JPH0350339A - Control device for automotive engine - Google Patents

Abstract

PURPOSE:To reduce the number of parts by pivotally supporting the output shaft of an actuator on the gear box of gear mechanisms for connecting a control lever to the actuator in the constitution wherein the control lever driven and controlled with the actuator is connected to a control valve spindle. 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. 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, the operation lever 9 and the actuator 52 are interlocked via gear mechanisms 54, 49 and 43, and the output shaft 53 of the actuator 52 is pivotally supported on a gear box 102 for housing the gear mechanisms 54, 49 and 43 via a bearing 103.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control valve device for a vehicle engine, and particularly to one provided with a mechanism for driving a control valve by an actuator.

[Conventional technology]

A conventional control valve device of this kind has a butterfly-type throttle valve □, which is rotatably supported on a support body and has a throttle shaft biased by a spring in the closing direction of the throttle valve, which is linked to the accelerator operation. A control lever is supported for relative rotation, and is connected to a control lever that is interlocked and connected to an actuator, and the control lever engages with the control lever in response to rotation of the control lever in the throttle valve closing direction. It is known that a lost motion spring is interposed between a lost motion lever fixed to a throttle shaft and a lost motion spring that exerts a spring force in the direction of engaging the operation lever and the lost motion lever (for example, (Japanese Unexamined Patent Publication No. 63-80034), with such a configuration, the actuator is actuated according to the operating state of the engine, the running state of the vehicle, etc., and the throttle valve is driven via the control lever independently of the accelerator operation. , the throttle valve opening is controlled to the optimum degree.

[Problem to be solved by the invention]

However, in the past, the actuator was installed in such a throttle body by assembling the actuator as an assembly in advance and then assembling it to a support or the like. For this reason, when the actuator is, for example, a pulse motor, a motor flange portion for pivotally supporting its output shaft is required.

The present invention was made in consideration of the above circumstances, and
For example, an object of the present invention is to provide a control valve device that can reduce the number of parts by omitting a motor flange portion of the actuator when an actuator and a throttle shaft are connected via a gear mechanism.

[Means to solve the problem]

In order to achieve the above object, the control valve device according to the present invention has a configuration in which the control lever and the actuator are connected by a gear mechanism, and the output shaft of the actuator is pivotally supported by a gear box that accommodates the gear mechanism. There is.

[Effect]

The output shaft of the actuator is pivoted to a gearbox that houses a gear arrangement.

[Example] An example of the present invention will be described below 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 the inner end, that is, the end closer to the throttle body 1, to the 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 16 that is pulled 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. There is. Therefore, the operating lever 8 is rotated in the throttle valve opening direction shown by the arrow 18 in FIG. 2 by the pulling operation of the throttle wire 16 in response to the accelerator operation. Note that, as mentioned above, the collar 10 was not fixed to the throttle body 1 but to the throttle shaft 2, and the cylindrical portion 8a of the operating lever 8 was pivotally supported to the collar 10 via the bearing 14, so it is assumed that the bearing 14 is stuck. Even in this case, 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
These are engagement arm portions 21a and 21b provided on the drum portion 8b of the operation lever 8, and engagement arm portions provided on the tenth stroke motion lever 7 to engage with the engagement arms 21a and 21b, respectively. 22a, 22b, and a tenth stroke motion spring 23 interposed between the operating lever 8 and the tenth stroke 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.

Tenth motion spring 23 and second return spring 24
is formed in a coil shape, and the collar 12 is coaxially surrounded and arranged between the member 25a, which is in contact with the tenth motion lever 7, and the member 25b, which is in contact with the regulating plate 11. has been done. The receiver is member 25a, 25b is collar 1
The tenth motion spring 23 has a receiver in the inner cylinder of members 25a and 25b, and the second return spring 24 has a receiver in the member 25a. , 25b, respectively. As shown in FIG. 6, a plurality of notches 25a' and 25b' extending in the circumferential direction and the axial direction are formed in the double cylindrical parts of the members 25a and 25b, respectively, so that the surfaces of the inner and outer cylinders and the lost motion The sliding resistance of the lost motion spring 23 and the second return spring 24 is reduced by reducing the contact area of the spring 23 and the second return spring 24, and the lost motion spring 2
3. A place where dust can accumulate when dust gets caught in the second return spring 24 is ensured. In this embodiment, as shown in FIG. 3, the bearing separates the members 25a and 25b in the axial direction of the throttle shaft 2, but the bearing separates the members 25a and 25b in the axial direction of the throttle shaft 2. You can also match them. 1 By butting the two, lost motion and spring 2
3. The deformation of the second return spring 24 during operation prevents the two springs from jamming into each other.

