JPH03156134A - Throttle device - Google Patents

Abstract

PURPOSE:To very precisely detect both information of accelerator and throttle opening and to accurately and quickly perform engine control according to the driving information and judgement at the time of engine trouble by fitting an accelerator position sensor to an end part of an accelerator shaft and a throttle position sensor to an end part of a throttle shaft respectively. CONSTITUTION:When an accelerator shaft 18 is rotated by a man-operation member, a throttle shaft 11 which is urged by an urging means to the accelerator shaft side is also rotate integrally and a throttle valve 2 is opened and closed to perform normal output control. When the throttle shaft 11 is driven by a traction control device and the like via an actuator in the direction to separate from the accelerator shaft 18, the throttle valve 2 is driven in the closing direction from the original position to perform decreasing output control. Also, the opening of respective shafts can be measured very precisely by position sensors 110, 111 fitted to each end part of the accelerator shaft and throttle shaft.

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a throttle device used for output control of an internal combustion engine.

<Prior art> -JH, the output of the engine installed in a car is controlled by human-operated parts such as the accelerator pedal and throttle lever (
It is mechanically controlled by a throttle device connected to an accelerator cable (hereinafter referred to as an accelerator pedal). However, if the accelerator pedal and throttle device operate at a 1:1 ratio, excessive output may be generated due to lack of skill or carelessness on the part of the driver, leading to spins when driving on icy roads, or tire skidding during sudden acceleration. (idling)
There were times when this occurred.

Therefore, we have adopted a dual throttle system in which a main throttle valve and a sub-throttle valve are installed in the throttle device, and the sub-throttle valve side is electronically controlled. Traction control (driving force control) using a so-called drive-by-wire method has been proposed, in which the amount of pedal depression is detected by a sensor such as a potentiometer, and the throttle valve is driven by a step motor.

These types of traction control usually use EC1J (Electronic Control) based on data on the rotational state of the front and rear wheels in addition to the first depression of the accelerator pedal.
trol UniL) is used to calculate the optimal opening degrees of the sub-throttle valve and the throttle valve, and the engine output is controlled (reduced) to a range where the wheels do not spin.

<Problems to be Solved by the Invention> By the way, in the conventional traction control described above, the former requires an auxiliary throttle valve and its drive mechanism is also complicated, leading to an increase in the size and cost of the device. There was a problem. In addition, in the latter case, due to the fact that there is an electrical system between the mechanical accelerator pedal and the throttle valve, it is necessary to pay great attention to fail-safe circuits, etc., and a complex control device is required along with potentiometers and step motors. However, there was a problem in that the cost was high.

The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to provide a throttle device that is simple and inexpensive, yet enables traction control.

Means for Solving the Problem> Therefore, in order to solve this problem, the present invention provides a throttle device that is provided in the intake system of an internal combustion engine and is used to control the output of the internal combustion engine. an accelerator shaft that rotates in conjunction with the throttle valve; a throttle shaft that rotates together with the throttle valve; and an urging means that brings the accelerator shaft and the throttle shaft into contact and urges the throttle shaft to follow the accelerator shaft. , an actuator that controls the output of the internal combustion engine by driving the throttle shaft in a direction away from the accelerator shaft, and an accelerator position sensor that is attached to an end of the accelerator shaft and detects the opening degree of the accelerator shaft. The present invention proposes a throttle device comprising: a throttle position sensor that is attached to an end of the throttle shaft and detects the opening degree of the throttle shaft.

<Operation> When the accelerator shaft is rotated by the human operating member, the throttle shaft, which is biased toward the accelerator shaft by the biasing means, also rotates together, opening and closing the throttle valve and performing normal output control. . and,
When the throttle shaft is driven in a direction away from the accelerator shaft by a traction control device or the like via an actuator, the throttle valve is driven from its original position in the closing direction and output reduction control is performed.

In addition, an accelerator position sensor is attached to the end of the accelerator shaft, and a throttle position sensor is attached to the end of the throttle shaft.
The opening degree of each shaft can be measured with high accuracy.

