JPH0350342A - Control device for automotive engine - Google Patents

Abstract

PURPOSE:To guarantee the smooth operation of each spring by coaxially arranging a spring to energize a control valve shaft toward a valve close direction, and another spring to energize a lost motion lever toward a direction for engagement with an operation lever, respectively with the control valve shaft, and providing both ends of each spring with a cylindrical supporting member. 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 lost motion spring 23 is provided in a space between both levers 7 and 8 for energizing the levers 7 and 8 toward an engagement direction. In the aforesaid control device, a return spring 24 for energizing the operation lever 8 in a throttle valve close direction is fitted to the outside of the aforesaid spring 23. Furthermore, respective springs 23 and 24 are so arranged as to enclose the throttle shaft 2 between a supporting member 25a in contact with the lever 7 and another supporting member 25b in contact with a restriction plate 11, and externally so coupled to respective members 25a and 25b as to be freely slidable.

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 has been disclosed, for example, in Japanese Patent Application Laid-Open No. 6380034.
It is known from the publication no.

[Problem to be solved by the invention]

Incidentally, in such a control device, it is desirable that smooth rotational movement of the control valve shaft in response to accelerator operation is ensured.

Therefore, one object of the present invention is to provide a control device for an on-vehicle engine that ensures smooth rotational movement of a control valve shaft in response to accelerator operation.

[Means to solve the problem]

In order to solve the above problems, the present invention has a control valve for controlling the operating state of an intermediately mounted engine, is rotatably supported on a support body, and is supported 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 energized control valve shaft, and a control lever that is linked and linked to the actuator is connected to the control lever, and the control lever is connected to the control lever in a manner that is 5.7*J・-'. # A lost motion lever fixed to the control valve shaft is connected to a lost motion lever that engages the operating lever when the operating lever rotates in the control valve closing direction. In an in-vehicle engine control device equipped with a lost motion spring that biases the control valve, the spring that biases the control valve shaft in the direction of closing the control valve and the lost motion spring are formed in a coil shape, and the spring that biases the control valve shaft in the closing direction of the control valve is formed in a coil shape. Two cylindrical receiving members are supported at both ends of the spring that biases the control valve in the closing direction and the lost motion spring, and these receiving members are fitted externally to the sliding springs. 11. are butted against each other in the axial direction of the control valve shaft. Provides a control device for an on-board engine.

[Effect]

As described above, in the present invention, a spring that biases the control valve shaft in the closing direction of the control valve and a lost motion spring are formed in a coil shape, and the spring biases the control valve shaft in the closing direction of the control valve. There are two cylindrical receiving members on both ends of the spring biased in the direction and the lost motion spring, into which these springs are slidably fitted.
Since the receiving members abut against each other in the axial direction of the control valve shaft, both springs deform during operation. It is rainproof from getting caught in the rain. Therefore, the two springs operate smoothly in response to the acceleration °ψ operation, and the control valve shaft rotates smoothly in response to the operation.

〔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 supports J and 'Vk via bearings 3 and 4, and an intake passage formed in the throttle body is attached to the throttle shaft 2. 5 is accompanied by a butterfly type throttle valve 6 that opens and closes the valve.

Both ends of the throttle shaft 2 protrude from the throttle body 1 on both sides, and a 10th stroke motion lever 7 is fixed to one end (the left end in FIG. 3) of the throttle IIIdI 2 that protrudes from the throttle body 1. , I/ψ operating bar 8 is rotatably supported. In addition to the throttle shaft 2 protruding from the throttle body 1,
At the end of ゛ (right end in Fig. 3) there is a control lever 0 or fixed Zf.
has been done.

