JPH0350344A - Throttle control device for automotive engine - Google Patents

Abstract

PURPOSE:To enhance the dependability of operation by providing a forced turning lever forcibly turned upon turning an operation lever toward a throttle valve open direction, turning a throttle shaft via the turn of the forced turning lever, and restricting the turning thereof in an opposite direction. 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 this case, a forced startup lever 64 is pro vided, and this lever 64 and the operation lever 8 are are interlocked with each other via a forced startup mechanism 75 comprising a cam surface 76 and a roller 77 for turning the lever 64 when the operation lever 8 at a position corresponding to the full close position of the throttle valve 6 is turned toward a valve open direction, and for thereby turning the throttle shaft 2 toward a valve open direction via the lever 7. Also, the turning of the lever 64 toward an opposite direction is restricted to be within the predetermined angle with a stopper 64d.

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 throttle control device for an on-vehicle engine that includes a lost motion spring that urges an operating lever and a lost motion lever in a direction to engage them.

[Conventional technology]

Conventionally, such a device is known, for example, from Japanese Patent Application Laid-Open No. 6380034.

[Problem to be solved by the invention]

By the way, in such a throttle control device, in the initial stage when the throttle valve is rotationally driven in the throttle valve opening direction from its fully closed position, the operating lever and the lost motion lever are simply interlocked and connected via the lost motion spring. In this case, the starting force of the throttle shaft is insufficient, and the initial rotational movement of the throttle shaft may not be smooth.

Therefore, an object of the present invention is to forcibly move the lost motion lever from the throttle valve fully closed position to the throttle valve opening direction in response to the initial rotational movement of the operating lever from the throttle valve fully closed position to the throttle valve opening direction. An object of the present invention is to provide a throttle control device for an on-vehicle engine, which is equipped with a mechanism for initial rotation and whose operation reliability is as high as possible.

[Means to solve the problem]

In order to solve the above problems, the present invention has a butterfly-type throttle valve, is rotatably supported on a support body, and is provided with an accelerator on a throttle shaft that is biased by a spring in the closing direction of the throttle valve. An operating lever that is linked to the operation is supported so as to be relatively rotatable, and is also connected to a control lever that is interlocked and connected to the actuator. In a throttle control device for an in-vehicle engine, a lost motion spring is interposed between a lost motion lever fixed to a throttle shaft to engage an operating lever and a lost motion spring that biases the operating lever in a direction to engage the lost motion lever. The forced start lever is rotatably supported on a shaft parallel to the throttle shaft fixed to the support, and the forced start lever and 1. In order to rotate the forced activation lever in one direction in response to the initial rotational movement from the throttle valve opening direction, a cam mechanism consisting of a roller provided on the operating lever and a cam surface provided on the forced activation lever is used. The forced start lever and the lost motion lever are connected so that in response to rotation of the forced start lever in one direction, the loss I/motion lever initially rotates from a position corresponding to the fully closed throttle valve in the direction of opening the throttle valve. The present invention provides a throttle control device for an on-vehicle engine in which the support body is further provided with a stopper for restricting rotation of the forced activation lever in a direction opposite to the one direction to a predetermined angle.

[Effect]

As described above, in the present invention, the forced start lever is rotatably supported on a shaft parallel to the throttle shaft fixed to the support, and the forced start lever and the operating lever are connected to each other when the throttle valve of the operating lever is fully closed. A cam mechanism consisting of a roller provided on the operation lever and a cam surface provided on the forced activation lever so that the forced activation lever rotates in one direction in response to the initial rotation movement from the corresponding position in the throttle valve opening direction. The forced start lever and the lost motion lever are connected together so that when the forced start lever is rotated in one direction, the lost motion lever does not initially rotate from a position corresponding to the throttle valve fully open in the throttle valve opening direction. Therefore, when the operating lever rotates to rotate the throttle valve from its fully open position, the roller contacts the cam surface and rolls, causing the forced activation lever to rotate, and loss occurs in response to this rotation. The tomosion lever is forcibly rotated, and the initial rotational movement of the throttle shaft and thus the throttle valve from the fully closed position becomes smooth. Furthermore, since the support body is provided with a stopper that restricts the rotation of the forced activation lever in the opposite direction to a predetermined angle, it is possible to prevent the roller from riding on a part of the forced activation lever other than the cam surface. The occurrence of this phenomenon is reliably prevented, thereby increasing the reliability of the operation of the cam mechanism as much as possible.

〔Example〕

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

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

At the one end of the throttle shaft 2 protruding from the throttle body 1, an engaging portion 2a having one flat surface is formed along the axis. The engaging portion 2a includes a cylindrical collar 10 whose inner end is in contact with the bearing 3, and a collar in order from 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
are engagement arms 21a and 21b provided on the drum portion 8b of the operation lever 8, and engagement arms provided on the tenth stroke motion lever 7 to engage with the engagement arms 21a and 21b, respectively. The engaging arm portions 21a, 22a are made of It is biased in the direction of engagement.

Further, a second return spring 24 is interposed on the outside of the tenth stroke 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 10th strike 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 member 25a, 25b. They are fitted onto the outer cylinders of 25a and 25b, respectively. As shown in FIG. 6, a plurality of notches 25a', 25b' extending in the circumferential direction and the axial direction are formed in the double cylindrical portions of the bearing portions +4' and 25a and 25b, respectively, so that they meet the surfaces of the inner and outer cylinders. The lost motion spring 23 and the second return spring 23 due to a decrease in the contact area of the lost motion spring 23 and the second return spring 24
This is intended to reduce the sliding resistance of the 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. Note that in this embodiment, as shown in FIG.
25b is separated in the axial direction of the throttle shaft 2,
For the receiver, the members 25a and 25b may be butted against each other in the axial direction of the throttle shaft 2. By butting them together, it is possible to prevent the lost motion spring 23 and the second return spring 24 from being jammed into each other due to deformation during operation.