<Example> An embodiment of the present invention will be specifically described based on the drawings.

FIG. 5 shows a schematic configuration of a gasoline engine system (hereinafter referred to as engine) employing this device.

As shown in FIG. 5, the engine according to this embodiment is an electronically controlled fuel injection type four-stroke engine, and various devices such as an injector 101 that injects fuel and a spark plug 102 that ignites are under the control of an ECU 103. It has been placed.

The overall configuration of this engine will be briefly described below along with the flow of intake air.

Air sucked under negative pressure from the air cleaner element 105 in the air cleaner body 104 due to the lowering of the piston E in the engine body E flows into the throttle device 1 via the intake pipe 106. In addition, air cleaner body 10
4 is provided with measuring devices such as an air flow sensor and an atmospheric pressure sensor, and various data related to intake air are measured and input to the ECU 103, but the explanation thereof will be omitted for the sake of complexity.

The amount of air flowing into the throttle device 1 is controlled by a butterfly-type throttle valve 2. The throttle valve 2 is driven to open and close via an accelerator cable 108 by an accelerator pedal 107 pressed by the driver, and is also driven to the closing side by a vacuum actuator 4. In the figure, 110 and 111 are accelerator cables, respectively. The first driven by 108
The accelerator position sensor (hereinafter referred to as accelerator sensor) detects the opening degree of the accelerator lever 3, which is the lever of the throttle valve 2, and the throttle position sensor (hereinafter referred to as throttle sensor) detects the opening degree of the throttle valve 2 itself.
Input the signal to UloB.

The vacuum actuator 4 has a body 5 with a built-in diaphragm 6 and a spring 7, and has a structure in which an actuator rod 9 is pulled diagonally upward in the figure when the interior chamber 8 of the body becomes negative pressure.

The vacuum actuator 4 includes an intake pipe 106, that is, a substantially atmospheric pressure side, and a vibe 112. Vibrator 115. They communicate via a magnet valve 116. The vacuum tank 114 is connected via a vibrator 118 to a surge tank 117 connected to the downstream side of the throttle device 1.
4a maintains the inside at a substantially constant negative pressure. Then, the ECU 103 operates both magnetic valves 1
The position of the actuator rod 9 is determined by driving the actuator rods 13 and 116 at an appropriate duty ratio.

When air reaches the intake manifold 119 from the throttle device 1 via the surge tank 117, the injector 101 is activated downstream by a command from the ECU 103.
The fuel is injected and becomes a mixture. At the same time, the intake valve E2 of the engine body E opens, thereby opening the combustion chamber E3.
This air-fuel mixture is sucked into the engine, and ECU 1 closes to compression top dead center.
The spark plug 102 is ignited by the command 03.

The mixture, which has become exhaust gas after the explosion-expansion process is completed, is now transferred to the exhaust manifold 12 by opening the exhaust valve E4.
After the harmful components are removed through an exhaust gas purification device (not shown), the gas is discharged into the atmosphere from a muffler (not shown).

In the figure, 121 is a torque control unit which is a control device for traction control, and signals from a front wheel speed sensor 122 and a rear wheel speed sensor 123 are input thereto. The torque control unit 121 detects wheel slippage when driving straight or turning, and instructs the EC1J 103 to set an appropriate driving torque based on a control map or the like. Then, the ECU 103 calculates the throttle opening corresponding to the appropriate driving torque, and calculates the driving amount of the vacuum actuator 4, that is, both magnetic valves 113° and 116°.
The duty ratio of these is determined and these drive controls are performed.

Next, the structure of the throttle device in this embodiment will be explained in detail with reference to FIGS. 1 to 4.

FIG. 1 shows the throttle device in longitudinal section, FIG. 2 shows the left end view in FIG. 1, and FIG.
Each shows an enlarged cross section.