An engaging portion 2a is formed at the one end of the throttle holder 2 protruding from the throttle body 1. The engaging portion 2a has one flat surface H along the axis. The engaging portion 2a includes a circular knee-shaped collar 10 whose inner end abuts against the bearing 3 in order from the inner end, that is, the end closer to the throttle body 1, to the outer end, that is, the end far from the throttle body 1. , a disc-shaped regulation plate 11 that is in contact with the outer end of the collar 10 , a cylindrical collar 12 whose inner end is in contact with the regulation plate, and a tenth strike motion lever 7 that is in contact with the outer end of the collar 12 . are fitted. A nut 13 is screwed onto the outer end of the throttle 1lid+2 protruding from the tenth stroke motion lever 7, and includes a collar 10, a regulating plate 11, a collar 12, and a first
The zero stroke lever 7 is fixed to the throttle lever 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 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 6 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 support 2, and the cylindrical portion 8a of the operating lever 8 was pivotally supported to the collar 10 via the bearing 14. Even if the throttle lever 2 is stopped, the operating lever 8 can be rotated integrally with the throttle lever 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.
8 is energized in the direction 20 in which the throat valve closes.

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 strike 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 steering wheel bar 8. The lost motion mechanism A includes engagement arms 21a and 21b provided on the drum portion 8b of the operating lever 8, and engagement arms 21a and 21b provided on the tenth strike motion lever 7 to engage with the engagement arms 21a and 21b, respectively. The joint arms 22a and 22b, the operation lever 8 and the tenth
It consists of a tenth motion spring 23 interposed between the strike motion lever 7, and engaging arm portions 21a, 22a.
are biased in the direction of mutual engagement by the tenth motion spring 2'.

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

10th strike motion spring 23 and second return spring 24
is formed in a coil shape, and is disposed coaxially surrounding the collar 12 between the receiving member 25a in contact with the tenth strike motion lever 7 and the receiving member 25b in contact with the regulating plate 11. . The receiving members 25a and 25b are collar 1
The tenth motion spring 23 is arranged inwardly of the receiving members 25a and 25b, and the second return spring 24
are fitted onto the outer cylinders of the receiving members 25a and 25b, respectively. The double cylindrical portions of the receiving members 25a and 25b include a sixth
As shown in the figure, one J notch 258'25b' extending in the axial direction is formed in the circumferential direction, and the surfaces of the inner and outer cylinders are connected to the lost motion spring 2'3 and the second return spring 2.
Lost motion spring 23 due to the reduction of the contact area of 4.
This is intended to reduce the sliding resistance of 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 example,
As shown in FIG. 3, the receiving members 25a and 25b are separated in the axial direction of the throttle shaft 2, but the receiving part +4'2
5a and 25b may be butted against each other in the axial direction of the throttle lever 2. By butting them together, the occurrence of the 111 situation in which both springs are bitten into the phase lI- due to the deformation of the loss I motion spring 23 and the second return spring 24 during operation is prevented.

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, when the operating lever 8 is operated by the accelerator, the first and second return springs IQ 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. , 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 portions 21a and 21b engage with the engaging arm portions 22a and 22b, respectively, thereby causing the tenth stroke lever 7 and the throttle shaft 2 to close the throttle valve. It rotates in the closing direction 20. As mentioned above, the operation lever 8 and the lost motion lever are such that even if one of the engaging parts becomes unable to engage due to some reason, the other engaging part will prevent the operation lever 8 and the lost motion from occurring. The engagement of the lever 7 is ensured. In other words, the reliability of rotation of the throttle lever 2 by the rotation operation of the operating lever 8 is improved.

A bracket 26 is attached to the throttle body 1 on the right side. The bracket 26 is formed with a circular support part 26a that shares an axis line with the throttle body 2, and the detection side 127 is rotatably supported by the cylindrical support part 26a. The detection shaft 27 includes a 20th strike motion lever 2 that is interlocked and connected to the operating lever 8.
8 is supported by the rotary 11J function. Approximately η! A male screw portion 27a having a small diameter cross section is formed coaxially with a step portion 27b interposed therebetween. Ajlne (7th part 27 a is to')
The detection lever 20, which is connected to the 20-stroke injector 28, is passed through the detection lever 20, which can be connected to the 9 The detection lever 29 is identified to the detection shaft 27 by pressing against the portion 27b.

The 20th I/motion lever 28 has a circular α section 28a surrounding the detection shaft 27, and a circular plate formed at the inner end of the I'l i:rj section 28a, that is, at the end closer to the throttle body 1. The circle i of the bracket 26:
:i It is mounted on 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 so as to rotate by +1J. The disk portion 28b of the 20th strike motion lever 28 and the tram portion 8b of the operating lever 8 are interlocked and connected via the cam mechanism B to the phase +7-. This cam mechanism B is 1'l tl*
An engaging pin 28 b + + provided on the arm portion 28 b extending toward the end side of h' far from the outer end side of the portion 28 b , that is, the throttle body], and an engaging pin 28 b .

