JPH0350338A - Control device for automotive engine - Google Patents

Abstract

PURPOSE:To enable turning an operation lever integrally with a control valve spindle even upon the seizure of a bearing, and improve the reliability of control by supporting the operation lever interlocked with accelerator operation on a collar fixed to the control valve spindle via the bearing. CONSTITUTION:A lost motion lever 7 is fixed to one end of a throttle spindle 2 having a throttle valve 6 fixed and projected from a throttle body 1, and an operation lever 8 interlocked with accelerator operation is so supported thereon as to be capable of turn. Also, a lost motion spring 23 is provided between the aforesaid levers 7 and 8 for energizing the levers 7 and 8 toward an engagement direction. In addition, a control lever 9 controlled with an actuator 52 is fixed to the other end of the aforesaid spindle 2. In the aforesaid control device, a cylindrical collar 10 is coupled to the engagement part 2a comprising a flat surface and formed at one end of the throttle spindle 2, and the operation lever 8 is pivotally supported on the aforesaid collar 10 via a bearing 14.

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention relates to a throttle having a butterfly-type throttle valve, rotatably supported on a support body, and biased by a spring in the closing direction of the throttle valve. An operating lever that is linked to accelerator operation is supported on the shaft so as to be relatively rotatable, and a control lever that is interlocked and connected to an actuator is connected to the shaft, and the operating lever and the operating lever are rotated in the throttle valve closing direction. There is a lost motion lever fixed to the throttle shaft that engages the operating lever accordingly.
The present invention relates to a control device for a vehicle engine, such as a throttle control device, in which a lost motion spring biases an operating lever and a lost motion lever in a direction to engage them.

[Conventional technology]

Conventionally, such a device is known, for example, from Japanese Patent Laid-Open No. 63-80034.

[Problem to be solved by the invention]

By the way, in order to reliably drive the control valve shaft to rotate in response to the accelerator operation in such a control device, it is desirable that the rotation of the operating lever in response to the accelerator operation is ensured.

Therefore, an object of the present invention is to provide a control device for an on-vehicle engine that reliably ensures rotation of a control lever in response to accelerator operation.

[Means to solve the problem]

In order to solve the above problems, the present invention has a control valve that controls the operating state of an on-vehicle engine, is rotatably supported on a support body, and is biased by a spring in the closing direction of the control valve. A control lever that is linked to the accelerator operation is supported for relative rotation on the control valve shaft, and a control lever that is linked and connected to the actuator is connected to the control lever, and the control lever is connected to the control lever in the control valve closing direction. A lost motion spring is interposed between the lost motion lever, which is fixed to the control valve shaft so as to engage the operating lever in response to rotation, and which biases the operating lever and the lost motion lever in the direction of engagement. The present invention provides an on-vehicle engine control device in which an operating lever is supported via a bearing on a collar fixed to a control valve shaft.

[Effect]

As mentioned above, in the present invention, the operating lever is supported via a bearing on the collar fixed to the control valve shaft, so even if the bearing becomes stuck, the operating lever will not become integral with the control valve shaft. This ensures that the operating lever can rotate in response to the accelerator operation.

〔Example〕

Hereinafter, one embodiment of the present invention will be explained with reference to the drawings. First, in FIGS. 1, 2, 3, and 4,
A throttle shaft 2 is rotatably supported on a throttle body 1 serving as a support via bearings 3 and 4, and an intake passage 5 formed in the throttle body 1 is connected to the throttle shaft 2 to open and close it. A butterfly type throttle valve 6 is fixed.

Both ends of the throttle shaft 2 protrude from the throttle body 1 on both sides, and one end of the throttle shaft 2 protruding from the throttle body 1 (the left end in FIG. 3) has a 10th
A stroke motion lever 7 is fixed, and an operating lever 8 is rotatably supported. Also, the other end (third end) of the throttle shaft 2 protruding from the throttle body 1
A control lever 9 is fixed to the right end (in the figure).

At the one end of the throttle shaft 2 protruding from the throttle body 1, an engaging portion 2a having one flat surface is formed along the axis. The engaging portion 2a includes a cylindrical collar 10 whose inner end is in contact with the bearing 3, and a collar in order from its inner end, that is, the end closer to the throttle body, to its outer end, that is, the end that is farther from the throttle body 1. 10, a cylindrical collar 12 whose inner end is in contact with the regulation plate, and a tenth motion lever 7 which is in contact with the outer end of the collar 12. They are mated.