In the figure, reference numeral 10 denotes a throttle body which is the main body of the throttle device 1, and is manufactured by aluminum alloy die-casting or the like. The throttle valve 2 is screwed to a throttle shaft 11 which extends through the throttle body 10 and is rotatably held, so that the throttle valve 2 rotates together with the throttle shaft 11.

A throttle lever 12, which is a second lever for driving the throttle valve 2, is fixed to the left end of the throttle shaft 11 in FIG. In Figure 0, the rotor 111a is connected by a nut 13, 14 indicates the throttle body 10 and the throttle lever 1.
A torsion coil spring (hereinafter referred to as the first
spring), which biases the throttle valve 2 in the direction of opening with a biasing force f1.

In this embodiment, the vacuum actuator 4 is fixed across the throttle body 10 and the bracket 15, and the lower end of the actuator rod 9 is swingably fixed to the throttle lever 12 about the pin 16. In FIGS. 1 and 3, 17 is an E-shaped retaining ring that fits near the end of the bottle 16 to prevent the actuator rod 9 from falling off. In addition, as shown in FIG. 1, a spring (hereinafter referred to as a second spring) 7 in the vacuum actuator 4
is biasing the throttle valve 2 in the direction of opening with a biasing force f2. That is, the second spring also constitutes a part of the opening biasing means for the throttle valve.

On the other hand, the throttle shaft 1 is attached to the bracket 15.
An accelerator shaft 18 is loosely fitted coaxially with 1. In addition to the accelerator lever 3, the end of the accelerator shaft 18 on the throttle body 10 side (the right end in FIG. 1)
A resin locator 20 that also serves as a thrust bearing and a sheet metal plate 21 having a locking pawl 21a are integrated, and the rotor 110a of an accelerator sensor 110 that detects the opening degree of the accelerator shaft 18 is attached to the other end. Natsu 1
It is fixed by 9.

The accelerator lever 3, locator 20, and plate 21 rotate together with respect to the bracket 15. Further, a locking portion 3a is formed on a part of the accelerator lever 3, and is in contact with a locking portion 12a formed on the throttle lever 12. Therefore, accelerator lever 3 and throttle lever 1
2 and 2 rotate together when pressed against each other.

Between the bracket 15, the locator 20, and the plate 21, a total of four return springs (hereinafter referred to as third to sixth springs) 22 to 25, two threads and two sets, are interposed as means for urging the throttle valve to close. . Spring 2 of each set
2.23 and 24.25 are the same diameter and the same, respectively.
It is a combination of torsion coil springs having a number of turns as shown in FIG. 4, and is engaged with a locking pawl 21a of a plate 21 to bias the accelerator lever 3 in the closing direction. Third. Unforced force f3, f of the fourth spring 22.23.

and 5th. Unforced force fs of the sixth spring 24.25, f
s are equal to each other, and f314>>fS
(fs).

As the closing biasing means of the throttle valve, these third to
In addition to the sixth springs 22 to 25, the accelerator sensor 110
and return springs (not shown, hereinafter referred to as seventh and eighth springs) provided within the throttle sensor 111, which also bias the throttle valve 2 in the closing direction. 7th and 8th return subli force f
t and f are the fifth and sixth springs 24.
25 unforced fs.

f, is set small.

As mentioned above, the head closing biasing means of the throttle valve is composed of six springs, numbered 3rd to 8th, and the total biasing force thereof is (fz +fa +fs +f
s + ft + fs ) F2. On the other hand, as described above, the opening biasing means for the throttle valve is the first. It is composed of a second spring 14.7, and the total biasing force thereof is l+ +f:: )F, and in the case of this embodiment, F2 fi <f4)> F, that is, The third, the most powerful. Fourth spring 22.
13, the setting is such that the negative force in the direction of closing the throttle valve 2 outweighs the negative force in the direction of opening the throttle valve 2.

