JPH0350341A - Control valve device for automotive engine - Google Patents

Abstract

PURPOSE:To prevent the generation of a noise and the partial wear of a gear by axially energizing the driven and intermediate gears of gear mechanisms for connecting a control lever to an actuator in the constitution wherein the control lever driven and controlled with the actuator is connected a control valve shaft. CONSTITUTION:A lost motion lever 7 is fixed to one end of a throttle shaft 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 shaft 2. In the aforesaid control device, the operation lever 9 and the actuator 52 are interlocked via a gear mechanisms 54, 49 and 43. Moreover, a driven gear 43 and intermediate gear 49 supported on the throttle shaft 2 are energized with respective springs 44 and 51 in an axial direction and restricted in an axial position by contact with a restriction plate 101 and a bracket 45.

Description

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

[Conventional technology]

Such a conventional control valve device includes a butterfly-type throttle valve H, which is rotatably supported by a support body and has a throttle shaft biased by a spring in the closing direction of the throttle valve, which is linked to accelerator operation. An operating lever is supported for relative rotation and is coupled to a control lever that is interlocked and connected to an actuator, and engages with the operating lever in response to rotation of the operating lever in a throttle valve closing direction. A loss that exerts a spring force in the direction of engaging the operating lever and the lost motion lever between the lost motion lever and the lost motion lever that is fixed to the throttle shaft.・
It is known that a motion spring is installed (for example, Japanese Patent Application Laid-Open No. 63-80034), and with such a configuration, the actuator is actuated according to the engine operating state or the running state of the vehicle at -9°. The throttle valve is controlled independently of the accelerator operation via the control lever to control the throttle valve opening to the optimum degree.

[Problem to be solved by the invention]

In order to perform the above-mentioned throttle valve opening control with good viscosity using such a throttle body, it is necessary that the control lever reliably interlock with the actuator when the actuator is operated. Further, it is desirable that the mechanism for this interlocking be more durable and quiet.

The present invention has been made in consideration of the above-mentioned circumstances.When an actuator and a control valve shaft are connected via a gear, the throttle valve is reliably interlocked with the actuator when the actuator is operated. At the same time,
An object of the present invention is to provide a control valve device for an on-vehicle engine that can prevent noise generation and uneven wear of gears.

[First Step to Solve the Problem] In order to achieve the above-mentioned objective 171, in the control valve device for an on-vehicle engine according to the present invention, the control valve shaft is supported with a rotation capacity of i+J and a movement capacity of 1J in the axial direction. Additionally, a driven gear is provided which is connected to the actuator via an axially movable intermediate gear and engages with the control lever, and the driven gear and the intermediate gear are energized in the axial direction. It becomes.

[Effect]

The driven gear and the intermediate gear are energized in the axial direction, and their positions along the axis jj are respectively regulated.

〔Example〕

Hereinafter, one embodiment of the present invention will be described 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 body through bearings 3 and 4, and an intake passage 5 formed in the throttle body 1 is mounted on the throttle shaft 2. A butterfly type throttle valve 6 that opens and closes is fixed.

Both ends of the throttle shaft 2 protrude from the throttle body 1 on both sides, and a tenth stroke lever 7 is attached to one end (as shown in FIG. 3) of the throttle shaft 2 that protrudes from the throttle body 1. As well as being fixed, 1
・■Production/<-8 Rotatably supported. Further, a control lever 9 is fixed to the other end (the right end in FIG. 3) of the throttle lever 2 protruding from the thrower I/rubody 1.

At the one end of the throttle shaft 2 protruding from the throttle body 1, an engaging portion 2a is formed which extends along the axis and forms one flat surface. The engaging portion 2a includes a circular collar 10 whose inner end is in contact with the bearing 3 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. color 10
a disc-shaped regulation plate 11 that is in contact with the outer end of the collar 11, a circular i-J-shaped collar 12 whose inner end is in contact with the regulation plate at 11 times, and a 10th swivel motion lever that is in contact with the outer end of the collar 12 at 11 times. 7 are fitted. 10th Su! - A collar I.13 is screwed onto the outer end of the throttle lever 2 protruding from the lever 7, and a collar 10, a regulating plate], a collar 12, and a collar 1.
A zero stroke motion lever 7 is fixed to a throttle shaft 2.