A nut 13 is screwed onto the outer end of the throttle shaft 2 protruding from the tenth motion lever 7, and a collar 10
, a regulating plate 11, a collar 12, and a tenth motion lever 7 are fixed to the throttle shaft 2.

The operating lever 8 has a cylindrical portion 8 that coaxially surrounds the collar 10.
a, and a drum part 8b fixed to the outer end of the cylindrical part 8a, and the cylindrical part 8a is connected to the collar 1 through a bearing 14.
It is pivoted by 0.

Further, the axial position of the cylindrical portion 8a is regulated by a member 15 and a regulating plate 11 when the synthetic resin material is in contact with the outer surface of the throttle body 1. A throttle wire] 6 that is towed and driven by a throttle operation unit such as an accelerator pedal (not shown) is wound around the drum portion 8b, and an engagement piece 17 provided at one end of the throttle wire 16 engages with the drum portion 8b. ing. Therefore, the operation lever 8 is moved by the pulling operation of the throttle wire 16 in response to the accelerator operation.
The throttle valve is rotated in the direction in which the throttle valve opens as indicated by the arrow 18 in FIG. Note that, as described above, the collar 10 is not fixed to the throttle body 1 but to the throttle shaft 2, and the cylindrical portion 8 of the operating lever 8 is attached to the collar 10 via the bearing 14.
Since a is pivotally supported, even if the bearing 14 becomes stuck, the operating lever 8 can rotate in the same direction as the throttle shaft 2. In other words, reliable operation of the operating lever 8 is ensured.

A cylindrical portion 8a is located between the drum portion 8b and the throttle body 1.
A coiled first return spring 19 surrounding the control lever 8 is interposed, and this first return spring 19 moves the operating lever 8 in the direction indicated by the arrow 1.
The throttle valve is energized in the throttle valve closing direction 20, which is opposite to the direction 8.

Between the operation lever 8 and the tenth motion lever 7, a tenth motion lever 7 is provided between the operation lever 8 and the tenth motion lever 7.
and the 10th motion lever 7
A lost motion mechanism A is provided to prevent forced rotation of the throttle valve in the throttle valve closing direction 20 from affecting the operation of the operating lever 8. Lost motion mechanism A
are engagement arm portions 21a and 21b provided on the drum portion 8b of the operating lever 8, and an engagement arm portion 22a provided on the tenth strike motion lever 7 to engage with the engagement arm portions 21a and 21b, respectively. , 22b, and a tenth motion spring 23 interposed between the operation lever 8 and the tenth motion lever 7, and the engaging arms 21a, 22a are
They are biased by a tenth motion spring 23 in the direction of mutual engagement.

Further, a second return spring 24 is interposed on the outside of the tenth motion spring 23 to bias the operating lever 8 in the throttle valve closing direction 20.

TS10 strike motion spring 23 and second return spring 2
4 is formed in a coil shape, and coaxially surrounds the collar 12 between the member 25a that contacts the tenth motion lever 7 and the member 25b that contacts the regulation plate 11. It is located. The receiver members 25a and 25b are constructed as a bottomed double cylinder made of synthetic resin that coaxially surrounds the collar 12, and the tenth motion spring 23 is attached to the inner cylinder of the receiver members 25a and 25b. Return spring 24
The brackets are fitted onto the outer cylinders of the members 25a and 25b, respectively. The double cylindrical portion of the members 25a and 25b has a sixth
As shown in the figure, a plurality of axially extending notches 25a' and 25b' are formed in the circumferential direction, and lost motion is caused by a reduction in the contact area between the surfaces of the inner and outer cylinders, the lost motion spring 23, and the second return spring 24. This is intended to reduce the sliding resistance of the spring 23 and the second return spring 24, and to ensure a place for dust to escape when it gets caught in the lost motion spring 23 and the second return spring 24. In this embodiment, as shown in FIG. 3, the receiver connects members 25a and 25b to the throttle shaft 2
are separated in the axial direction, but the receivers are located at portions R25a and 25b.
may be butted against each other in the axial direction of the slot/tortle 2. By butting the two together, the lost motion spring 23
, the occurrence of a situation in which both springs are bitten into each other due to the deformation of the second return spring 24 during operation is prevented.

One end 23a of the tenth strike motion spring 23 engages with the engagement arm 22a of the tenth strike motion lever 7, and the other end 23b engages with the engagement arm 21a of the drum portion 8b. Further, one end 24a of the second return spring 24 is connected to the engaging arm portion 2.
1a, and the other end 24b engages with the throttle body 1.