On the other hand, as shown in the figure, the throttle body 1 of this embodiment
At the bottom of the 0, there is a FI AV (Fast Idle Air V
alve ) 26 is attached. FIAV2
6 operates based on the temperature of the cooling water, so a hot water passage 27 through which the cooling water circulates is formed inside, and the cooling water flows from the inlet nipple 28 via a hose (not shown). 1st
The figure schematically shows the flow of cooling water, and after the cooling water passes through the lower surface of the throttle body 10 and warms this part, it flows into the hose 30 from the two outlet nipples.

The hose 30 is connected to the inlet nipple 3 on the bracket 15 side.
Cooling water is supplied to a hot water passage 32 formed at the bottom of the bracket 15. After the cooling water warms the bracket 15, the outlet nipple 33
The water flows out through a hose (not shown).

In this way, in addition to the throttle body 10, the bracket 1
5 is fogged with cooling water because when driving in extremely cold regions, ice and snow adheres to the accelerator shaft 18 and freezes.
By fixing them together, they are prevented from malfunctioning, and this structure of the throttle device 1 in which the accelerator shaft 18 and the throttle shaft 11 are separated has a great effect.

In addition, 34 in the figure is a well-known ISCV (Idle 5pe
-ed Control Valve), but its explanation will be omitted.

The operation of this embodiment will be described below.

When the driver depresses the accelerator pedal 107, the accelerator lever 3 is moved to the third position via the accelerator cable 108.
Rotates in the direction shown by the arrow in the figure (clockwise). Then,
The throttle lever 12, which is in contact with the accelerator lever 3 through the locking portions 3a and 12a, is pressed against the accelerator lever 3 by the urging force of the first spring 14 and the second spring 7, which are means for urging the opening of the throttle valve. Follow and rotate.

As a result, the throttle valve 2 is opened and the intake pipe 10
6 to surge tank 117. Intake manifold 1
The amount of intake air flowing into engine E via 19 increases, and E
The amount of fuel injected from the CU 103 also increases, and the output increases.

In this figure, the state in which the throttle valve 2 is half open is indicated by a broken line.

On the other hand, when the wheels spin when driving on an icy road, etc., the torque control unit 121 integrates information from the front wheel speed sensor 122, rear wheel speed sensor 123, etc.
The appropriate drive torque is instructed to the ECU 103. EC
As described above, in U103, the opening degree of the throttle valve 2 corresponding to this appropriate driving torque, that is, the driving amount of the vacuum actuator 4 is calculated, and the magnetic valve 1 is
13 and 116 are driven at a predetermined duty ratio.

Then, the interior chamber 8 of the body of the vacuum actuator 4 becomes a negative pressure, which overcomes the biasing forces of the first spring 14 and the second spring 7 and pulls the actuator rod 9 upward in the figure by a predetermined amount. Then, the throttle lever 11 connected to the actuator rod 1 rotates in the direction away from the accelerator lever 3 (counterclockwise) as shown by the two-dot chain line in FIG. 2 is also driven in the closing direction. As a result, the output of the engine E is also reduced appropriately, and the wheels are prevented from spinning.

At this time, accelerator opening information is input from the accelerator sensor 110 and throttle opening information is input from the throttle sensor 111 to the ECU 103. Then, operating information such as fuel injection amount and ignition timing is determined based on the throttle opening information, and the injector 101 and spark plug 1
02 etc. are drive controlled.

On the other hand, the ECU 103 compares accelerator opening information and throttle opening information. As a result, for example, if a difference is found even though traction control is not being performed, a mechanical failure (throttle valve 2
(e.g. sticking or breakage of each spring),
Take measures such as issuing a warning to the driver.

In this embodiment, as described above, the rotor 110a of the accelerator sensor 110 is attached to the accelerator shaft 18, and the rotor 110a of the throttle sensor 111 is attached to the throttle shaft 11.
Since the opening information a is directly connected to each other, each opening degree information can be detected with much higher precision than when it is detected via a link system or the like. Therefore, the above-mentioned control based on the driving information can be performed satisfactorily, and the judgment in the event of a failure can also be performed accurately and quickly.

