JPH01117945A - Throttle valve controller for internal combustion engine - Google Patents

Abstract

PURPOSE:To improve reliability in anomaly by installing a mechanical connecting means which can be connected and disconnected according to the operation of an accelerator operating element, when the power of a motor is transmitted to a throttle valve, and by mechanically opening and closing the throttle valve when the operating element is operated by a small quantity. CONSTITUTION:When an accelerator operation element 16 is depressed, a kick lever 34 turns up to the contact with a stopper 38, accompanied with the turn of an accelerating link 20, and at the same time, the roller 40 of the kick lever 34 rolls along the cam region of a relief lever 58, which is turned around a pin 56. During this time, a throttle valve 12 is opened to a prescribed opening degree through the engagement between an engaging arm part 41 of the high lever 34 and the engaging arm 59 of a throttle lever 52. when the accelerator link 20 is turned furthermore, a motor is drive-controlled, and a motor lever 64 installed onto the output shaft 66 is turned,and the relief lever 58 is turned with a throttle lever 52, and a throttle valve 12 is opened.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a throttle valve control device for an internal combustion engine, and more particularly to a control device for a throttle valve driven by a motor (electric motor).

[Conventional technology]

JP-A-51-138235 and JP-A-60-24
Publication No. 0835 discloses that the throttle valve of an internal combustion engine is replaced by an electric motor (
It discloses that the device is driven by a motor).

[Problem that the invention seeks to solve]

In a configuration where the throttle valve is driven by a motor, the throttle valve is not mechanically connected to the accelerator operator.
By detecting the operation amount of the accelerator operator by the detection means, the motor can be controlled according to the detected value, and the throttle opening degree can be controlled in a desired relationship with respect to the accelerator operator. Such a motor-driven throttle valve control device requires some kind of compensation device because the throttle valve cannot be controlled if an abnormality occurs in the motor and its control circuit.

In order to deal with this, the above-mentioned Japanese Patent Application Laid-Open No.
No. 60-240835 discloses that an electromagnetic clutch is provided between the motor and the throttle valve, and when an abnormality occurs in the motor, the electromagnetic clutch is disengaged to separate the throttle valve from the motor and the throttle valve is closed. It is designed so that it can be returned to the fully closed position. However, there is a problem in that once the electromagnetic clutch is disengaged and the throttle valve is returned to the fully closed position, the throttle valve cannot be operated thereafter.

Furthermore, since the electromagnetic clutch itself is controlled by a control device, and considering the possibility that an abnormality may occur in the control device, it is necessary to raise the issue of whether the electromagnetic clutch can be reliably disengaged in an emergency. It will be done. In view of these problems, the present invention makes it possible to mechanically open the throttle valve to a predetermined opening degree by separating the throttle valve from the motor at the beginning of the operation of the accelerator operator without providing an electromagnetic clutch. It is an object of the present invention to provide a throttle valve control device.

[Means for Solving the Problems] In the throttle valve control device for an internal combustion engine according to the present invention, a throttle valve disposed in a throttle body of an internal combustion engine is connected to a motor by a releasable connecting means, and the connecting means is connected to a motor. a decoupling member capable of assuming a disengagement position for disengaging the mechanical coupling between the throttle valve and the throttle valve and a coupling position capable of achieving the coupling, and further provided with actuation means interlocked with an accelerator operator. , the actuating means brings the decoupling member into the release position and opens the throttle valve to a predetermined opening degree during an initial period of operation of the accelerator operator, and after a predetermined amount of operation of the accelerator operator, The present invention is characterized in that the connection release member is placed in the connection position.

〔Example〕

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

Referring to FIGS. 1 and 3, the throttle valve control device according to the present invention includes a throttle valve 12 disposed on a throttle body 10, and the throttle valve 12 is attached to a throttle shaft 14. As shown in FIGS. Throttle shaft 14
is rotatably supported by the throttle body 10, and its both ends protrude from the throttle body IO. Further, the vehicle is provided with an accelerator operator 16, and the accelerator operator 16 is connected to an accelerator link 20 by a cable 18. The accelerator link 20 is the throttle body 10
The throttle shaft 22 is fixed to one end of an accelerator shaft 22 that extends parallel to the throttle shaft 14 through the outside of the throttle shaft 14 . The accelerator shaft 22 is rotatably attached to the support of the engine.

