivotally supported by the intake passage 11 of the throttle body, and adjusts the amount of intake air passing through the intake passage 11, the throttle valve shaft 12 and the throttle gear 22, A throttle gear 22 that is driven integrally with the throttle valve shaft 12 by the driving force of the motor 20 connected via the gear 21, and a default lever 40 that is rotated and held by the rotational force of the throttle gear 22 and the default spring 50; The fully open position of the throttle valve 13 is defined by the default lever 40 contacting the stopper 14 of the throttle body.

  The return spring 30 is arranged so that the winding shaft direction of the winding is parallel to the throttle valve shaft 12, and the body side hook portion 31 of the return spring is hung on the throttle body, and the return spring default lever The side (throttle gear side) hook portion 32 is hung on the default lever 40.

  The default lever 40 is held on the throttle gear 22 by the rotational force of the default spring 50. At this time, the position of the throttle gear 22 is defined by the stopper (throttle gear side) 41 of the default lever. The default spring 50 is a reverse-winding spring with respect to the return spring 30.

  In the structure of FIG. 1, when returning to the fully open position, the rotational return force of the return spring 30 and the energy of the inertia of the motor 20 and the throttle valve shaft 12 are absorbed by the default spring 50. No impact load is applied to the battery and it will not be damaged.

  FIG. 2 shows a schematic configuration of a fully open position holding mechanism in a normally open type electronically controlled intake air flow rate or pressure control device to which an intake throttle valve control device for an internal combustion engine according to a second example of the embodiment of the present invention is applied. FIG.

  In this specification, the return spring 30 is disposed so that the winding shaft direction of the winding is parallel to the throttle valve shaft 12, and a stopper (a throttle gear side) 41 of a default lever is hung on the throttle body. The other end is welded to one end of the default spring and welded (stopper) 60 between the throttle spring and the default spring. The fully open point is the joint (stopper) 60 between the throttle spring and the default spring at the stopper 14 of the throttle body. Abut and define.

  The default spring 50 has a diameter different from that of the return spring 30, the return spring 30 and the default spring 50 are arranged in parallel, and the other end of the default spring 50 is hung on the throttle gear 22.

  In the structure of FIG. 2, when returning to the fully open position, the rotational return force of the return spring 30 and the energy of the inertia such as the motor 20 and the throttle valve shaft 12 are absorbed by the default spring 50, so each gear or throttle body An impact load is not applied to the stopper portion 14 and does not break.

  FIG. 3 is an object in which the default spring 50 is eliminated with the mechanism of FIG. 2 and a spring mechanism is set at one end of the return spring 30 to absorb the impact.

  The structure is that the throttle gear 22 is provided with a hook 32 on the default lever side (throttle gear side) of the return spring of the spring, and the spring shape is set at the tip of the hook. This portion becomes an impact absorbing spring 70, and this spring is held by a stopper 71.

  When returning to the fully open position in this structure, the rotational return force of the return spring 30 and the energy of the inertia of the motor 20, the throttle valve 13, the throttle valve shaft 12, etc. are absorbed by the shock absorbing spring 70. The impact load is not applied to the part 14, and the damage does not occur.

  FIG. 4 is a device devised by changing the specifications of the shock absorbing spring 70.

  FIG. 5 is an object in which the default lever 40 and the default spring 50 are eliminated in the mechanism of FIG. 1 and a shock absorbing material (mechanism) is set on the body side to reduce the impact force.

  The structure is characterized in that a damper 80 is provided in the stopper portion 14 of the throttle body. With this structure, by providing the damper return spring 81 in the damper 80, a stable buffer mechanism is provided.

  When returning to the fully open position in this structure, the rotational return force of the return spring 30 and the energy of the inertia of the motor 20, throttle valve 13, throttle valve shaft 12, etc. are absorbed by the damper 80. No impact load is applied to the battery and it will not be damaged.

  FIG. 6 is a device devised by changing the specification of the damper 80 of the embodiment of FIG. 5. The shock absorbing rubber 90 is adopted as a cushioning material, which is advantageous in terms of cost.