According to such a lost motion mechanism A, when the operating lever 8 is operated by the accelerator, the first and second return springs 19 are
, 24, the tenth stroke motion lever 7 is rotated in the throttle valve opening direction 18 due to the biasing force of the tenth stroke motion spring 23, and the throttle shaft 2 rotates in the direction to open the throttle valve 6. Further, when the operating lever 8 is rotated in the throttle valve closing direction, the engaging arm portion 21a.

21b are engaged with the engaging arms 22a and 22b, respectively, so that the tenth motion lever 7 and the throttle shaft 2 are rotated in the throttle valve closing direction 20. As mentioned above, the operating lever 8 and the lost motion lever 7
By providing two sets of engaging portions, even if one of the engaging portions becomes unengageable for some reason, the other engaging portion ensures engagement between the operation lever 8 and the lost motion lever 7. . In other words, the reliability of rotation of the throttle shaft 2 by the rotation operation of the operating lever 8 is improved.

A bracket 26 is fixed to the throttle body 1. A cylindrical support portion 26a having an axis parallel to the throttle shaft 2 is formed in the bracket 26, and a detection shaft 27 is rotatably supported by the cylindrical support portion 26a.

The detection shaft 27 has a second shaft connected to the operating lever 8.
A zero stroke motion lever 28 is rotatably supported. At the outer end of the detection shaft 27 protruding from the 20th stroke motion lever 28, that is, at the end farthest from the throttle body 1, a small-diameter male screw portion 27a with a substantially rectangular cross section is coaxially formed with a step portion 27b interposed therebetween. ing. Male thread part 27a
passes through a detection lever 29 that can be engaged with the 20th motion lever 28 in a relatively unrotatable manner, and tightens a nut 30 screwed onto a male screw 27a protruding from the detection lever 29 to move the detection lever 29 to the next level. The detection lever 29 is fixed to the detection shaft 27 by pressing against the portion 27b.

The 20th stroke motion lever 28 is made up of a cylindrical portion 28a surrounding the detection shaft 271, and a disc portion 28b fixed to the inner end of the cylindrical portion 28a, that is, the end closer to the throttle body. Part 26a
It is rotatably attached to the detection shaft 27 between the outer end of the throttle body, that is, the end farthest from the throttle body, and the two detection levers. Disk portion 28b of the 20th stroke motion lever 28
and the drum portion 8b of the operating lever 8 are interlocked and connected to each other via a cam mechanism B. This cam mechanism B has an engaging pin 28b11 provided on an arm portion 28b1 protruding from the outer end side of the disc portion 28b, that is, an end side far from the throttle body, and a drum that engages with the engaging pin 28b1□. The first cam 31a extends from the outer end of the portion 8b, that is, the end farther from the throttle body, and the arm 28b extends from the inner end of the disk portion 28b, that is, the end closer to the throttle body. Matching pin 28b22 and
A second cam 31. which protrudes from the inner end side of the drum portion 8b, that is, the end side closer to the throttle body, to engage the engagement pin 28b22. It consists of b. The cam mechanism B connects the levers 8 and 28 in order to rotate the 20th stroke motion lever 28 in the accelerator direction indicated by the arrow 32 in response to the rotation of the operation lever 8 in the throttle valve opening direction 18. be. In the cam mechanism B, unlike the case of a rod link, the driving joint, that is, the operation lever 8, and the driven joint, that is, the 20th stroke motion lever 28, can be separated, so there is a high degree of freedom in designing the interlocking and connecting mechanism between them. degree is obtained.

Also, 31 a and 31. Two cams b are provided, and when the rotation angle of the operation lever 8 in the throttle valve opening direction 18 is small, the operation lever 8 is operated via the cam 31a, and when the rotation angle is large, the operation lever 8 is operated via the cam 31b via the 20th stroke motion lever 28. is rotated in the accelerator direction 32, so that a linear relationship between the rotation of the operating lever 8 and the rotation of the 20th stroke motion lever 28 is ensured. Although the number of cams is two in this embodiment, by providing more cams, it is possible to further improve the linear relationship between the rotation of the operating lever 8 and the rotation of the 20th stroke motion lever 28. can.

As shown in FIGS. 1 and 2, the bracket 26 includes an engaging pin 33 having an axis parallel to the cylindrical support portion 26a.
is installed between the engagement pin 33 and the detection lever 28, and a 20th strike motion spring 35 is interposed between the engagement pin 33 and the detection lever 28 to bias the detection lever 29 and thus the detection shaft 27 to rotate in the accelerator return direction 34. There is. 20th motion spring 3
5 is formed into a coil shape surrounding the cylindrical support portion 26a, one end 35a of which engages with the detection lever 29, and the other end 35a engages with the engagement pin 33.