As shown in FIG. 1, the accelerator link 20 is formed as a plate-like member, and includes a circular arc portion 24 for attaching one end of the cable 18, and a lever portion extending on the opposite side of the circular arc portion 24 with respect to the accelerator shaft 22. A small plate-shaped engagement piece 28 extends parallel to the accelerator shaft 22 from approximately the tip of the lever portion 26 toward the intermediate side of the shaft (FIG. 3). In this case, the lever portion 26 is arranged so as to point generally in the direction of the throttle shaft 14 . Furthermore, an accelerator return spring 30 is installed between the accelerator link 20 and the throttle body 10 or the supporting portion of the engine, and biases the accelerator link 20 in a direction returning to the direction in which the accelerator operator 16 is depressed. Also, the stopper 32 is connected to the accelerator return spring 3.
0, the fully closed position of the accelerator link 20 is defined.

A kick lever 34 is rotatably attached to the accelerator shaft 22 at a position closer to the inside than the accelerator link 20. The free end of the kick lever 34 is the accelerator link 2
The lever part 26 faces almost the same direction as the lever part 26 of 0.
It is formed to extend longer than the tip of 6. The retaining piece 28 extending from the lever part 26 is connected to the kick lever 34.
It is possible to engage with one example of this. The locking spring 36 is wound around the accelerator shaft 22, and one end thereof is locked to the accelerator link 20 and the other end is locked to the kick lever 34, thereby locking the kick lever 34 into the engagement of the accelerator link 20. It is pressed toward the piece 28.

Therefore, the kick lever 34 is held by the accelerator link 20 and rotates therewith. Furthermore, a stopper 38 is provided so as to come into contact with the extension of the kick lever 34 from the same side as the retaining piece 28.

Therefore, when the accelerator link 20 is rotated counterclockwise as seen in FIG. After that, the kick lever 34 stops at the contact position, and only the accelerator link 20 continues to rotate. Conversely, when the accelerator operator 16 is returned, only the accelerator link 20 returns halfway, and after passing the contact point with the stopper 38, the accelerator link 20 takes the kick lever 34 and returns to the contact point with the stopper 32.

Further, a relief lever engaging roller 40 is rotatably attached to the tip of the kick lever 34. Also,
A throttle engaging arm portion 41 is formed to extend substantially perpendicularly from the kick lever 34 on the opposite side from the stopper 38.

As shown in FIG. 3, a lever 42 is attached to the left end of the throttle shaft 14, and a throttle return spring 44 is hung between the lever 42 and the throttle body 10, so that the throttle shaft 14 is connected to the throttle valve 12. It is biased in the closing direction. Further, this lever 42 faces outward and engages with a detection portion of a throttle position sensor 46 attached to the throttle body 10 so as to cover the end of the throttle shaft 14. Therefore, the rotation angle of the throttle valve 12, that is, the throttle opening degree can be detected. Similarly, a lever added to the left end of the accelerator shaft 22 engages with an accelerator position sensor 48, so that the operation amount of the accelerator operator 16, that is, the accelerator opening degree can be detected. The detected values of these sensors 46 and 4B are input to an electronic control unit (ECU) 50 including a microprocessor.
ECII) 50 controls a motor which will be explained later. The electronic control unit (ECU) 50 can also receive other signals representing the operating status of the vehicle or internal combustion engine, such as front and rear wheel speeds, engine load, rotational speed, and temperature.

A throttle valve te is located at the right end of the throttle shaft 14.
-52 keys are fixed. The throttle lever 52 extends linearly in both directions with the throttle shaft 14 as a fulcrum, and the stopper 54 is arranged so as to come into contact with one end of the throttle lever 52 when the throttle valve 12 is in a fully closed position biased by the throttle return spring 44. Ru. A pin 56 is erected near the other end of the throttle lever 52, and a relief lever 58 is rotatably attached to this pin 56. Furthermore, the relief spring 60 is connected to the pin 5.
6, one end of which is locked to the throttle lever 52 and the other end is locked to a relief lever 58, and the relief lever 58 is wound around the pin 56 in a counterclockwise direction, that is, as seen in FIG. The kick lever 34 is biased in the direction toward the kick lever 34. Therefore, the relief lever 58 is always connected to the relief lever engaging roller 40 at the tip of the kick lever 34.
engage with. Further, the throttle lever 52 is integrally formed with a retaining arm 59 at its tip, and the throttle engaging arm portion 41 engages with this engaging arm 59 to control the throttle valve at the initial stage of operation of the accelerator operator 16. 12 can be forcibly opened to a predetermined opening degree. A pin or roller can be attached to the tip of this retaining arm 59 for engaging with the throttle engaging arm portion 41.