  Embodiments of the embodiment of the present invention are summarized as follows.

Embodiment 1
A throttle valve for controlling the flow rate or pressure of intake air to the internal combustion engine or the like, an urging force generating means for urging the throttle valve opening in a certain direction, a motor for driving the throttle valve, and the throttle when the motor is not energized In the intake air flow rate or pressure control device having a mechanism in which the opening of the valve is held near the fully open position,
An electronically controlled throttle valve device for an internal combustion engine provided with an impact absorbing spring 70 and a damper 80 as an impact mitigating mechanism for mitigating a collision force against a stopper portion that holds the throttle valve position in the vicinity of full open when not energized .

Embodiment 2
In the intake air flow rate or pressure control apparatus for the internal combustion engine shown in the first embodiment, a shaft for holding a throttle valve, a gear fixed to the shaft end, a drive torque from the motor, and one end In an intake air flow rate or pressure control device having a gear and an urging force generating means engaged with a housing of the intake air flow rate or pressure control device at the other end, the end of the engaged urging force generation device on the gear side is fully opened. An intake air flow rate or pressure control device for an internal combustion engine, characterized in that a rotational force opposite to the rotational direction by the urging force generating means is generated by being applied to a stopper for holding in the vicinity.
[Embodiment 3]
The intake air flow rate or pressure control device according to the first and second embodiments, characterized in that it is used as a boost pressure switching throttle valve for a gasoline engine.

[Embodiment 4]
The intake air flow rate or pressure control device according to the first and second embodiments, which is used as a suction pressure control throttle valve for a diesel engine.
[Embodiment 5]
The intake air flow rate or pressure control device according to the first and second embodiments, which is used as a negative pressure control throttle valve for controlling the hydrogen concentration of a fuel cell.

  The problems and effects of the examples are listed.

  1) When used as a boost pressure switching throttle valve for a gasoline engine, the throttle valve opening control of the main air flow control device and the control of the boost pressure switching throttle valve are required, and the operation control of the throttle valve motor is complicated. In addition, since the current consumption due to the motor driving increases, more current is consumed, leading to deterioration of fuel consumption.

  2) When used as a negative pressure control throttle valve for controlling the hydrogen concentration of the fuel cell, the current consumed by the motor increases, so that more current is consumed, leading to deterioration in fuel consumption. become.

  In the present embodiment configured as described above, in the normally open type electronically controlled throttle device, the control to return to the fully open position by the soft drive by the motor drive control is eliminated, and the fully open stopper and the gear (gear provided integrally with the gear) are eliminated. The impact at the time of a collision of a regulating member different from the above is reduced. As a result, the sampling cycle can be increased and the load on the microcomputer can be reduced, leading to power saving and improved fuel efficiency.

  Specifically, a throttle valve 13 is fixed to a throttle valve shaft 12 that is pivotally supported by an intake passage 11 of the throttle body. The throttle valve shaft 12 is rotationally driven by a motor via a speed reduction mechanism. A default spring 50 is provided to rotate and urge the throttle valve shaft 12 in the fully open direction. In the fully opened position of the throttle valve shaft 12, the impact relaxation member (70, 80) is brought into contact with the stopper portion 14 of the throttle body to restrict the movement in the rotational direction. Since there is no need for soft landing control, control software for the valve driving motor can be simplified and consumption of motor driving current can be reduced.

  The present invention can also be applied to an electronically controlled throttle device as an intake throttle mechanism of a tandem gasoline engine or an electronically controlled throttle device used as a negative pressure control throttle valve for controlling the hydrogen concentration of a fuel cell.