The disc portion 28b of the 20th stroke motion lever 28 is provided with an engaging portion 36, and the detection lever 29 is provided with an engaging portion 37 that can be engaged with the engaging portion 36. The engaging portion 37 is biased in the direction of engagement with the engaging portion 36 by a 20th motion spring 35 interposed between the detection lever 29 and the engaging pin 33.

Therefore, when the 20th stroke motion lever 28 is rotated in the accelerator direction 32 as the operating lever 8 is rotated in the throttle valve opening direction 18, the detection lever 29 is moved to the 20th Storm motion spring 3
While overcoming the auxiliary forces of 5, it rotated in the direction of the accelerator 32,
Further, when the operation lever 8 is rotated in the throttle valve closing direction 20, the detection lever 29 is moved to the 20th stroke motion lever 28 under the biasing force of the 20th stroke motion spring 35.
The detection lever 29 and thus the detection shaft 27 rotate in response to the amount of rotation of the operating lever 8, that is, the amount of accelerator operation. On the other hand, an accelerator operation amount detector 38 is fixed to the bracket 26 facing the inner end of the detection shaft 27, that is, the end closer to the throttle body 1, and a lever 39 fixed to the inner end of the detection shaft 27 detects the accelerator operation amount. It is coupled to a detector 38 .

The other end of the throttle shaft 2 protruding from the throttle body 1 is fixed to the throttle body 1 and pivoted to a cylindrical collar 41 whose inner end abuts the bearing 4. The control lever 95 is fixed to the protruding end of the throttle shaft 2. Further, a driven gear 43 is rotatably supported on the collar 41 via a bearing 42 . With this configuration, even if the bearing 42 is stuck, the driven gear 43 can be rotatably supported on the throttle shaft 2. For example, when the driven gear 43 is supported on the throttle shaft via a bearing, the throttle shaft and the driven gear become one body due to the fixed bearing, and the driven gear and other gears connected thereto resist resistance. As a result, rotation of the throttle shaft, that is, rotation of the throttle valve becomes impossible. However, with the above-described configuration, such a situation can be avoided. Furthermore, by configuring the collar 41 separately from the throttle body 1, the former can be constructed of a more appropriate material different from the latter, such as a wear-resistant material, and even if the collar 41 is supported, only the collar 41 can be used. Repairs can be easily performed by replacing parts.

The driven gear 43 is engaged with the control lever 9 when rotated in the throttle valve closing direction. A third return spring 44 is interposed between the wave gear 43 and the throttle body 1. The driven gear 43 is rotationally biased in the throttle valve opening direction 18 by the third return spring 44. .

Further, the outer surface of the driven gear 43, that is, the end surface on the side far from the throttle body 1, is in contact with a regulating plate 101 fixed to the collar 41, and the driven gear 43 is rotated in the axial direction by the third return spring 44. The regulation plate 1
01, and its axial position is regulated.

A bracket 45 is fixed to the outer surface of the throttle body 1, and forms a gear box 102 that accommodates the driven gear 43, an intermediate gear 49, and a drive gear 54, which will be described later.

A throttle opening detector 46 is supported and fixed to the bracket 45 at a position opposite to the other end of the throttle shaft 2. A fixed lever 47 is connected to the lever 9.

Therefore, the amount of rotation of the throttle shaft 2, that is, the opening degree of the throttle valve 6 is detected by the throttle opening degree detector 46.

A support shaft 48 having an axis parallel to the throttle shaft 2 is supported between the throttle body 1 and the bracket 45. An intermediate gear 49 that meshes with the driven gear 43 has a bearing 50 on the support shaft 48. It is rotatably supported through. A spring 51 is interposed between the intermediate gear 49 and the outer surface of the throttle body 1, and the intermediate gear 49 is biased in the axial direction by the spring 41, and the bracket 45 is thrust supported, so that the intermediate gear 49 is biased in the axial direction. Directional position is regulated.

As mentioned above, the driven gear 43 that meshes with the intermediate gear 49
are energized and thrust supported in the axial direction by a similar structure, and their axial positions are regulated. By arranging the four gears 43° so that their positions match, both gears 43
．． 49 can be reliably engaged over the entire tooth surface, and therefore generation of noise and uneven wear of the gear can be prevented.