4・'i,・('l lever 8 has 1 i', 1 part 8a coaxially surrounding the collar 10, and l'l i:"jj part 8
It consists of a drum part 8b fixed to the outer end of the I'l
i:jj part 8a is the collar via the bearing]4 O
is supported by.

Further, the cylindrical portion 8a is provided on the outer surface of the throttle body 1.
The axial position of the synthetic resin barley in contact with each other is regulated by the member 15 and the regulating plate]. A throttle wire 16 that is towed and driven by a throttle operation part such as an accelerator pedal (not shown) is wound around the drum part 8b, and the throttle wire 16 is wound around the drum part 8b.
An engagement piece [7] provided at one end of the sotol wire 16 is engaged with the drum portion 8b. Therefore, by the pulling operation of the throttle wire 16 in response to the accelerator operation, the operating lever 8 is rotationally driven in the direction of opening the throttle/slot valve (not shown by the arrow 8 in FIG. 2). Note that, as described above, the collar 10 is not fixed to the throttle body 1 but to the throttle shaft 2, and the operating lever 8 is connected to the collar 10 via the hair ring 14.
Since the cylindrical portion 8a 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.

There is a cylindrical part 8 between the drum part 8b and the thrower i/ruhoday 1.
A coil-shaped first return spring 19 is interposed that surrounds a. There is.

Between the operation lever 8 and the 10th strike motion lever 7, the 10th strike motion lever 7 is connected to the rotation of the operating lever 8.
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. The lost motion mechanism A includes engagement arms 21a and 2'lb provided on the drum portion 8b of the I/y working bar 8, and engagement arms 21. a, 21
10th motion lever 7 to engage with b.
The engaging arms 22a and 22b provided on the operating lever 8
and the tenth motion lever 7, the first
0 stroke motion spring 23, and an engaging arm portion 21a.
, 22a are biased by the 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 receiver that abuts the tenth strike motion lever 7 is arranged coaxially surrounding the collar 12 between the member 25a and the receiver that abuts the regulation plate 25b. 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 the members 25a and 25b, and the second return spring 24 has a receiver in the inner cylinder of the members 25a and 25b. '25a and 25b are fitted onto the outer cylinders, respectively. The double cylindrical part of the receiver part + A25a and 25b is
As shown in FIG. 6, a plurality of axially extending notches 25a' and 25b' are formed in the circumferential direction, and the surfaces of the inner and outer cylinders are connected to the lost motion spring 23 and the second return spring 24.
The sliding resistance of the lost motion spring 23 and the second return spring 24 is reduced by reducing the contact area of the lost motion spring 23 and the second return spring 24, and a place for dust to escape when it gets caught in the lost motion spring 23 and the second return spring 24 is ensured. ing. Note that in this embodiment, the third
As shown in the figure, the receiver separates the members 25a and 25b in the axial direction of the throttle shaft 2;
5b may be butted against the axial direction of the throttle lever 2.

By butting them together, the loss I/motion spring 23 and the second return spring 24 are deformed during operation, causing both springs to move into phase J7. This prevents the occurrence of a situation where the person gets caught in the machine.

One end 23a of the tenth stroke 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'l.
a, 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 by the biasing force of the tenth stroke motion spring 23, and the throttle lever 2 is rotated in the throttle valve opening direction 18. 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 engages with the engaging arms 22a and 22b, respectively, thereby causing the tenth stroke motion lever 7 and the throttle shaft 2 to rotate 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 parts, even if one of the engaging parts becomes disengageable for some reason, the operating lever 8 and the lost motion lever 7 can still be engaged by the other engaging part. It is secured. 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 on the bracket 26, and a detection shaft 27 is rotatably supported by the cylindrical support portion 26a. A 20th strike motion lever 28, which is interlocked and connected to the operating lever 8, is supported on the detection shaft 27 so as to be able to rotate once. At the outer end of the detection shaft 27 protruding from the 20th stroke motion lever 28, that is, at the end h' far from the throttle body 1, there is a small-diameter male screw portion 27B with a substantially rectangular cross section.
are formed coaxially via the stepped portion 27b. The Hl threaded portion 27a passes through the detection lever 29 that can be engaged with the 20th motion lever 28 in a relatively unrotatable manner, and is detected by tightening the nut 30 screwed onto the male screw 27a protruding from the two detection levers. The detection lever 29 is fixed to the detection shaft 27 by pressing the lever 29 against the stepped portion 27b.