The first cam '3 protrudes from the outer end side of the drum portion 8b, that is, the end side of Jj far from the throttle body 1, to engage with the first cam '3]
a, an engagement pin 28b22 provided on an arm 28b2 protruding from the inner end of the disk portion 28b, that is, the end closer to the throttle body 1, and an engagement pin 28b22 provided in the inner end of the drum portion 8b to engage with the engagement pin 8b22. A second cam 3lb protrudes from the end side, that is, the end side closer to the throttle body 1.The cam mechanism B includes a 20th stroke motion lever in response to rotation of the operating lever 8 in the throttle valve opening direction 18. The levers 8 and 28 are rotated in the direction of the accelerator as shown by the arrow 28.
This is a stringed harp. PJM machine ++St B I
In this case, unlike in the case of a lot link, the driving joint, that is, #, ¥: ('l lever 8 and the driven joint, that is, the 20th strike motion lever 28 or i'fl 181 Li'
Therefore, a high degree of freedom can be obtained when installing the interlocking/coupling mechanism between the two.

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 is small, the cam 31a is used, and when the rotation angle is large, the cam 31b is used. Via the 20th strike motion lever 28
is rotated in the accelerator direction 32, so a linear relationship between the rotation of the operating lever 8 and the rotation of the 20th strike motion lever 28 is ensured. In this example, the number of cams is two, but by providing more cams,
Rotation of the operating lever 8 and the 20th strike motion lever 28
The linear relationship between the rotations of can be further enhanced.

As shown in FIGS. 1 and 2, the bracket 26 includes an engagement pin 31 having an axis extending downward from the cylindrical support portion 26a.
-3 is implanted, and the engagement 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 direction of the force in the direction of the force. The 20th motion spring 35 is formed into a coil shape surrounding the 11-cylinder support part 26a, and one end 35a of the 20th motion spring 35 is connected to the detection lever 29.
The other end 35a is engaged with the engagement pin 33.

The disc portion 28b of the 20th I 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 engagement portion 37 is connected to the engagement portion 36 by a 20th motion spring 35 interposed between the detection lever 29 and the engagement pin 33.
energized in the direction of engagement.

Therefore, the throttle valve direction of bar 8 is 1.ψ.
8, the 20th motion lever 2
8 or rotate in the accelerator direction 32, the engaging part '16.3
7, the detection lever 29 rotates in the accelerator direction 20 while overcoming the biasing force of the 20th strike motion spring 35, and the operating lever 8 rotates in the throttle valve closing direction 20.
When the two detection levers are rotated to the accelerator return direction 34, the two detection levers push the 20th stroke motion lever 28 under the force of the 20th stroke motion spring 15 and spring 35, and rotate in the accelerator return direction 34.
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 operation of the accelerator F4. 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 is used to operate the accelerator. It is connected to a quantity detector 38 .

The other end of the throttle shaft 2 protruding from the throttle body 1 is fixed to the throttle body 1 and is pivotally supported by a cylindrical collar 41 whose inner end is in contact with the bearing 4. The control lever 9 is fixed to the protruding end of the protruding throttle lever 2. Also color 41
A wave gear 43 is rotatably supported via a bearing 42 . With this configuration, even if the bearing 42 becomes stiff, the wave gear 43 can be rotatably supported on the throttle shaft 2. For example, when the driven gear 64 is supported on the throttle shaft via a bearing, the throttle shaft and the driven gear become one body due to the hardening of the bearing, and the wave gear and other gears connected thereto become one. etc. act as resistance, making it impossible to rotate the throttle shaft, that is, rotate the throttle valve. However, with the above-mentioned configuration (I11), such a °j1° state can be avoided. By configuring the throttle body 1 separately from the throttle body 1, the former can be made of a more appropriate material different from the latter, such as a wear-resistant material, and even if bearing occurs in the collar 41, it is easy to replace only the collar 41. Can perform repairs.

