JPH01134034A - Throttle valve controller for engine - Google Patents

Abstract

PURPOSE:To enable the high control of responsiveness without catching by a second throttle valve, by providing a first throttle valve provided with a cylindrical passage for allowing flow of intake air, and a second throttle valve for opening/closing this cylindrical passage, so that the relative rotational angle of the second throttle valve in relation to the first throttle valve, may be controlled. CONSTITUTION:A first throttle valve 12 provided with a cylindrical passage 13 is provided rotatably in an intake air passage 11 and a gear 14 is installed on the projection end of the shaft part 11a of said valve 12. A second throttle valve 17 is provided rotatably around a valve stem 15 in the cylindrical passage 13 of this throttle valve 12, while a gear 16 is provided on the projection end part of the valve stem 15. Prime mover gears 18, 19 rotated by driving motors 20a, 21a are meshed with the respective gears 14, 16. An arm 30 is mounted in the direction perpendicular to the shaft line of the valve stem 15 on the projection end part of the valve stem 15, while a stopper 31 abutted by the arm 30 is provided on a disc 29 formed in one body with the shaft part 12b of the throttle valve 12, while, when the throttle valve 17 is rotated to the position of closing the cylindrical passage 13, its further rotation is restricted.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a throttle valve IIJ6 device, and more particularly to a device for controlling a throttle valve of a vehicle engine using an electronically controlled actuator.

(Prior technology) Recently, as part of engine control to improve exhaust purification performance and fuel efficiency, the mechanical connection between the throttle valve and the accelerator pedal has been eliminated and the accelerator depression amount has been converted into an electrical quantity (accelerator depression amount signal). ) and other signals representing engine operating conditions or vehicle running conditions (e.g. engine speed signal, gear position signal, etc.), development of a throttle valve control device using an electronically controlled actuator that controls opening and closing of the throttle valve is progressing. It is being

In this electronically controlled actuator-based throttle valve control device, opening and closing of the throttle valve is controlled by a vehicle control device comprising a calculation control section that sequentially calculates the optimum opening degree in response to signals representing engine operating conditions or vehicle running conditions. Since this is done by a drive motor that operates in response to a command, it is necessary to install a safety device to prevent the vehicle from running out of control even if the electronically controlled actuator becomes inoperable while the vehicle is running. Examples of such safety devices include ( 1) A configuration in which a return spring is attached to the throttle shaft to return the throttle valve to the closed position when control is stopped, (2) A configuration in which an electromagnetic clutch is installed to disconnect the throttle shaft from the electronically controlled actuator when control is lost, (3) JP-A-55-145867 discloses a configuration in which a return spring and an electromagnetic clutch are combined and the return spring is activated when the electromagnetic clutch is disengaged.

(Problem to be Solved by the Invention) However, in these conventional examples, once the electronic control actuator becomes inoperable, the vehicle can be prevented from running out of control, but the vehicle cannot continue to run, and repairs are required. There was a problem that it became impossible to move the vehicle to a predetermined location.

SUMMARY OF THE INVENTION An object of the present invention is to provide an engine throttle valve control device that is highly reliable and also has excellent high-speed response.

(Means for Solving the Problems) A throttle valve control device for an engine according to the present invention includes a first throttle valve that is rotatably provided in an intake air passage of the engine and includes a cylindrical passage for circulating intake air. , a second throttle valve rotatably provided to open and close the cylindrical passage of the first throttle valve about the same axis as the rotation center axis of the first throttle valve; and means for limiting a relative rotation angle of the throttle valve with respect to the first throttle valve.

(Function) According to the engine throttle valve control device of the present invention, the second throttle valve is rotatable about the same axis as the rotation center axis of the first throttle valve, and the cylindrical shape of the first throttle valve is Since the passage is provided to open and close, the degree of opening of the cylindrical passage of the first throttle valve with respect to the intake air passage is controlled by rotating the first throttle valve. By rotating the valve, the opening and closing of the cylindrical passage of the first throttle valve is further controlled. By controlling the rotation of both throttle valves, the opening/closing speed of the intake air passage is substantially increased, resulting in higher responsiveness. Furthermore, when the second throttle valve is rotated in a direction that closes the cylindrical passage of the first throttle valve, the relative rotation angle limiting means prevents the second throttle valve from being caught in the cylindrical passage. thwarted.