The 20th stroke motion lever 28 is made up of a cylindrical portion 28a surrounding the detection shaft 27, and a disc portion 28b fixed to the inner end of the cylindrical portion 28a, that is, the end closer to the throttle body 1. The detection shaft 27 is rotatably mounted between the outer end of the support portion 26a, that is, the end farthest from the throttle body 1, and the detection lever 29. Disk portion 28 of the 20th switch I motion lever 28
The ram part 8b is interlocked and connected to the HI I-+- via the cam mechanism (1 to IB. This cam mechanism B is 28b provided on the arm portion 28b1 protruding from the outer end side of the arm portion 28b1, that is, the end side far from the throttle body], and the engaging pin 28b.
,.

A first cam 31 protrudes toward the outer end side of the drum portion 8b, that is, the end side of h' far from the throttle body 1, to engage with the first cam 31.
a, an engaging pin 28b22 provided on the arm portion 28b protruding from the inner end side of the disk portion 28b, that is, the end side closer to the throttle body; and the engaging pin 28b2. , and a second cam 31b projecting from the inner end side of the drum portion 8b, that is, the end side closer to the throttle body, to engage with the second cam 31b.

The cam mechanism B operates in the throttle valve opening direction 1 of the operating lever 8.
8, the 20th strike motion lever 28 is rotated in the direction of the accelerator knob indicated by the arrow ``2''.
and 28 are connected. In cam mechanism B,
Unlike the case of a rod link, there is a driving joint, that is, the operating lever 8, and a driven joint, that is, the 20th stroke motion lever 28.
Since the two are spaced apart from each other, a high degree of freedom can be obtained when installing the interlocking/coupling machine (14) between the two.

In addition, two cams 31a and '31b are provided, and when the rotation angle of the operating 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 31b is used. Since the 20th strike motion lever 28 is rotated in the accelerator direction 32 through the lever, a linear relationship between the rotation of the operating lever 8 and the rotation of the 20th strike motion lever 28 is ensured. Although the number of cams is two in this embodiment, by providing more cams, the linear relationship between the rotation of the operating lever 8 and the rotation of the 20th strike motion lever 28 can be further enhanced. .

As shown in FIGS. 1 and 2, the bracket 26 is implanted with three engaging pins having an axis parallel to the cylindrical support portion 26a, and the engaging pin 33 and the detection lever 28
A 20th strike motion spring 35 is interposed between the detection lever 29 and the detection shaft 27 to rotate in the accelerator return direction 34. The 20th motion spring 35 is formed into a coil shape surrounding the cylindrical support part 26a, and one end 35a thereof engages with the detection lever 29, and the other end '35a engages with the engagement pin 33. .

The disk portion 28b of the storm control 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 engagement portion 37 is operated by a 20th motion spring ’35 interposed between the detection lever 29 and the engagement pin 33.
6 in the direction of engagement.

Therefore, when the 20th stroke motion lever 28 is rotated in the direction of the accelerator knob 32 as the operation lever 8 is rotated in the throttle valve opening direction 18, the engaging portion 36. 37
, the detection lever 29 rotates in the accelerator direction 32 while overcoming the biasing force of the 20th stroke motion spring 35, and when the operation lever 8 is rotated in the throttle valve closing direction 20, the detection lever 29 The biasing force of the 20th stroke motion spring 35 causes the 20th stroke motion lever 28 to be rotated in the accelerator return direction 34 while pushing the 20th stroke motion lever 28, and in response to the amount of rotation of the operation lever 8, that is, the amount of accelerator operation, the detection lever 29 is The detection shaft 27 rotates. On the other hand, the inner end of the detection shaft 27, that is, the throttle body 1
An accelerator operation amount detector 38 is fixed to the bracket 26 facing the near end, and a lever 39 fixed to the inner end of the detection shaft 27 is connected to the accelerator operation amount detector 38.