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.
It is rotationally biased in the throttle valve opening direction 18 by a return spring 44 .

Further, the outer surface of the driven gear 43, that is, the end on the far side from the throttle body 1, is in contact with a regulation k 101 fixed to the collar 41, and the driven gear 4' is in contact with the third spring 44 in the axial direction. is energized and thrust-supported by the regulating plate 101, so that its axial position is regulated.

A bracket 45 is fixed to the outer surface of the throttle body 1, and a gear box 102 is configured between the bracket 45 and the wave gear 43, as well as four intermediate gears and a drive gear 54, which will be described later. There is.

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 fixed lever 47 is connected to the control 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 thrower body and the bracket 45, and this support shaft 48 engages the driven gear 43 and the
An intermediate gear 49 is supported by a rotary motor (I) via a bearing 50. A spring 51 is interposed between the intermediate gear 49 and the outer surface of the throttle body 1, and the intermediate gear 49
9 is biased in the direction of the axis (J) by a spring 41, and the bracket 45 is supported by the thrust I, so that its position in the axial direction 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 both gears 43 and 49 so that their directional positions match, both gears 4
3.49 can be reliably engaged over the entire tooth surface, thereby preventing noise and uneven gear wear.

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, by supporting the output shaft 53 of the pulse motor 52 with the bracket 45, the motor flange, which was conventionally required as a part of the pulse motor, can be omitted, and by reducing the number of parts, the throttle body Manufacturing costs can be reduced. 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 40 is meshed with the drive gear 54. Therefore, the output shaft 5' of the pulse motor 52 is connected to the throttle shaft 2 via the drive gear 54, the intermediate gear 40, the driven gear 43, and the control lever 9 engaged with the wave gear 43. That is, by operating the pulse motor 52 when the throttle shaft 2 is rotated by the 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. dynamically driven.

In this case, as described above, the wave gear 43 is always rotationally energized in the throttle valve opening direction by the 0 '3 gray spring 44, so as the pulse motor 44,
If a pulse motor of a type that has a holding torque even when not energized is used, the pulse motor 52 is energized in the opposite direction to its operating direction, thereby reducing the torque between the output shaft 53 of the pulse motor 52 and the driven gear 43. Backlash can be eliminated. 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 acts on the throttle valve 6 when the pulse motor 52 is not operating. do not. 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.

In addition, the throttle valve 6 is operated by the pulse motor 52.
When the throttle shaft 2 is rotated in the closing direction, the throttle shaft 2
Since the engaging arm brackets 21 and 22 are rotated in the throttle valve closing direction 20 without being separated from each other against the spring force of the strike motion spring 23, 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 45 at a position facing the four intermediate gears, and an adjustment screw 105 of the intermediate gear 49 is screwed into this four part 104. and an adjustment screw on the fourth part 104]
A plug cap 106 is fitted to cover 05. The adjustment screw 105 is adjustable in forward and backward positions, and its tip comes into contact with the four intermediate gears at predetermined positions in the circumferential direction to regulate the return side stop position of the pulse motor 52. 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-described 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. Therefore, it is possible to prevent the viscosity, durability, etc. of the pulse motor 52 from being adversely affected.

Further, the bracket 45 is provided with a chamber 107 on the vertical side of the gear box 102, and this chamber 107 has first to third drain holes 108a, 108b.
and 108c, communicate with the gearbox 102, the inside of the pulse motor 52, and the motor, respectively. With such a configuration, even if moisture in the air condenses inside the gear box 102 or the pulse motor 52 due to the operation of the pulse motor 52, engine operation, or temperature changes that occur by 1/9, this moisture can be removed through the drain hole. 108a and 108b to the chamber 107, and further drained through the drain hole 108c, moisture and impurities contained in it can be removed.
, 5'- can be properly prevented from having an adverse effect on the pulse motor 52 and the gear mechanism.In addition, the chamber 107 can prevent water from directly entering the pulse motor 52, etc. from the outside. By doing this, uh+l is obtained.Furthermore,
The volume of this chamber 107 is set to a volume commensurate with the amount of respiration within the gear box 102 (for example, the volume of the chamber 107 is
By setting 2' to approximately one-third of the space volume inside the gearbox, it is possible to prevent water from being sucked into the gearbox when the inside of the gearbox gets cold and draws in outside air. The above effects can be obtained.