(Embodiments) Hereinafter, the engine throttle valve control device of the present invention will be described in more detail with reference to preferred embodiments shown in the accompanying drawings.

FIG. 1 schematically shows an engine throttle valve control device according to an embodiment of the present invention.

Engine throttle valve control device 1 in this embodiment
0 is rotatably provided in the intake air passage 11 of the engine,
Cylindrical passage for intake air circulation #! a first throttle valve 12 with 113; This first throttle valve 12 is a so-called hook, and shaft portions 12a and 12b protrude from the center of both sides thereof, and both shaft portions 12a.

12b is fitted into bearings 11a and 11b formed on opposing walls of the intake air passage 11 and rotatably supported. One shaft portion 12a passes through the bearing portion 11a and projects to the outside of the intake air passage, and a gear 14 is integrally formed at the end thereof. As a result, the rotation of the gear 14 causes the cock, which is the first throttle valve 12, to rotate about the central axes of the shaft portions 12a and 12b, thereby tilting the cylindrical passage 13 with respect to the intake air passage 11. The cylindrical passage 1
The opening degree of No. 3 is controlled.

On the other hand, a valve shaft 15 is disposed on the rotation center axis of the cock 12, and both ends of the valve shaft 15 are connected to the shaft portion 12a of the cock 12.

It is placed in a through hole drilled in 12b and is supported by a bearing. One end of the valve shaft 15 passes through the shaft portion 12b and protrudes to the outside, and a gear 16 is attached to the tip thereof. A butterfly valve, which is a second throttle valve 17, is attached to this valve shaft 15 that crosses the cylindrical passage 13 of the first throttle valve 12, and the opening and closing of the cylindrical passage 13 is controlled by the rotation of the valve shaft 15. It is also controlled by the second throttle valve 17.

Each gear 14.16 for rotating the first throttle valve 12 and the second throttle valve 17 is meshed with a first and second driving gear 18.19, respectively. 18 and 19 are DC drive motors 20a and '21a in electronically controlled actuators 20 and 21, respectively.
rotated by Each drive motor 20g, 21a
receive current supply and simultaneously control their rotation by current control circuits 20b and 21b, respectively.

In addition, in FIG. 1, 22 indicates the first and second throttle valves 12.
, 17 detects the relative rotation angle (relative opening degree), for example, an opening sensor consisting of a potentiometer, and 23 detects the engine operating state ff! (for example, rotational speed N) and vehicle running condition W! 1
(for example, vehicle speed V) and a sensor 26 that detects the amount of depression of the accelerator pedal 25 operated by the driver are input, and predetermined calculation processing is performed on the values of these input signals. The target relative rotation angle θt of the first and second throttle valves 12 and 17 is outputted, and compared with the output signal θ of the opening sensor 22, the electronic IIJ control actuators 20, 21 are controlled according to the amount of deviation. 2 shows an arithmetic control unit that outputs rotation command signals D2. Furthermore,
27 is a return spring for the accelerator pedal 25, 28
indicates a stopper of the accelerator pedal 25.

The other shaft portion 12b of the first throttle valve 12 passes through the bearing portion 11b and projects to the outside of the intake air passage, and a disk 29 is integrally formed at the end thereof.

An arm 30 is attached to the end of the valve shaft 15 that protrudes to the outside through the bearing portion 11b and the center of the disc 29, adjacent to the disc 29 and extending in a direction perpendicular to the axis of the valve shaft 15. There is. As a result, the arm 30 rotates on the disk 29 like the hands of a clock as the valve shaft 15 rotates. The surface of this disk 29 is provided so that when the butterfly valve of the second throttle valve 17 is rotated to the position where it closes the cylindrical passage 13 of the cock 12, which is the first throttle valve, it will not rotate any further in the closing direction. A stopper 31 is provided at a position where it comes into contact with the tip of the arm 30.

Next, the operation of the engine throttle valve control device of this embodiment will be explained.