The other end of the throttle holder 2 protruding from the throttle body 1 is pivotally supported by a cylindrical collar 41 that is flush with the throttle body and whose inner end abuts against the bearing 4, and protrudes from the collar 41. 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 bearings 42 are on the same side, the driven gear 4' 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 bearing, and the driven gear and other gears connected thereto are This creates resistance and makes it impossible to rotate the throttle shaft, that is, to rotate the throttle valve.
This kind of situation can be avoided by using percentages. Furthermore, by configuring the collar 41 separately from the throttle body 1, the former can be constructed from a more appropriate +J material, such as a wear-resistant material, which is different from the latter, 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 41 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 farthest from the throttle body 1, is in contact with a regulating plate 101 fixed to the collar 41, and the driven gear 43 is moved by the third gray spring 44. While being energized in the axial direction, it is thrust supported by the regulating plate 101, and its axial position is regulated.

A bracket 45 is attached to the outer surface of the throttle body 1, and the driven gear 43, four intermediate gears and a drive gear 54, which will be described later, are connected between the bracket 45 and the throttle body 1.
It constitutes a gear box 102 that accommodates the.

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

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 four intermediate gears that mesh with the driven gear 43 are mounted on this support shaft 48. 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
While being biased in the axial direction by the spring 41, the bracket 45 is supported by the thrust I, and its axial position is regulated.

As mentioned above, the driven gear 4' meshing with the intermediate gear 49
The gears 43 and 49 are also axially energized and thrust-supported with a similar configuration, and their axial positions are regulated. By arranging both gears 43 and 49 so that their axial positions match, it is possible to ensure that both gears 43 and 49 mesh over the entire tooth surface, thereby preventing noise generation and gear (flat wear). can do.

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. In this way, the output shaft 53 of the pulse motor 52 is bracketed! - By supporting the throttle body with 45, it is possible to omit the motor flange, which was necessary as a part of the conventional pulse motor, and therefore, the manufacturing cost of the throttle body can be reduced by reducing the number of parts. In this case, the throttle body]
The arrangement of the pulse motor 52 is performed 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 four intermediate gears are 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 first insulating spring 44, so that the pulse motor 944 maintains the holding torque even when not energized. If a pulse motor of this type is used, 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 the opposite horn direction to the operating horn direction. be able to. Further, the third return spring 44 rotates the driven gear 4' in the throttle valve opening direction and disengages the control lever, so that when the pulse motor 52 is not operating, its inertia is applied to the throttle valve 6. Doesn't work. Therefore, the driver is not affected by the inertia of the pulse motor 52, and can obtain a good driving feeling as shown in the figure by accelerating the accelerator 1.■.

In addition, the throttle valve 6 is operated by the pulse motor 52.
When rotating the throttle shaft 2 in the closing direction, the throttle shaft 2
The throttle wire 16 is rotated in the throttle valve closing direction 20 without causing the engaging arm brackets 1, 21, and 22 to separate from each other against the spring force of the stroke spring 23.
will not be affected.

0 Also, as shown in FIG. 7, a recess]04 is provided on the outer surface of the bracket 45 at a position facing the intermediate gear 49, and an adjustment screw for the intermediate gear 49 is provided in this four part 104. are screwed together, and an adjustment screw 1 is further provided in the recess 104.
A plug cap 106 is fitted to cover 05. This adjustment screw 105 can adjust the forward and backward positions by JΔ1, and when its tip comes into contact with the four intermediate gears at predetermined circumferential positions, the return side stop 11 of the pulse motor 52
The arrangement of M is regulated so that the relationship between the number of pulses of the pulse motor 52 and the rotation angle of the throttle shaft 2 is uniquely determined. Due to the fM configuration described above, the pulse motor 5
2 return side stop 1 - Adjustment screw 105 if the position is deviated
The adjustment can be easily made by simply turning the 1! from the outside, and the plug cap 106 allows the 1! By providing water and dust protection, it is possible to prevent 11. the viscosity and durability of the pulse motor 52 from being adversely affected.

In addition, a chamber 107 is provided in the branow head 45 vertically below the gear box 02, and this chamber 107 has first to third drain holes 108'a, 1
It communicates with the gear box 102, the inside of the pulse motor 52, and the atmosphere through 08b 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 caused by the first movement of the pulse motor 52 or engine operation, this moisture can be removed through the drain hole. Since the water can be led to the chamber 107 through the water holes 108a and 108b and further discharged into the atmosphere through the drain hole 108C, it is possible to appropriately prevent water and impurities contained therein from having a negative effect on the pulse motor 52 and the gear mechanism. can be defended. In addition, the presence of the chamber 07 prevents water from directly entering the pulse motor 52 etc. from the outside. /i +l is done. 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 gear box when suctioning water, and the above effect can be obtained with a minimum chamber volume.