(A), (b) is a block diagram of the impact mitigation member (impact mitigation mechanism) in the electronically controlled throttle device of the internal combustion engine according to the first embodiment of the present invention. (A), (b) is a block diagram of the impact mitigation member (impact mitigation mechanism) in the electronically controlled throttle device of the internal combustion engine which concerns on Example 2 of this invention. The block diagram of the impact mitigation member (impact mitigation mechanism) in the electronically controlled throttle apparatus of the internal combustion engine which concerns on Example 3 of this invention. (A), (b) is a block diagram of the impact mitigation member (impact mitigation mechanism) in the electronically controlled throttle device of the internal combustion engine which concerns on Example 4 of this invention. The block diagram of the impact relaxation member (impact relaxation mechanism) in the electronically controlled throttle apparatus of the internal combustion engine which concerns on Example 5 of this invention. The block diagram of the impact mitigation member (impact mitigation mechanism) in the electronically controlled throttle apparatus of the internal combustion engine which concerns on Example 6 of this invention.

Explanation of symbols

11 Intake passage 12 Throttle valve shaft 13 Throttle valve 14 Throttle body stopper 20 Motor 21 Intermediate gear 22 Throttle gear 30 Return spring 31 Return spring body side hook portion 32 Return spring default lever side (throttle gear side) hook portion 40 Default lever 41 Default lever stopper (throttle gear side)
42 Default lever stopper (Body side)
50 Default spring 51, 52 Throttle gear side hook part of default spring 60 Throttle spring and default spring joint (stopper)
70 Shock absorbing spring 71 Shock absorbing spring stopper 80 Damper 81 Damper return spring 90 Shock absorbing rubber

Claims (9)

An intake passage provided in the body of the throttle device,
A throttle valve that is attached to the intake passage and controls the opening area of the intake passage to control the intake flow rate or the pressure in the intake passage;
A throttle shaft fixed to the throttle valve and rotatably supported by the main body;
A throttle gear fixed to the throttle shaft;
Electrically controlled motor,
A reduction gear that transmits the rotational force of the motor to the throttle gear;
A regulating member provided integrally with the throttle gear or on the gear itself;
A fully open stopper provided on the main body for restricting the rotation of the restricting member at the fully open position of the throttle valve , the other end being locked to the throttle shaft or the throttle gear, and rotating the throttle shaft toward the fully open stopper. A throttle spring for biasing is provided, and an impact mitigating mechanism or an impact mitigating member is provided between the restricting member and the fully open stopper, and the impact mitigating mechanism or the impact mitigating member is a rotation return force of the throttle spring. constituted by a spring (50,60,70,81) for absorbing the energy of the inertia component of the motor and the throttle valve shaft, produces a reverse rotational force to the rotational direction by the urging force of the scan Lock torr spring by the presence of the spring By configuring as above, the slot Is a Rubarubu at turn-off of the motor is held in the vicinity of the full close stopper, the electronic control throttle device for an internal combustion engine. In claim 1,
An electronically controlled throttle device for an internal combustion engine, wherein the impact relaxation mechanism is configured by a spring in which one end is fixed to the throttle shaft or the throttle gear and the other end abuts against the fully open stopper. In claim 1,
An electronically controlled throttle device for an internal combustion engine, wherein the impact mitigating mechanism comprises the stopper as an elastic mechanism. In claim 2,
An electronically controlled throttle device for an internal combustion engine, wherein the other end of the spring is engaged with a lever rotatably provided on the throttle shaft, and the lever is in contact with the stopper. In claim 2,
An electronically controlled throttle device for an internal combustion engine, wherein the diameter of the spring is smaller than the diameter of the throttle spring, and the spring is wrapped in the axial direction and arranged concentrically around the throttle shaft. In claim 2,
The other end of the spring has a U-shaped folded portion,
The tip of the folded portion is locked to a locking protrusion formed on the throttle gear,
An electronically controlled throttle device for an internal combustion engine configured such that the fully open stopper comes into contact with the folded portion. The thing of Claim 6 WHEREIN:
An electronically controlled throttle device for an internal combustion engine, wherein a plurality of curled portions are formed in the U-shaped folded portion, and the curled portions are configured to abut against the fully open stopper. In claim 3,
An electronically controlled throttle device for an internal combustion engine, wherein the elastic mechanism is formed by a damper return spring provided between the fully open stopper and the main body. In claim 3,
An electronically controlled throttle device for an internal combustion engine, wherein the elastic mechanism is constituted by an impact absorbing rubber provided between the fully open stopper and the main body.

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