The upper wall of the bracket 45 is further provided with a ventilation hole 109 that communicates with the gear box 102. It's liberated. The ventilation hole 109 ensures ventilation inside the gearbox 102, and the filter prevents water, fuel, dust, etc. from entering the gearbox 02 and the pulse motor 52 leading thereto through the ventilation hole 109. can.

In addition, since the vent hole 109 functions as a vent hole when draining water, this water draining effect can be smoothly carried out. -I can understand. In this case, if the drain hole 108c and the ventilation hole 09 are set to OFF, the water draining action can be carried out 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 by the throttle lever 2 in the throttle valve closing direction 20 in the vicinity of 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 which divides the interior of the housing 57 into a suction chamber 58 and five atmospheric pressure chambers. In the center there are housings 57 on the sides of the five atmospheric pressure chambers.
A connecting rod 6 passing through the moving day (1) and extending outward
1 are connected via a retainer 80. A suction shield 81 communicating with the suction chamber 58 is connected to the housing 57, and this suction pipe 81 has a jet 82 at its tip.
has been released to popularity through. Therefore, the suction chamber 68
When attempting to drive the connecting rod 61 to deflect the diaphragm 60 in the direction of increasing the volume of the jet 82
, the connecting rod 61 has a direction h opposite to its driving direction.
A force in the opposite direction will act.

On the other hand, a support bolt 625 is screwed onto the outer surface of the throttle body 1, and the support bolt 625 has an axis parallel to the throttle body 2, and this support bolt 62 has a regulation lever 6'3 and a forced activation lever 64. is supported by rotation ijJ function. That is, the head 62a of the support bolt 62
and the throttle body 1, a cylindrical collar 65 surrounding the support bolt 62 is provided in order from the head 62a side.
, a disc-shaped regulating plate 66 that is in contact with the inner end of the collar 65, that is, the end closer to the throttle body 1; 62, and the inner end of the collar 67 and the throttle body 1.
By tightening the support bolts 62 (-1), the regulating plates 68 interposed between the collars 68
5. A regulating plate 66, a collar 67, and a regulating plate 68 are fixed to the supporting bolt 62. The regulation lever 63 is
A cylindrical portion 6'3a that coaxially surrounds 5 and a cylindrical portion 6'3a.
A drum part 63b is fixed to the outer end of the cylindrical part 63b, and the cylindrical part 63a is connected to the head 62a of the support bolt 62 and the regulating plate 66.
The activation lever 64 has a cylindrical portion 64a that coaxially surrounds the collar 67, and a cylindrical portion 64a that coaxially surrounds the collar 67. The cylindrical portion 64a is rotatably supported by a collar 67 between the regulating plates 66 and 68.The cylindrical portion 63a of the forced lever 63 and the forced activation lever Dust seals 63c and 64c are provided at the inner and outer ends of the cylindrical portion 64a of the cylindrical portion 64 on the sliding surfaces with the collars 65 and 67, respectively, to prevent foreign matter from entering the sliding portion 1, and to prevent the restriction lever 63 and the forced activation lever. 64 is intended to improve the reliability of its operation.

The regulation lever 6' is connected to the tenth motion lever 7.
Six adjustment screws whose tips can come into contact with the abutment arm 70 of 11 are screwed together so that the forward and backward positions can be adjusted for one week, and the adjustment screws 69 and the abutment arm 70 are The tenth stroke levers 7 are brought into contact with each other by rotating in the throttle valve closing direction 2(). Further, the throttle body 1 is equipped with a tenth stroke motion lever 7 or an adjustment screw 71 that contacts the contact arm 770 when the throttle valve 6 is rotated to the fully closed position, so that the forward and backward positions can be adjusted. They are screwed together.