The upper 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 563 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
This is a conventionally well-known device, 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 port/rad 61 extending outwardly through the movable mortar 57 is connected to the housing 57 via a retainer 80.The housing 57 is connected to the suction chamber 58. A suction pipe 81 is connected, and this suction pipe 81 is opened to the atmosphere through a jet 82 at its tip.Therefore, the connecting rod 61 is connected to the diaphragm 60 in a direction to increase the volume of the suction chamber 68. When attempting to drive the connecting rod 61, a force in the h° direction opposite to the driving direction is applied to the connecting rod 61 due to the action of the jet 82.

-Jj, A support bolt 62 having an axis parallel to the throttle shaft 2 is threaded onto the outer surface of the thrower I/ru body 1, and this support bolt 62 has a regulating lever 6.
3 and a forced activation lever 64 are rotatably supported. That is, the head 6 of the support bolt 62
2a and the throttle body 1 is provided with the head 62a.
In order from the side, a cylindrical collar 65 surrounding the support bolt 62, a disc-shaped regulation plate 66 that abuts the inner end of the collar 65, that is, the end closer to the throttle body 1, and the outer end, that is, the end farther from the throttle body 1. A cylindrical collar 67 surrounding the support bolt 62 with its end in contact with the regulating plate 66, and a regulating plate 68 interposed between the inner end of the collar 67 and the throttle body 1 are fitted in order. By tightening the support bolt 62 (-1), the collar 65, the regulation plate 66, the collar 67, and the regulation plate 68 are fixed to the support bolt 62.The regulation lever 63 holds the collar 65 coaxially. The surrounding cylindrical part 63a and the cylindrical part 63
The cylindrical portion 63a is rotatably supported by a collar 65 between the head 62a of the support bolt 62 and the regulating plate 66. The forced activation lever 64 consists of a cylindrical portion 64a coaxially surrounding the collar 67, and a drum portion 64b fixed to the inner end of the cylindrical portion 64a.
It is rotatably supported by a collar 67 between 6.68 and 68. Cylindrical portion 63a1 of forced lever 63 Forced activation lever 6
Dust seals 63C and 64C are provided on the sliding surfaces of the collars 65 and 67 at the inner and outer ends of the cylindrical portion 64a of No. 4, respectively, to prevent foreign objects from entering the sliding portions and to prevent people from entering the regulating lever 6.
3. The reliability of the operation of the forced activation lever 64 is improved.

The regulation lever 63 includes an adjustment screw 6 whose tip can come into contact with a contact arm 70 provided on the tenth strike motion lever 7.
The adjustment screw 6'9 and the abutting arm 70 are screwed together so that the advancing and retracting positions can be adjusted. - When the motion levers 7 rotate in the throttle valve closing direction 20, they come into contact with each other. Further, in the throttle body 1, an adjustment screw 71 that comes into contact with the contact arm 70 when the 10th stroke motion lever 7 is rotated to the position where the throttle valve 6 is fully closed is arranged so that the forward and backward positions can be adjusted. They are screwed together.

The other end of the connecting rod 6 of the dashpot 56 is connected to the regulating lever 6, and the connection mode is such that when the adjusting screw 69 is in contact with the connecting arm 70 of the 10th stroke When the lever 7 is rotated in the throttle valve 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 moved by the force of the spring 74 interposed between the throttle body 1 and the forced activation lever 64. It is designed to come into contact with. The spring 74 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 7 of the throttle valve 6 in the throttle valve opening direction 18,
The regulation lever 6'3 and the forced activation lever 64 are rotated by the spring 74 following the operation lever 8, and the dashbot 56
When the retainer 80 is in 1'1 contact with the inner surface of the housing 57 on the suction chamber 58 side, the adjustment screw 69 of the regulation lever 63
Then, the contact state of the contact arm portion 70 is released.

In FIG. 5, an operating lever 8 and a forced activation lever 6 are shown.
4, when the operation lever 8 in the upright position rotates in the direction 8 corresponding to the fully closed position of the throttle valve 6 (in the throttle valve opening direction), the forced activation lever 64 is forcibly rotated;
The tenth strike motion lever 7 via the regulation lever 63
Furthermore, a forced activation mechanism 75 for forcibly rotating the throttle shaft 2 in the throttle valve opening direction 18 is provided.