A pulse motor 52 as an actuator is supported and fixed to the motor support portion 45a of the bracket 45, and its output shaft 53 is supported via a bearing 103. By supporting the output shaft 53 of the pulse motor 52 with the bracket 45 in this way, the motor flange, which was conventionally required as a part of the pulse motor, can be omitted.
Therefore, the manufacturing cost of the throttle body can be reduced by reducing the number of parts. In this case, the pulse motor 52 is placed on the throttle body 1 by sequentially assembling the components of the pulse motor 52 to the bracket 45.

A drive gear 54 is fixed to the output shaft 53 of the pulse motor 52, and the intermediate gear 49 is meshed with the drive gear 54. Therefore, the output shaft 53 of the pulse motor 52 is
It is connected to the throttle shaft 2 via a drive gear 54, an intermediate gear 49, a driven gear 43, and a control lever 9 engaged with the driven gear 43. That is, by operating the pulse motor 52 when the throttle valve 2 is rotated by the accelerator operation and the throttle valve 6 is opened to a certain opening degree, the throttle valve 6 is moved in the closing direction regardless of the accelerator position. Rotationally driven.

In this case, as described above, the wave gear 43 is always rotationally energized in the throttle valve opening direction by the third return spring 44, so the wave gear 43 is a pulse motor of the type that has a holding torque even when the pulse motor 44 is not energized. If a motor is used, backlash from the output shaft 53 of the pulse motor 52 to the driven gear 43 can be eliminated by energizing the pulse motor 52 in a direction opposite to its operating direction. Furthermore, the driven gear 43 is rotated in the throttle valve opening direction by the third return spring 44 and disengaged from the control lever, so its inertia does not act on the throttle valve 6 when the pulse motor 52 is not operating. . Therefore, the driver can operate the accelerator without being affected by the inertia of the pulse motor 52 and can obtain a good driving feeling in line with his/her intention.

On the other hand, when the pulse motor 52 operates to rotate the throttle valve 6 in the closing direction, the throttle shaft 2 resists the spring force of the tenth motion spring 23 and moves the engagement arm bracket 21. ．． Since the throttle wire 16 is rotated in the throttle valve closing direction 20 while separating the wires 22 from each other, the throttle wire 16 is not affected.

Further, as shown in FIG. 7, a recess 104 is provided on the outer surface of the bracket 45 at a position facing the intermediate gear 49, and an adjustment screw 105 of the intermediate gear 49 is screwed into this recess 104. Furthermore, the fourth part 104 has an adjustment screw 1.
A plug cap 106 is fitted to cover 05. The adjustment screw 105 is adjustable in forward and backward positions, and when its tip comes into contact with the intermediate gear 49 at a predetermined circumferential position, the return side stop position of the pulse motor 52 is regulated, and the pulse motor 52 is number and throttle axis 2
The adjustment is made so that the relationship between the angle of rotation and the angle of rotation is uniquely determined. With the above configuration, if the return side stop position of the pulse motor 52 is shifted, it can be easily adjusted by simply turning the adjustment screw 105 from the outside, and the plug cap 106 makes the inside waterproof and dustproof. , it is possible to prevent the accuracy, durability, etc. of the pulse motor 52 from being adversely affected.

Further, the bracket 45 is provided with a chamber 107 vertically below the gear box 102, and this chamber 107 is connected to the first to third drain holes IC18a, 108.
It communicates with the inside of the gear box 102, the pulse motor 52, and the atmosphere through the gearbox b and 108c, respectively. With such a configuration, even if moisture in the air condenses inside the gear box 102 or the pulse motor 52 due to temperature changes due to the operation of the pulse motor 52 or the operation of the engine, this condensation can be removed through the drain holes 108a and 108b. Since the water can be led to the chamber 107 through the drain hole 108c and discharged into the atmosphere through the drain hole 108c, moisture and impurities contained therein can be appropriately prevented from adversely affecting the pulse motor 52 and the gear mechanism. be able to. In addition, the pulse motor 5 can be
The presence of the chamber 107 prevents water from directly entering the second class. Furthermore, by setting the volume of this chamber 107 to a value commensurate with the amount of breathing inside the gearbox 102 (for example, approximately one-third of the space volume inside the gearbox 102), the inside of the gearbox is cooled and the outside air is absorbed. When suctioning water, water can be prevented from being sucked into the gearbox, and the above effect can be obtained with a minimum chamber volume.

The clay wall of the bracket 45 is further provided with a ventilation hole 109 that communicates with the gear box 102 and is released to the atmosphere through a filter (not shown) such as an air cleaner installed in the intake system of the vehicle engine. . The ventilation hole 109 ensures ventilation within the gearbox 102, and the filter prevents water, fuel, dust, etc. from entering the gearbox 102 and the pulse motor 52 leading thereto through the ventilation hole 109. can.