Drive motor 20a in electronic garden control actuator 20
The rotational driving force is transmitted from the first driving gear 18 to the gear 14, and rotationally drives the first throttle valve 12. On the other hand, the rotational driving force of the drive motor 21a in the electronically controlled actuator 21 is transmitted from the second driving gear 19 to the gear 16.
The throttle valve 17 is rotationally driven. As the relative rotation angle θ between the first and second throttle valves 12 and 17 shown in FIG. 2 increases, the air passage 13 within the cylindrical passage 13 becomes narrower, and the intake air taken into the engine is reduced. This relative rotation angle θ can be changed by rotating either the first throttle valve 12 or the second throttle valve 17, or can be quickly changed by rotating both in opposite directions. When the relative rotation angle θ is increased to completely close the cylindrical passage 13 by the second throttle valve 17, the arm 30 comes into contact with the stopper pin 31, and the relative rotation angle θ becomes larger than necessary, causing the second throttle valve 17 to close completely. The butterfly valve, which is the throttle valve 17, is prevented from becoming jammed in the cylindrical passage 13 of the cock, which is the first throttle valve 12.

For the drive unit that operates as described above, the arithmetic control unit 23
calculates the target relative rotation angle θt of the throttle valve from the information of accelerator opening A, engine speed N, and vehicle speed
A rotation command signal D2 is outputted to the electronically controlled actuator 20, 21 so that the deviation from the actual relative rotation angle θ obtained from the output signal D2 becomes zero.

The command signals DI and D2 include the direction of rotation, energization (rotation), 2 de-energization (stop), etc., depending on the operation mode of the drive motors 20a and 21a.

In the throttle valve control device according to this embodiment, the opening and closing operations of the cylindrical passage 13 can be controlled unless both the electronically controlled actuators 20 and 21 become malfunctioning. That is, under normal conditions, the first throttle valve 12 rotates only in a 45 degree counterclockwise rotation range from the fully open position shown in FIG. 2, and the second throttle valve 17 rotates only in the fully closed position shown in FIG. It is designed to operate within a rotation range of 45 degrees clockwise. Therefore, if the first throttle valve 12 malfunctions in the fully closed position, the cylindrical passage 13 of the first throttle valve 12 is in communication with the intake air passage, so the second throttle valve 17 If the second throttle valve 17 malfunctions in the fully closed position, if the first throttle valve 12 operates within the rotation range described above, the relative angle θ will change, so control is still possible. becomes.

Furthermore, if the first throttle valve fp12 malfunctions at the fully open position, which is rotated 45 degrees counterclockwise from the fully closed position shown in FIG.
7 is controlled to further rotate counterclockwise from the fully closed position shown in FIG. 2 to a position where the cylindrical passage 13 is fully closed.

In this way, as long as at least one actuator operates, the opening/closing operation of the cylindrical passage 13 can be controlled, and when both actuators operate, the opening/closing operation is faster and the responsiveness is higher than when using only one actuator. It can be approximately doubled.

In addition, in the embodiment described above, the first and second throttle valves 1
2 and 17 were configured to be rotationally controlled by drive motors 20a and 21a of electronically controlled actuators 20 and 21, but the first throttle valve 12 or the second throttle valve 17 was mechanically connected to the accelerator pedal. However, it may be configured to be operated directly by the accelerator pedal, and the air leak prevention pipe 28 may be provided upstream of the throttle valve device.

(Effects of the Invention) As explained above, according to the engine throttle valve control device of the present invention, the first throttle valve, which is provided with the cylindrical passage through which the intake air of the engine flows, further has a cylindrical passage. A second throttle valve is provided, and a means for limiting the relative rotation angle of the first and second throttle valves is provided so that these two throttle valves can be driven to rotate independently. A throttle valve control device for an engine that controls the intake air amount of the engine by changing the relative rotation angle of the valve, has high safety, excellent responsiveness, and does not cause the second throttle valve to become jammed. can be provided.

[Brief explanation of the drawing]

FIG. 1 is a configuration explanatory diagram schematically showing a throttle valve control device for an engine according to an embodiment of the present invention, and FIG. Cross section, 3rd
The figure is a front view of the throttle valve device shown in FIG. 2. 11... Intake air passage, 1z... First throttle valve, 1
3... Cylindrical passage, 17... Second throttle valve, 29...
- Disc, 30... Arm, 31... Stopper. Note that the same reference numeral t in each figure indicates the same or corresponding part.

Claims (1)

[Claims] a first throttle valve that is rotatably provided in an intake air passage of the engine and has a cylindrical passage for circulating intake air; a second throttle valve provided to open and close the cylindrical passage of the first throttle valve; and means for limiting a relative rotation angle of the second throttle valve with respect to the first throttle valve. Engine throttle valve control device.