Referring to FIG. 3, a motor (electric motor) 62 is attached to the throttle body 10, and a motor lever 64 is attached to the output shaft 66 of the motor 62. Motor lever 6
A drive roller 68 is attached to the tip of the motor lever 64, and a return spring 70 moves the motor lever 64 to a fully closed stopper 72.
Because it is arranged so that it returns to the direction of. This motor lever 6
The drive roller 68 at the tip of 4 can come into contact with the relief lever 58 from the side opposite to the kick lever 34.

Further, the output shaft 66 of the motor 62 is the throttle shaft 1
It is located close to the axis of 4.

While the kick lever 34, throttle lever 52, and motor lever 64 are formed into substantially straight shapes, the relief lever 58 is formed into a hat-shaped cross section. That is, as shown in FIG. 4, the relief lever 58 has two continuous cam areas l relative to the kick lever 34.

1 and an engagement area 2 for the motor lever 64, and the middle cam area 2 is bulged to correspond to the raised part at the center of the hat. More specifically, the cam region (2) is approximately straight or gently curved, the cam region (2) is circular, and the engagement region (2) is approximately straight or gently curved. The engagement area (2) does not necessarily have to be on the same plane as the cam area (2) (although the formation of the engagement area (2) can be modified as desired with respect to the arrangement of the motor lever 64.

The operation of the throttle valve opening WJ device having the above configuration is as follows.

FIG. 1 shows a state in which the accelerator operator 16 is not depressed at all. At this time, the accelerator link 20 is in contact with the accelerator stopper 32, and the kick lever 34 is in a position floating above the kick stopper 38. On the other hand, the throttle lever 52 contacts the throttle stopper 54, and therefore the throttle valve 12 is fully closed. Also, motor 6
2 is a chair to which driving torque is applied, a motor lever 64
is brought into contact with the motor stopper 72 by the motor return spring 70, and returned to an angle past the parallel relationship with the engagement region (2) of the relief lever 58. At this time, the relief lever 58 is biased counterclockwise by the relief return spring 60 and comes into contact with the relief lever engagement roller 40 of the kick lever 34 in the cam region I. Further, the throttle engagement arm portion 41 of the kick lever 34 is connected to the engagement arm 5 of the throttle lever 52.
It is in contact with 9.

In the initial state as shown in Figure 1, the relief lever 5
8 occupies a relative position with respect to the drive roller 68 of the motor lever 64, so that even if the motor lever 64 rotates, the drive roller 68 at the tip thereof does not hit the relief lever 58. Therefore, even if the motor 62 or its control device 50 becomes abnormal while the accelerator operator 16 is not depressed, the throttle valve 12 will not open.

When the accelerator operator 16 is depressed from the state shown in FIG.
It will be in the state shown in the figure. FIG. 5 shows that as the accelerator link 20 rotates, the kick lever 34 rotates until it comes into contact with the kick stopper 38, and the relief lever engaging roller 40 of the kick lever 34 rolls along the cam region (2) of the relief lever 58. The figure shows the point where the cam area ■ has been reached. As the relief lever engagement roller 40 moves along the cam area (■) of the relief lever 58, the relief lever 58 is pushed clockwise and rotates around the pin 56, forming the cam area (■) of the relief lever 58. The center of the circle becomes coaxial with the throttle shaft 14, and the locking area (2) projects to a position where it hits the drive roller 68 of the motor lever 64. Since the relief lever 58 is rotatably supported by the throttle lever 52 by the pin 56, the relief lever 58 can rotate without being restrained by the throttle lever 52.