One end 23a of the tenth motion spring 23 engages with the engagement arm 22a of the tenth 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 21a.
The other end 24b is engaged with the throttle body 1.

According to such a lost motion mechanism A, the operating lever 8 is moved to the first and second positions by operating the accelerator.

When the throttle valve 7 is rotated in the throttle valve opening direction 18 against the biasing force of the second return springs 19 and 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. , the throttle shaft 2 rotates in a 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 the detection lever 29 that can be engaged with the 20th strike motion lever 28 in a relatively unrotatable manner, and tightens the nut 30 screwed onto the male screw 27a protruding from the detection lever 29 to move the detection lever 29 to the stepped portion. The detection lever 29 is fixed to the detection shaft 27 by pressing against the detection shaft 27b.

The 20th stroke motion lever 28 consists of a cylindrical portion 28a surrounding the detection shaft 27, and a disk portion 28b fixed to the inner end of the cylindrical portion 28a, that is, the end closer to the throttle body 1. The detection lever 29 is rotatably attached to the detection shaft 27 between the outer end of the support portion 26a, that is, the end farthest from the throttle body 1, and the detection lever 29. The 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 engages with an engaging pin 28b1 provided on an arm portion 28bl protruding from the outer end side of the disc portion 28b, that is, the end side far from the throttle body 1, and an engaging pin 28b1□. The first cam 31a extends toward the outer end of the drum portion 8b, that is, the end farther from the throttle body 1, and the arm portion 28b2 extends toward the inner end of the disc portion 28b, that is, the end closer to the throttle body 1. An engagement pin 28 b 22 provided;
A second portion protrudes from the inner end of the drum portion 8b, that is, the end closer to the throttle body 1, to engage with the engagement pin 28b2°.
It consists of a cam 31b. The cam mechanism B connects the levers 8 and 28 so that the 20th stroke motion lever 28 does not rotate in the accelerator direction indicated by the arrow 32 in response to the rotation of the operating lever 8 in the throttle valve opening direction 18. . In the cam mechanism B, unlike the case of a rod link, the driving joint, i.e., the instant operation lever 8, and the driven joint, i.e., the 20th stroke motion lever 28, can be separated, so that the interlocking/coupling mechanism between the two can be separated. A high degree of freedom can be obtained when designing.

2 In addition, two cams 31a and 31b are provided, and when the rotation angle of the operation lever 8 in the throttle valve opening direction 18 is small, the cam 31a is used, and when the rotation angle is large, the cam 3 is used.
1. Since the 20th stroke motion lever 28 is rotated in the accelerator direction 32 via the lever b, a linear relationship between the rotation of the operating lever 8 and the rotation of the 20th stroke motion lever 28 is ensured. In this example, the number of cams is 2.
However, by providing more cams, the linear relationship between the rotation of the operating lever 8 and the rotation of the 20th stroke motion lever 28 can be further enhanced.

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 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. . 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 two detection levers, and the other end 35a engages with the engagement pin 33.

The disc portion 28b of the 20th stroke motion lever 2g 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 operation 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.
is rotated in the accelerator return direction 34 while pressing , and 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 9 is fixed to the protruding end of the throttle shaft 2. Also color 41
A driven gear 43 is rotatably supported through 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 fixation of the bearing, and the driven gear and other gears connected to it 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 driven gear 43 and the throttle body 1, and 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.

6. A bracket 45 is fixed to the outer surface of the throttle body 1, and forms a gear box 102 between the bracket 45 and the throttle body 1, which accommodates the driven gear 43, as well as an intermediate gear 49 and a driving 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, and an intermediate gear 49 that meshes with the wave gear 43 is connected to the bearing 5o. 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 meshes with the four intermediate gears.
are energized and thrust supported in the axial direction by a similar structure, and their axial positions are regulated. By arranging both gears 43° 49 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.
However, by reducing the number of parts, the manufacturing cost of the throttle body can be reduced. In this case, the arrangement of the pulse motor 52 on the throttle body 1 is based on the bracket 45.
This is done by sequentially assembling the components of the pulse motor 52 to the motor.

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 shaft 2 is rotated by accelerator operation and the throttle valve 6 is opened to a certain opening degree,
The throttle valve 6 is rotated in the closing direction regardless of the accelerator position.

In this case, as described above, the driven gear 43 is always rotationally energized in the throttle valve listening direction by the third return spring 44, so as the pulse motor 44, it has a holding torque even when not energized. If the pulse motor 52 is used, the backlash between the output shaft 53 of the pulse motor 52 and 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 brackets 21□ 22 away from each other. Since the throttle valve is rotated in the throttle valve closing direction 20, the throttle wire 16 is not affected.