The other end of the connecting rod 61 of the dashbot 56 is connected to the regulating lever 6', and the manner of connection is such that when the adjusting screw 69 is in contact with the contact arm 7o, the tenth stroke motion lever 7 When the valve is rotated in the throttle valve closing direction 20, the diaphragm 6o 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 11 contact arm 72, and the tip of the 11 contact arm 72 is in contact with an adjustment screw 7'3 that can adjust the forward and backward positions by +1J and regulate it. It is screwed onto lever 6-3. Contact arm 72 and adjustment screw 7
3 is the ill Ii'
The spring 74 is activated by the force activation lever 6 due to the contact between the contact arm 72 and the adjustment screw 7'3.
It exerts a force to urge the 10th stroke motion lever 7 in the thrower valve opening direction 18 via the regulating lever 63 in contact with the throttle valve 8 or the throttle valve. When the throttle valve 6 is rotated from the fully closed position in the throttle valve opening direction 18, the regulation lever 6' and the forced activation lever 64 are rotated following the operating lever 8 by the spring 74, and the retainer 8o of the dashpot 56 is rotated. When the adjustment screw 69 of the regulating lever 6'3 contacts the inner surface of the housing 57 on the side of the suction chamber 58, the contact between the adjusting screw 69 of the regulating lever 6'3 and the abutting arm 7o is released.

In FIG. 5, an operating lever 8 and a forced activation lever 6 are shown.
Between 4 and 4, an operating lever 8 located at a position corresponding to the fully closed position of the throttle valve 6 in the Z direction 18
, the forced activation lever 64 is forcibly rotated, and the tenth strike motion lever 7 and the throttle shaft 2 are moved in the throttle valve opening direction 1 via the regulation lever 63.
8 is provided with a forced activation mechanism 75 for forcibly moving the same.

The forced activation mechanism 75 has a cam surface 76 provided on the side surface of the forced activation lever 64, and a throttle shaft 2 that moves along the cam surface 76.
It consists of a roller 77 that is pivotally supported by the lever 8. The cam surface 76 and the roller 77 are connected to the throttle valve 6 of the operating lever 8.
There is a phase difference between the position corresponding to the fully closed position and the position where the throttle valve is slightly rotated in the direction 18 from that state.
The cam surface 76 is set to contact I.
・In response to the rotation of the Y operating bar 8 from the fully closed position to the thrower I/LE valve opening direction 18, the forced activation lever 64 is rotated in the throttle valve opening direction]8 via the roller 77. It is formed. 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 maintained in contact by a stopper 64d fixedly provided outward of the throttle body 1. The forced start lever rotates too much in the throttle valve closing direction and rides on the roller 77 or a part other than the cam surface 76 of the forced start lever 64, resulting in the occurrence of the "11 condition p/I+l", which in turn causes the forced start lever 64 to operate. The aim is to improve the reliability of

Next, to explain about f'1 in this embodiment, when the operation lever 8 is rotated in the throttle valve direction 8 by operating the accelerator with the operation of the pulse motor 52 stopped, the engagement occurs. Arm portion 21a.

2] By the engagement of b, 22a, and 22b, the tenth motion lever 7, that is, the throttle lever 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 the desired opening degree. It moves me.

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 wave 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 portion 36°'37. That is, the detection axis 27 is in the accelerator operation direction 32.
Rotate to. Therefore, it is possible to detect the amount of rotation of the thrower I-le shaft 2, that is, the throttle opening using the throttle opening detector 46, and to detect the amount of rotation of the control lever 8, that is, the amount of accelerator operation using the accelerator operation amount detector 38. can.

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,
Operation lever 8 via lost motion machine j+sr A
Even if the tenth switch I/motion lever 7 is interlocked and connected, the starting force of the throttle shaft 2 is insufficient, and the initial rotational movement of the throttle shaft 2 may not be smooth. In such a case, the initial rotational movement of the thrower I/Rusuke 2 is forced by the action of the forced activation mechanism 75. 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. Rotation of the activation lever 64 or contact arm portion 72
The force is transmitted to the regulating lever 63 that is in contact with the regulating lever 63 via the adjusting screw 73, and is further transmitted to the tenth strike motion lever 7 that moves the contact arm portion 70 that is in contact with the six adjusting screws of the regulating lever 63. Ru. 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. .

Further, when the throttle valve 6 is rotated to the opening degree by the operating lever 8, the spring forces of the first and second return springs IQ 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 2 [], 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 7 ( ), the damping force of the dashpot 56 due to the increase in the volume of the suction chamber 68 becomes the first. 10 act 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.