During this time, the throttle engagement arm portion 41 of the kick lever 34 continues to be in contact with the engagement arm 59 of the throttle lever 52, and therefore, when the kick lever 34 rotates, the throttle lever 52 rotates around the throttle shaft 14. Therefore, the throttle valve 12 is mechanically opened to a predetermined opening degree.

First, the electronic control unit 50 sets the rotation angle of the accelerator link 20, that is, the accelerator opening to a predetermined angle θ. We are determining whether it has become. This predetermined angle e0 corresponds to the angle at which the kick lever 34 comes into contact with the kick stopper 38, as shown in FIG. The electronic control device 50 sets the accelerator opening at a predetermined angle θ. In the following cases, the current supply to the motor 62 is cut as described above, and the throttle lever 52 can therefore be opened mechanically as described above. And electronic control device 5
0 is the accelerator opening at a predetermined angle θ. When this happens, substantial control of the motor 62 is started to bring the throttle valve 12 to an opening corresponding to the accelerator opening.

The motor 62 is controlled by comparing the position detected by the throttle position sensor 54 with a target position.

When the accelerator operator 16 is further depressed from the state shown in FIG. 5, the accelerator link 2 is moved as shown in FIG.
The opening degree of 0 is the predetermined angle θ. , and the accelerator link 20 rotates further with the kick lever 34 remaining. The electronic control device 50 is the accelerator position sensor 4
In response to the accelerator opening detected by 8, a drive signal corresponding to the accelerator opening is sent to the motor 62. motor 62
The harmonic lever 64 is rotated, and the rotation of the motor lever 64 is transmitted to the engagement area (2) of the relief lever 58 via the drive roller 68. In this case, the position of the kick lever 34 is fixed against the kick stopper 38, and the position of the relief lever engaging roller 40 is similarly fixed. Therefore, the relief lever engagement roller 40 acts as a fulcrum for the relief lever 58, and when the engagement area (2) of the relief lever 58 is pushed by the drive roller 68 of the motor lever 64, the pin on the opposite side of the relief lever 58 is pushed. The end on the 56 side will move.

Since the pin 56 is connected to the throttle lever 52, the throttle lever 52 eventually connects to the throttle shaft 1.
4 and opens the throttle valve 12.

In this manner, when the throttle lever 52 rotates, the engagement arm 59 of the throttle lever 52 separates from the throttle engagement arm portion 41, and the throttle lever 52 can freely rotate above the predetermined throttle opening. Note that since the relief lever engaging roller 40 is engaged with the cam region (2) of the relief lever 58, the relief lever 58 rotates approximately around the axis of the throttle shaft 14, and the opening degree of the throttle valve 12 is It is equal to the rotation amount of the motor lever 64 multiplied by the arm ratio. If the cam area (2) of the relief lever 58 has a shape other than circular, the center of rotation will shift, and the relationship between the opening degree of the throttle valve 12 and the amount of rotation of the motor lever 64 will become more complicated.

When returning the accelerator operator, contrary to the explanation just now, press the 6th
The opening degree of the throttle valve 12 decreases from the state shown in the figure, and reaches a predetermined opening degree in the state shown in FIG. It becomes fully open.

Next, a case where an abnormality occurs in the motor 62 or the control device 50 will be described. If the driver suspects an abnormality, he or she will likely loosen the accelerator operator 16. Then, the driving torque of the motor 62 decreases, and the motor lever 64 is returned by the motor return spring 70, and is separated from the transmission path of the motor 62 and the throttle valve 12, similar to the closing operation described above.
can be fully closed. However, even if the accelerator operator 16 is loosened, the driving torque of the motor 62 will not decrease, and the motor lever 64 may become locked at the position it is in, but the throttle valve 12 can be closed even in this case. be.

In this case, when the accelerator operator 16 is released, the kick lever 34 mechanically returns to the position shown in FIG. 1 and attempts to escape from the relief lever 58. The position of the relief lever engagement roller 40 in FIG. 1 is shown by broken lines in FIG.
In addition, the relief lever 58 receives the force of the relief return spring 60, so when the kick lever 34 escapes, the relief lever 58 follows, and at this time, the throttle lever 52 also returns due to the force of the throttle return spring 44. . Therefore, no matter what position the motor lever 64 is locked in, the throttle lever 52 and the relief lever 58 will return to the positions shown in FIG.