Further, as shown in FIG. 7, a four part 104 is provided on the outer surface of the bracket 450 at a position facing the intermediate gear 49.
An adjustment screw 105 of No. 9 is screwed into the recess 104, and a plug cap 106 is fitted into the recess 104 so as to cover the adjustment screw 105. 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 The adjustment is made so that the relationship between the number and the rotation angle of the throttle shaft 2 is uniquely determined. With the above configuration, the pulse motor 5
If the return side stop position of 2 is shifted, it can be easily adjusted by simply turning the adjustment screw 105 from the outside, and the plug cap 106 protects the inside from water and dust, improving the accuracy of the pulse motor 52. It is possible to prevent adverse effects on durability and the like.

Further, the bracket 45 is provided with a chamber 107 vertically below the gear box 102, and this chamber 107 has first to third drain holes 108a, 108b.
and 108C, it communicates with the inside of the gear box 102, the pulse motor 52, and the atmosphere, 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, it is possible to properly prevent moisture and impurities contained therein from having a negative effect on the pulse motor 52 and the gear mechanism. can. In addition, the pulse motor 52 can be
The presence of the chamber 107 prevents water from directly entering the interior of the housing. 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. It is possible to prevent water from being sucked into the gearbox when suctioning water, 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 inside the gearbox 102, and water, fuel, dust, etc. pass through the ventilation hole 109 to the gearbox 102 and the pulse motors 5, 2 leading thereto.
A filter can prevent it from entering the body.

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 356 is conventionally known and includes a housing 57 and a diaphragm 6 whose periphery is sandwiched between the housing 57 and which partitions the interior of the housing 57 into a suction chamber 58 and an atmospheric pressure chamber 59.
0, and one end of a connecting port/rad 61 that movably penetrates the 1 housing 57 on the atmospheric pressure chamber 59 side and extends outward is connected to the center of the diaphragm 60 via a retainer 80. . A suction pipe 81 communicating with the suction chamber 58 is connected to the housing 57.
It is released to the atmosphere via a jet 82 at its tip. Therefore, when attempting to drive the connecting port/rad 61 to deflect the diaphragm 60 in the direction of increasing the volume of the suction chamber 68, the jet 82 acts to cause the connecting rod 6
1 is acted upon by a force in the opposite direction to the driving direction.

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 four heads 62a of the support bolts 62 and the throttle body 1, in order from the head 62a side, there is a cylindrical collar 65 surrounding the support bolt 62, an inner end of the collar 65, that is, a collar closer to the throttle body 1. A disc-shaped regulation plate 66 that is in contact with the end, a cylindrical collar 67 that surrounds the support bolt 62 so that the outer end, that is, the end far from the throttle body 1 is in contact with the regulation plate 66, and the collar 67 A regulation plate 68 interposed between the inner end of the throttle body 1 and the throttle body 1 are fitted in order, and by tightening the support bolt 62, the collar 65, regulation plate 66, collar 67, and regulation plate 68 are connected to the support bolt 62. It is fixed to The regulation lever 63 consists of a cylindrical part 63a that coaxially surrounds the collar 65, and a drum part 63b fixed to the outer end of the cylindrical part 63a. 66 and is rotatably supported by a collar 65. The forced activation lever 64 has a cylindrical portion 6 that coaxially surrounds the collar 67.
4a, and a drum part 6 fixed to the inner end of the cylindrical part 64a.
4b, and the cylindrical portion 64a is rotatably supported by a collar 67 between regulating plates 66 and 68. Cylindrical portion 6381 of forced lever 63 Cylindrical portion 6 of forced activation lever 64
Dust seals 63c and 64c are provided on the sliding surfaces of the collars 65 and 67 at the inner and outer ends of 4H, respectively, to prevent foreign matter from entering the sliding parts and to ensure the operation of the regulation lever 63 and forced activation lever 64. Improvements are being made.

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 adjusting screw 69 and the contact arm 70 are connected to the tenth motion lever 7 so that the advancing and retracting positions can be adjusted.
are brought into contact with each other by rotating in the direction 20 for closing the throat and sottle valve. Further, on the throttle body 1, an adjustment screw 71 that comes into contact with the abutment arm 70 when the 10th stroke motion lever 7 is rotated to the position where the throttle/sottle valve 6 is fully closed can adjust the forward/backward position. They are screwed together.