Further, since the vent hole 109 functions as a vent hole during the water draining, this water draining action can be performed smoothly. In this case, if the dimensional relationship between the water drain hole 108c and the ventilation hole 109 is appropriately set, the water drain function can be performed more smoothly.

A dashpot 56 is supported and fixed to the throttle body 1 to slow down the rotational movement of the tenth stroke motion lever 7 supported on the throttle shaft 2 in the throttle valve closing direction 20 near the fully closed position. ing. This dashpot 56 is conventionally known and consists of a housing 57 and a diaphragm 60 whose periphery is held between the housing 57 and divides the inside of the housing 57 into a suction chamber 58 and an atmospheric pressure chamber 59. One end of a connecting rod 61 that movably passes through the housing 57 on the atmospheric pressure chamber 59 side and extends outward is attached to the retainer 8.
Connected via 0. A suction pipe 81 communicating with the suction chamber 58 is connected to the housing 57, and this suction pipe 81 is exposed to the atmosphere via a jet 82 at its tip. Therefore, when an attempt is made to drive the connecting rod 1 to deflect the diaphragm 60 in a direction that increases the volume of the suction chamber 68, a force in the opposite direction to the driving direction is applied to the connecting rod 61 due to the action of the jet 82. It turns out.

On the other hand, a support bolt 62 having an axis parallel to the throttle shaft 2 is screwed onto the outer surface of the throttle body 1, and a regulation lever 63 and a forced activation lever 64 are rotatably attached to the support bolt 62. Supported. That is, between the head 62a of the support bolt 62 and the throttle body 1, the support bolts 62 are arranged in order from the head 62a side.
A cylindrical collar 65 surrounding the collar 65, a disc-shaped regulating plate 66 that abuts the inner end of the collar 65, that is, the end closer to the throttle body 1, and an outer end, that is, the end far from the throttle body 1, that touches the regulating plate 66. Support bolt 6 so that they are in contact with each other
2, a cylindrical collar 67 surrounding the collar 67;
A regulating plate 68 interposed between the inner end of the throttle body 1 and the throttle body 1
The collar 65, the regulating plate 66, the collar 67, and the regulating plate 68 are fixed to the supporting bolt 62 by tightening the supporting bolt 62. The regulation lever 63 has a cylindrical portion 63a that coaxially surrounds the collar 65.
and a drum section 63b fixed to the outer end of the cylindrical section 63a.
The cylindrical portion 63a is the head 62 of the support bolt 62.
It is rotatably supported by a collar 65 between a and a regulating plate 66. The forced activation lever 64 consists of a cylindrical part 64a that coaxially surrounds the collar 67, and a drum part 64b fixed to the inner end of the cylindrical part 64a. It is rotatably supported by. The cylindrical portion 63a1 of the forced lever 63 and the cylindrical portion 64a of the forced activation lever 64 have collars 65.67 at their inner and outer ends.
Dust seals 63c and 64c are disposed on the sliding surfaces of the sliding parts, respectively, to prevent foreign matter from entering the sliding parts and to improve the reliability of the operation of the regulation lever 63 and forced activation lever 64.

The regulation lever 63 includes an adjustment screw 6 whose tip can come into contact with a contact arm 70 provided on the tenth motion lever 7.
The adjustment screw 69 and the contact arm 70 are connected to the tenth stroke motion lever 7 so that the advancing and retracting positions can be adjusted.
are brought into contact with each other by rotating in the throttle valve closing direction 20. The throttle body 1 also has an abutting arm portion 70 when the tenth motion lever 7 rotates to a position where the throttle valve 6 is fully closed.
An adjustment screw 71 that abuts is screwed together so that the forward and backward positions can be adjusted.

The other end of the connecting rod 61 of the dashpot 56 is connected to the regulating lever 63, and the connection mode is such that the tenth motion lever 7 is in a state where the adjusting screw 69 is in contact with the contact arm 70. When the throttle valve is rotated in the closing direction 20, the diaphragm 60 to which the connecting rod 61 is connected is bent to increase the volume of the suction chamber 58.