Also, when the lever 8 rotates in the throttle valve closing direction 20'3'4, the detection shaft 27, which is connected to the accelerator operation amount detector 38 via the lever '3Q, Assume that the operation amount detector '38 does not rotate smoothly due to f'I malfunction.In this case, the cam 31a or 31b provided on the operation lever 8 and the cam 31a or 31b provided on the 20th stroke motion lever It is possible to release the engagement with the engagement pin 28b or 28b, 2 and rotate the operation lever 8 in the accelerator return direction 20, thereby ensuring that the throttle valve 6 is It can be rotated to the closed 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 closed side for traction control or the like, the pulse motor 52 is operated. . By the operation of the pulse motor 52, the throttle lever 2 and the throttle valve 6 are moved into the tenth stroke motion so that the engaging portions 21a, 21b of the operating lever 8 and the engaging portions 22a and 22b of the tenth stroke lever 7 are separated from each other. It can be rotated against the spring force of the springs 2 and 3, and the throttle valve 6 can be closed and driven in the Jj direction regardless of the accelerator operation.

Although the present invention has been described in detail above, the present invention is not limited to the above-mentioned embodiments, and various modifications can be made within the scope of the invention described in the claims. Needless to say.

〔Effect of the invention〕

As explained above, in the present invention, the spring that biases the control valve shaft in the direction of closing the control valve and the lost motion spring are formed in a coil shape, and this is attached to the control valve shaft. Two cylindrical receiving members are supported at both ends of the spring biased in the closing direction of the control valve and the lost motion spring, into which these springs are slidably fitted. Since they are butted against I+4, both springs are prevented from being deformed and biting into the phase lf +I',
be done.

Therefore, the two springs operate smoothly in response to the accelerator operation, and the control valve shaft rotates smoothly in response to the operation. Therefore, according to the present invention, there is provided a control system for an on-vehicle engine that guarantees the circular f'1 movement of the control valve in response to accelerator operation.

'35

[Brief explanation of drawings]

FIG. 1 shows a throttle control device according to an embodiment of the present invention.
]: Side view, Figure 2 is a view in the direction of the ■ arrow in Figure 1, Figure 3 is a cross-sectional view of the line ■-■ in Figure 2, Figure 4 is a view in the direction of the ■ arrow in Figure 2, Figure 5 25b is a view from the V-■ arrow in Figure 3, and Figure 6 is the receiving part.
FIG. 7 is a sectional view with the adjustment screw of the intermediate gear removed. 1. Throttle body, 2. Throttle tube, 7.
...10th strike motion lever 8...operation lever 9
...Control lever ]0・Collar 14...Bear nonk, 21a, 21b...Engagement arm part, 22a, 221)
,,, engaging arm portion, 25a, 25b-=receiving member, 25a
' , 25b' - Notch, 28... 20th strike motion lever 28b, 28b22... 1 Engagement pin, '31a, '31b... Cam, 63...
Regulation lever 64・Forced activation lever 63c, 64c・
...Dust seal, 64d...Stopper 76, Cam, 77...Roller, A...Lost motion mechanism, B. Cam F8 (1-1゜'-36 Fig. 4 Fig. Funeral diagram Fig.

Claims (1)

[Claims] An operating lever interlocked with accelerator operation is mounted on a control valve shaft that is rotatably supported on a support body and is biased by a spring in the closing direction of the control valve. A control lever is rotatably supported and interlocked and connected to the actuator, and the control lever and the control valve shaft are adapted to engage with the control lever in response to rotation of the control lever in the control valve closing direction. In an in-vehicle engine control system, a lost motion spring is interposed between the control lever and the lost motion lever, which biases the control lever and the lost motion lever in the direction of engagement. A spring that biases the control valve in the closing direction and a lost motion spring are formed in a coil shape, and these springs slide on both ends of the spring that biases the control valve in the closing direction and the lost motion spring. 1. A control device for an on-vehicle engine, characterized in that two cylindrical receiving members that can be externally fitted are supported, and the receiving members are butted against each other in the axial direction of a control valve shaft.