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 64. Spring 7
4 is a force that urges the tenth stroke motion lever 7 in the throttle valve opening direction 18 via the regulation lever 63 that is in contact with the forced activation lever 64 due to the contact between the contact arm portion 72 and the adjustment screw 73; When the operating lever 8 rotates from the fully closed position of the throttle valve 6 to the throttle valve opening direction 18, the regulation lever 63 and forced activation lever 64 are activated by the spring 74.
rotates following the operation lever 8, and the dash board 1
-56 retainer 80 is located on the suction chamber 58 side of the housing 57
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.
Between 4 and 4, when the operation lever 8 located at the position corresponding to the fully open 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, in turn, the throttle shaft 2 in the throttle valve opening direction 18 via the throttle valve.

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 so that the position of the operating lever 8 corresponding to the fully closed position of the throttle valve 6 and the position where the operating lever 8 is slightly rotated in the throttle valve opening direction 18 from that position are in contact with each other. Ori,
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 operation of the pulse motor 52 stopped, the engagement arm 2]a.

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 biasing force of the third return spring 44, and the driven gear 43 and the control lever 9 are in an isolated 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 detection lever 29 is rotated by the engagement of the engaging portions 36 and 37. In other words, the detection shaft 27 rotates in the accelerator direction 32. Therefore, the rotation amount of the throttle shaft 2, that is, the throttle opening degree can be detected by the throttle opening degree detector 46, and the rotation amount of the operating lever 8, that is, the accelerator operation amount 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 closed position in the throttle valve opening direction 18,
If the operating lever 8 and the tenth motion lever 7 are interlocked and connected via the lost motion mechanism A, the starting force of the throttle shaft 2 is insufficient, and the throttle shaft 2
The initial rotation movement may not be smooth. In such a case, the forced activation mechanism 75 forces the throttle shaft 2 to perform an initial rotational movement. 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 abutting arm 72 is transmitted to the regulating lever 63 which is in contact with the abutting arm 72 via the adjusting screw 73, and the abutting arm 7 is further abutting against the adjusting screw 69 of the regulating lever 63.
0 to the tenth motion lever 7. Therefore, when the operating lever 7 is initially rotated, the 10th
The stroke motion lever 7 is forcibly rotated, and the initial rotational 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 a certain opening degree by the operating lever 8, the throttle shaft 2, that is, the throttle valve 6 is provided with the first and second return springs 19, 24.
The spring force is acting on 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 closed position, the retainer 80 in the dashpot 56 moves into the suction chamber 5.
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 stroke. Acting on the motion lever 7, the rotational speed of the throttle shaft 2 and the throttle valve 6 toward the closing side is moderately suppressed.

Furthermore, when the operation lever 8 is rotated in the throttle valve closing direction 20, the detection shaft 27 connected to the accelerator operation amount detector 38 via the lever 39 may be rotated due to a malfunction of the accelerator operation amount detector 38. 2 Assume a case where it does not rotate smoothly. In this case, the cam 31a or 31b provided on the operating lever 8 and the engagement pin 28b1 provided on the 20th stroke motion lever 28,
Alternatively, the operation lever 8 can be rotated in the accelerator return direction 20 by releasing the engagement with 28b22, and the throttle valve 6 can be reliably rotated toward 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 can rotate 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, the control valve device for an on-vehicle engine according to the present invention has the effect of omitting the motor flange portion of the actuator, reducing the number of parts, and further reducing the manufacturing cost of the control valve device. .

[BRIEF DESCRIPTION OF THE 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 in the direction of the ■ arrow in Fig. 1, and Fig. 3 is a line - - ■ in Fig. 2. 4 is a view in the direction of the ■ arrow in FIG. 2, FIG. 5 is a view in the v-■ direction in FIG. 3, FIG. 6 is a partial perspective view of the receiver member 25b, and FIG. 7 is an intermediate view FIG. 3 is a sectional view showing a gear adjustment screw. 2... Throttle shaft, 6... Throttle valve, 7...
・10th motion lever 8...operation lever 9
... Control lever 23 ... 10th stroke spring, 43 ... Driven gear, 45a ... Motor support part,
4 49... Intermediate gear, 52... Pulse motor (actuator), 54... Drive gear, 102... Gear box, 103... Bearing.

Claims (1)

[Claims] In a control valve device that has a control valve that controls the operating state of an on-vehicle engine, and a control lever that is interlocked and connected to an actuator is connected to the control valve shaft, the control lever and the actuator are connected by a gear mechanism, A control valve device for a vehicle engine, characterized in that an output shaft of an actuator is pivotally supported by a gear box that houses a gear mechanism.