By the way, in a throttle device equipped with a means for biasing the opening of the throttle valve as in the present invention, if the spring constituting the biasing means for closing the valve is broken during driving, etc., the biasing force of the biasing means for opening the throttle valve will cause the throttle valve to open. The throttle valve 2 was biased in the direction of opening, and the engine sometimes sped up.

However, in this embodiment, the relationship between the total biasing force F of the opening biasing means of the throttle valve and the total biasing force F2 of the closing biasing means of the throttle valve is F2 f3 (f-
) > F. Therefore, even if any one of the third to sixth springs 22 to 25 or the return spring inside the accelerator sensor 110 and throttle sensor 111 breaks, the throttle valve 2 is still biased in the closing direction. As a result, the driver is able to control the engine output in the same way as before the engine failure, and the driver can also control the pedal force (repulsion force) on the accelerator pedal 107.
The broken state can be recognized by the change in the value, and repairs (replacement of springs, etc.) can be carried out.

This completes the description of the specific embodiments, but the aspects of the present invention are not limited to these embodiments. prevention control, etc.), or
It may also be applied to a throttle device in a carburetor.

The number of biasing members constituting the closing biasing means of the throttle valve is not limited to six, but one or more may be used. Also, the above embodiment takes into consideration the case where one of the biasing members constituting the closing biasing means of the throttle valve is broken, but two or more biasing members may be used. Even if the urging member breaks, it may be configured such that it can overcome the urging force of the opening urging means of the throttle valve and urge the throttle valve 2 in the closing direction.

Furthermore, the cooling water passage that guides the engine cooling water around the bearing that holds the accelerator shaft is not limited to the embodiment described above, and may have a structure in which the engine cooling water is supplied from a source other than the FIAV. The passage may be formed in an annular shape.

<Effects of the Invention> According to the present invention, an accelerator shaft that rotates in conjunction with a human operating member and a throttle shaft integrated with a throttle valve are provided, and the throttle shaft is driven in the closing direction by an actuator. Since the accelerator position sensor is attached to the end of the accelerator shaft and the throttle position sensor is attached to the end of the throttle shaft, traction control etc. can be performed at a very low cost and with a simple configuration, and the accelerator opening information can be This has the advantage that the engine control and throttle opening information can be detected with high precision, and engine control and failure determination based on driving information can be performed accurately and quickly.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional view showing one embodiment of a throttle device according to the present invention, FIG. 2 is a view taken along arrow A in FIG. 1, and FIG. 3 is an enlarged sectional view taken along line BB in FIG. be. 4 is a perspective view of a torsion coil spring used in the throttle device, and FIG. 5 is a schematic diagram of a gasoline engine system employing the throttle device. In the figure, 1 is a throttle device, 2 is a throttle valve, 3 is an accelerator lever, 4 is a vacuum actuator, 10 is a throttle body 11 is a throttle shaft, 12 is a throttle lever 14 is a torsion coil spring, 15 is a bracket, and 18 is an accelerator shaft , 22 to 25 are torsion coil springs, 110 is an accelerator position sensor, and 111 is a throttle position sensor. Figure 2 t'':j Figure 4 Figure 3 Figure 5

Claims (1)

[Scope of Claims] A throttle device provided in the intake system of an internal combustion engine and used to control the output of the internal combustion engine, comprising: an accelerator shaft that rotates in conjunction with a human operating member; and a throttle valve that rotates integrally with the throttle valve. a throttle shaft; urging means for bringing the accelerator shaft into contact with the throttle shaft and urging the throttle shaft to follow the accelerator shaft; and driving the throttle shaft in a direction away from the accelerator shaft. an actuator that controls the output of the internal combustion engine; an accelerator position sensor that is attached to the end of the accelerator shaft and detects the opening of the accelerator shaft; and an accelerator position sensor that is attached to the end of the throttle shaft that detects the opening of the throttle shaft. A throttle device characterized by comprising a throttle position sensor that detects the degree of rotation.