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 as to contact the phase tl- between the position of the operation lever 88 corresponding to the fully closed position of the throttle valve 6 and the position where the operation lever 88 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. has been done. On the other hand, the forced activation lever 64 is rotated in the throttle valve closing direction 20 within a range in which 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. 11. To prevent the occurrence of a situation in which the forced start lever turns too much in the throttle valve closing direction and the roller 77 rides on a part other than the cam surface 76 of the forced start lever 64.
Furthermore, the reliability of the operation of the forced activation lever 64 is improved.

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 stroke shaft 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. I am forced to do it.

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 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 amount of rotation of the throttle valve 2, that is, the throttle opening degree can be detected by the throttle opening degree detector 46, and the amount of rotation operation 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 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 the case of overturning, 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 closed position, the roller 77 comes into contact with the pressure receiving surface 76 and is driven, thereby rotationally driving the forced activation lever 64. 64 is transmitted to the regulating lever 63 which is in contact with the abutting arm 72 via the adjusting screw 73, and further the abutting arm 7° which is in contact with the six adjusting screws of the lever 6'3 of the regulation 11j. is transmitted to the tenth motion lever 7 having the following. Therefore, during 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 closed position becomes smooth.

1 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. ing.

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 7 [], the damping force of the dashpot 56 due to the increase in the volume of the suction chamber 68 becomes the first. It acts on the 10th stroke motion lever 7, and the rotational speed of the throttle shaft 2 and throttle valve 6 toward the closing side is moderately suppressed.

Further, when the operation lever 8 is rotated 2 degrees in the throttle valve closing direction, the detection shaft 27 connected to the accelerator operation amount detector 38 via the lever 30 may cause malfunction of the accelerator operation amount detector 38, etc. Assume that it does not rotate smoothly due to In this case, the engagement between the cam 31a or 31b provided on the operation lever 8 and the engagement pin 28b or 2"8b' provided on the 20th stroke lever 28 is released. Thus, the operation lever 8 can be rotated in the accelerator return direction 2o, and the throttle valve 6 can be reliably rotated toward the closing side.

When the throttle valve 6 is opened to the same opening degree as when the accelerator is operated, and the throttle valve 6 is closed for traction control, etc. and driven to the □ side, as in the case of a double series, the pulse motor 52' is activated. urge Due to the operation of the pulse motor 52, the throttle shaft 2 and the throttle valve 6 are moved to the engagement portions 21a, 21. b and the engagement portions 22a, 22b of the tenth stroke motion lever 7 can be rotated against the spring force of the tenth stroke spring 23 so that the engaging portions 22a, 22b of the tenth stroke motion lever 7 are separated, 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 in-vehicle engine control valve system according to the present invention is capable of reliably interlocking the control valve with the actuators when the actuator is activated. , : Prevents the occurrence of disturbances and uneven wear of gears.

[Brief explanation of drawings]

Fig. 1 is a front view of the throttle control according to the embodiment of the present invention, Fig. 2 is a view from 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 direction of the ■-■ arrow in FIG. 3, FIG. 6 is a partial perspective view of the receiver member 25b, and FIG. FIG. 3 is a sectional view showing an adjustment screw of an intermediate gear. 1... Throttle body, 2... Throttle shaft, 7
... 10th motion lever 8 ... Operation lever 9 ... Control lever 10 ... Collar 14 ... Bearing, 21a, 21b ... Engagement arm portion, 22a, 2
2b--engaging arm portion, 25a, 25b---receiving member,
25a', 25b'--Notch, 28--20th motion lever 28b, 28b22...1 Engagement pin, 31a, 31b...Cam, 63...Restriction lever 64...Forced Start lever 63c, 64c・
...Dust seal, 64d...Stopper 76, cam surface, 77...Roller, A...Lost motion mechanism, B...Cam mechanism.

Claims (1)

[Claims] A control valve device that has a control valve that controls the operating state of an in-vehicle engine, and in which a control lever that is interlocked and connected to an actuator is connected to the control valve shaft, which can rotate around the control valve shaft and move in the axial direction. a driven gear coupled to the actuator via an axially movable intermediate gear and engaged with the control lever, the driven gear and the intermediate gear being axially energized; A control valve device for an in-vehicle engine characterized by the following.