When the relief lever 58 returns, the relief lever 58 includes a movement to the left in FIG. Thus, the relief lever 58 is completely separated from the motor 62, which is locked in an unspecified position. If the abnormality in the motor 62 or the control device 50 is restored in this state, the drive roller 68 of the motor lever 64 can return to its original initial position. If the drive roller 68 does not return to its original initial position, pressing the accelerator operator 16 while the relief lever 58 is completely separated from the locked motor 62 at an unspecified position will return it to its initial operating position. The throttle engagement arm portion 41 of the kick lever 34 comes into contact with the engagement arm 59 of the throttle lever 52 to mechanically open the throttle valve 12 to a predetermined opening degree. Therefore, it is possible to secure the minimum throttle opening required for driving the vehicle.

FIG. 2 shows an example of the relationship between the throttle opening and the accelerator opening, where the accelerator opening is at a predetermined angle θ. Until the throttle opening reaches a predetermined value T0 in a linear relationship with the accelerator opening (the accelerator opening is at an angle θ), the throttle opening can be controlled by the motor 62 as a function of the accelerator opening. In this way, the throttle opening can be preset as a function of the accelerator opening, and the throttle opening can be appropriately controlled by controlling the drive position of the motor 62.

In addition, although the throttle opening degree is shown in a linear relationship with the accelerator opening degree in FIG. 2, any relationship other than the linear relationship can be established. Furthermore, the throttle opening degree can also be corrected using vehicle and engine parameters other than the accelerator opening degree.

For example, when slip is detected by detecting the difference in speed between the front and rear wheels, control is performed to reduce the throttle opening in order to suppress the engine output, or when the accelerator operator 16 is instantly fully depressed, the engine output is reduced. Controls such as reducing the engine speed during shift amplifier and engine speed amplifier during downshift to reduce the torque shock of the vehicle when changing the gear shift of the transmission. It is possible to do this.

〔Effect of the invention〕

As explained above, according to the present invention, not only is it possible to optimally control the opening degree of the throttle valve using a motor, but also when transmitting the operating force of the motor for driving the throttle valve to the throttle valve. By interposing a mechanical connection means that can be connected and opened in response to the operator's operation of the accelerator operator, and in a range where the amount of operation of the accelerator operator is small, the throttle valve is mechanically linked to the accelerator operator. In the event of an abnormality, the throttle valve can be reliably opened from the motor to prevent abnormal operation of the motor from being transmitted to the throttle valve, and the engine output necessary for evacuation measures for the vehicle can be secured.

[Brief explanation of the drawing]

FIG. 1 is a side view of the throttle valve control device according to the present invention with the motor removed, as seen from the arrow I in FIG. FIG. 3 is a sectional view showing the throttle valve control device according to the present invention, FIG. 4 is a diagram showing the relief lever in FIG. 1, and FIG. FIG. 6 is a view similar to FIG. 1 showing the link rotated by a predetermined angle, and FIG. 6 is a view similar to FIG. 1 showing the accelerator link further rotated in the apparatus of FIG. lO... Throttle body, 12... Throttle valve, 14... Throttle shaft, 16... Accelerator operator, 20... Accelerator link, 34... Kick lever, 38... Stopper, 40 ...Relief lever engagement roller, 41...Throttle lever engagement arm portion, 52...Throttle lever, 56...Pin, 58...Relief lever, 59...Kick lever engagement arm portion , 62...Motor, 64...Morph lever.

Claims (1)

[Claims] A throttle valve disposed on a throttle body of the internal combustion engine is coupled to the motor by a releasable coupling means, the coupling means achieving a release position and coupling which releases the mechanical coupling between the motor and the throttle valve. a decoupling member capable of assuming a decoupling position in which the decoupling member can assume a decoupling position in which the decoupling member can be moved to the decoupling position; A throttle valve control device for an internal combustion engine, characterized in that the throttle valve is opened to a predetermined opening degree while the throttle valve is set to the release position, and the connection release member is set to the connection position after the accelerator operator is operated by a predetermined amount.