The forced activation lever 64 is provided with an abutment arm 72, and an adjustment screw 73 whose tip can come into contact with the abutment arm 72 is screwed into the regulation lever 63 to enable adjustment of forward and backward positions. . The contact arm portion 72 and the adjustment screw 73 are brought into contact with each other by the biasing force of a spring 74 interposed between the throttle body 1 and the forced activation lever 764. The spring 74 is connected to the contact arm 72
When the adjusting screw 73 comes into contact with the control lever 63 that is in contact with the forced activation lever 64, a force is exerted to urge the tenth motion lever 7 in the throttle valve opening direction 18, and the operation lever 8 is throttle valve 6
When the throttle valve is rotated from the fully closed position in the opening direction 18, the regulation lever 63 and the forced activation lever 64 are moved by the spring 7.
4 rotates following the operating lever 8, and the retainer 80 of the dashpot 56 is attached to the housing 57 on the suction chamber 58 side.
When the adjustment screw 6 of the regulation lever 63 comes into contact with the inner surface of the
The contact state between the contact arm 9 and the contact arm 70 is released.

In FIG. 5, an operating lever 8 and a forced activation lever 6 are shown.
4, when the operation lever 8 located at the position corresponding to the fully closed position of the throttle valve 6 is rotated in the throttle valve opening direction 18, the forced activation lever 64 is forcibly rotated, and the regulation lever 63 is rotated. A forced activation mechanism 75 is provided that forcibly rotates the tenth motion lever 7 and thus the thrower 8 and torque shaft 2 in the throttle valve opening direction 18.

The forced activation mechanism 75 has a cam surface 76 provided on the side surface of the forced activation lever 64, and is pivotally supported by the operating lever 8 with an axis parallel to the throttle shaft 2 so as to move along the cam surface 76. It consists of a roller 77. Cam surface 76 and roller 7
7 is set to be in contact with each other between a position of the operating lever 8 corresponding to the fully closed position of the throttle valve 6 and a position where the operating lever 8 is slightly rotated in the throttle valve opening direction 18 from that state; The cam surface 76 is formed to rotate the forced activation lever 64 in the throttle valve opening direction 18 via the roller 77 in response to rotation of the operating lever 8 from the fully closed position to the throttle valve opening direction 18. There is. On the other hand, the forced activation lever 64 is rotated in the throttle valve closing direction 20 within a range where the cam surface 76 and the roller 77 are kept in contact by a stopper 64d fixed to the outer surface of the throttle body 1. This prevents the forced activation lever from rotating too much in the throttle valve closing direction and causes the roller 77 to ride on a portion of the forced activation lever 64 other than the cam surface 76, and further improves the reliability of the operation of the forced activation lever 64. Improvements are being made.

Next, the operation of this embodiment will be described. When the operating lever 8 is rotated in the throttle valve opening direction 18 by operating the accelerator with the pulse motor 52 inactive, the engagement arm 21a.

By the engagement of 21b, 22a, and 22b, the tenth motion lever 7, that is, the throttle shaft 2, is rotated in the throttle valve opening direction 18, and the throttle valve 6 is rotated in the throttle valve opening direction 18 to a desired opening degree. .

At this time, the pulse motor 52 is returned to the return side stop position by the urging force of the third return spring 44, and the driven gear 43 and the control lever 9 are in a separated state.

The rotational movement of the operating lever 8 in response to the accelerator operation is also transmitted to the 20th stroke motion lever 28 via the cam mechanism B, and the engagement of the engaging portions 36 and 37 is caused by the detection lever 29. That is, the detection shaft 27 rotates in the accelerator direction 32. Therefore, the amount of rotation of the throttle shaft 2, that is, the throttle opening can be detected by the throttle opening detector 46, and the amount of rotation of the operating lever 8, that is, the amount of accelerator operation can be detected by the accelerator operation amount detector 38.

By the way, at the initial stage of rotating the throttle valve 6 from its fully open position in the throttle valve opening direction 18,
Simply interlocking and connecting the operating lever 8 and the tenth motion lever 7 via the lost motion mechanism A will not provide enough starting force for the throttle shaft 2, and the initial rotational movement of the throttle shaft 2 will not be smooth. There are cases. In such a case, the throttle shaft 2 is activated by the force activation mechanism 75.
The initial rotational movement is forced. That is, when the operating lever 8 rotates to rotate the throttle valve 6 from its fully open position, the roller 77 comes into contact with the pressure receiving surface 76 and is driven, thereby rotationally driving the forced activation lever 64. The rotation of the adjustment screw 73 on the contact arm 72
The signal is transmitted to the regulating lever 63 that is in contact with the regulating lever 6 through the
The first one has an abutting arm 70 that abuts on the adjusting screw 69 of No. 3.
0 stroke motion lever 7. Therefore, at the time of the initial rotation operation of the operating lever 7, the tenth stroke motion lever 7 is forcibly rotated, and the initial rotation movement of the throttle shaft 2, that is, the throttle valve 6 from the fully open position becomes smooth.

Furthermore, when the throttle valve 6 is rotated to the opening degree by the operation lever 8, the spring forces of the first and second return springs 19 and 24 act on the throttle shaft 2, that is, the throttle valve 6 toward the closing side.

Therefore, by relaxing the pulling force of the throttle wire 16, the operating lever 8 rotates in the throttle valve closing direction 20, and the throttle shaft 2 and the throttle valve 6 also rotate in the closing direction.

At this time, when the throttle valve 6 rotates to the vicinity of its fully open position, the retainer 80 is inserted into the suction chamber 5 in the dashpot 56.
After the adjustment screw 69 of the regulation lever 64 comes into contact with the contact arm 70, the damping force of the dashpot 56 due to the increase in the volume of the suction chamber 68 reaches the 10th position. It acts on the stroke motion lever 7, and the rotational speed of the throttle shaft 2 and the throttle valve 6 toward the closing side is moderately suppressed.

In addition, when the operation lever 8 is rotated in the throttle valve closing direction 20, the detection shaft 27, which is connected to the accelerator operation amount detector 38 via the lever 39, may not move smoothly due to malfunction of the accelerator operation amount detector 38. Assume that the rotation does not occur. In this case, the cam 31a provided on the operating lever 8
Alternatively, the operation lever 8 can be rotated in the accelerator return direction 20 by disengaging the engagement pin 28b or 28b22 provided on the 20th stroke motion lever 28 and the throttle valve 31b. 6 can be reliably rotated to the closing side.

As described above, when the throttle valve 6 is opened to a certain opening degree by accelerator operation and the throttle valve 6 is to be driven to the closing side for traction control or the like, the pulse motor 52 is operated. By this operation of the pulse motor 52, the throttle shaft 2 and the throttle valve 6 are moved to the tenth stroke so that the engaging portions 21a, 21b of the operating lever 8 and the engaging portions 22a, 22b of the tenth stroke lever 7 are separated from each other. The throttle valve 6 rotates against the spring force of the stroke motion spring 23, and the throttle valve 6
can be driven in the closing direction.

The present invention has been described in detail above, but it goes without saying that the present invention is not limited to the above embodiments, and that various modifications can be made within the scope of the invention described in the claims. do not have.

〔Effect of the invention〕

As explained above, in the present invention, the operating lever is supported by a collar fixed to the control valve shaft via a bearing, so even if bearings are installed on both pipes, the operating lever is supported on the control valve shaft. It can rotate as one. Therefore, the present invention provides an on-vehicle engine control device that reliably ensures rotation of the operating lever in response to accelerator operation.

4

[Brief explanation of drawings]

FIG. 1 is a front view of a throttle control device according to an embodiment of the present invention, FIG. 2 is a view taken along the ■ arrow in FIG. 1, FIG. 3 is a view taken along the line ■-■ in FIG. 2, and FIG. is a view in the direction of the ■ arrow in Fig. 2, Fig. 5 is a cross-sectional view of Fig. 3, Fig. 6 is a partial perspective view of the bridge member 25b, and Fig. 7 shows the adjusting screw of the intermediate gear. FIG. ]... Throttle body, 2... Throttle shaft, 7
... 10th strike motion lever 8 ... Operation lever 9 ... Control lever 10 ... Collar 14 ... Bearing, 21a, 21b - Engagement arm portion, 22a. 22b...Engagement arm portion, 25a, 25b...Receiver is member, 25a'25b'...Notch, 28...20th
Straight motion levers 28b, 28b, 2... Engagement pin, 1 31a, 31b... Cam, 63... Regulation lever 64
... Forced activation lever 63c, 64c... Dust seal, 64d... Stopper 76... Cam surface, 7
7...Roller, A...Lost motion mechanism, B...
...Cam machine (1~1゜Figure 4 Figure Figure Figure Figure

Claims (1)

[Claims] The control valve shaft has a control valve that controls the operating state of the vehicle engine, is rotatably supported on a support body, and is biased by a spring in the closing direction of the control valve, and has an operating lever that is linked to accelerator operation. A control lever is coupled to the control lever and is supported for relative rotation and is interlocked and connected to the actuator. In an in-vehicle engine control system, a lost motion spring is interposed between a lost motion lever fixed to a shaft and which biases the operating lever and the lost motion lever in the direction of engagement. An in-vehicle engine control device characterized in that it is supported via a bearing on a collar fixed to.