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 19 are
．． When the throttle shaft 2 is rotated in the throttle valve opening direction 18 against the biasing force of the tenth stroke motion spring 23, 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. Rotates in two directions to open the throttle valve 6. Further, when the operating lever 8 is rotated in the throttle valve closing direction, the engaging arm portion 21a.

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

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

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

The 20th stroke motion lever 28 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. It 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 includes a disk portion 28
An engagement pin 28b provided on an arm portion 28b1 extending from the outer end side of b, that is, the end side far from the throttle body.
1□ and the drum portion 8b to engage with the engagement pin 28b1.
The first cam 31a extends toward the outer end of the disk portion 28b, that is, the end that is far from the throttle body, and the arm portion 2 extends toward the inner end of the disc portion 28b, that is, the end that is closer to the throttle body.
8b, and a second cam 31b protruding from the inner end of the drum portion 8b, that is, the end closer to the throttle body, to engage with the engaging pin 28b22. The cam mechanism B connects the levers 8 and 28 in order to rotate the 20th stroke motion lever 28 in the accelerator direction indicated by the arrow 32 in response to the rotation of the 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, that is, the operation lever 8, and the driven joint, that is, the 20th stroke motion lever 28, can be separated, so there is a high degree of freedom in designing the interlocking and connecting mechanism between them. degree is obtained.

5 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.
Since the 20th strike motion lever 28 is rotated in the accelerator direction 32 via the lever 1b, 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, it is possible to further improve the linear relationship between the rotation of the operating lever 8 and the rotation of the 20th stroke motion lever 28. can.

As shown in FIGS. 1 and 2, the bracket 26 has an engaging pin 3 having an axis parallel to the cylindrical support portion 26a.
3 is implanted, 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. There is. The 20th motion spring 35 is formed into a coil shape surrounding the cylindrical support portion 26a, one end 35a of which engages with the detection lever 29, and the other end 35a engages with the engagement pin 33.

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

Therefore, when the 20th stroke motion lever 28 is rotated in the accelerator direction 32 as the operating lever 8 is rotated in the throttle valve opening direction 18, the detection lever 29 is moved to the 20th stroke motion by the engagement of the engaging portion 36.37. Spring 3
While overcoming the auxiliary forces of 5, it rotated in the direction of the accelerator 32,
Further, when the operating lever 8 is rotated in the throttle valve closing direction 20, the detection lever 29 is rotated in the accelerator return direction 34 while pushing the 20th stroke motion lever 28 under the biasing force of the 20th stroke motion spring 35. I decided to do it,
The detection lever 29 and, in turn, 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 3 is mounted on the bracket 26 opposite the inner end of the detection shaft 27, that is, the end closer to the throttle body 1.
8 is fixed, and a lever 39 fixed to the inner end of the detection shaft 27 is connected to an accelerator operation amount 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 integrated due to the fixation of the bearing, and the driven gear and other gears connected thereto. This creates resistance, making it impossible to rotate the throttle shaft, that is, rotate the throttle valve. However, with the above-described configuration, this situation can be avoided. Furthermore, by configuring the collar 41 separately from the thrower I/rubody 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, the collar 41 Repairs can be easily performed by simply 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, 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.

9 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 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 lever 9.

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

A support shaft 48 having an axis parallel to the throttle shaft 2 is supported between the throttle body 1 and the bracket 45. An intermediate gear 49 that meshes with the driven gear 43 has a bearing 50 on the support shaft 48. It is rotatably supported through. A spring 51 is interposed between the four intermediate gears and the outer surface of the throttle body 1, and the intermediate gear 49 is energized in the axial direction by the spring 041, and the bracket 45 is thrust-supported. Axial position is restricted.

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° 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 manner, 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 opening direction by the third return spring 44, so the driven gear 43 acts as a pulse motor 44 and 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 throttle valve 6 is rotated in the closing direction by the operation of the pulse motor 52, the throttle shaft 2 resists the spring force of the tenth motion spring 23 and moves the engaging arm brackets 21 and 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 453 at a position facing the intermediate gear 49, and the intermediate gear 4 is attached to this four part 104.
An adjustment screw 105 of No. 9 is screwed together, and a plug cap 106 is fitted into the fourth part 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 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 protects the inside from water and dust, thereby reducing the viscosity 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. , are in communication with the inside of 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 introduced into the chamber 107 through the drain hole 108c and discharged into the atmosphere through the drain hole 108c, moisture and impurities contained therein can be appropriately prevented from having an adverse effect on the pulse motor 52 and gear mechanism. In addition, the presence of the chamber 107 prevents water from directly entering the pulse motor 52 and the like from the outside.

Furthermore, the volume of this chamber 107 is
By setting the value 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), when the inside of the gearbox gets cold and outside air is sucked in, water can be Inhalation can be prevented and the above effects can be obtained with a minimum chamber volume.

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

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

A dashpot 56 is supported and fixed on 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 in the vicinity of the fully opened position. There is. This dashpot 56 is conventionally known and consists of a housing 57 and a diaphragm 60 whose periphery is held between the housing 57 and divides the inside of the housing 57 into a suction chamber 58 and an atmospheric pressure chamber 59. One end of a connecting rod 61 that movably passes through the housing 57 on the atmospheric pressure chamber 59 side and extends outward is attached to the retainer 8.
Connected via 0. A suction pipe 81 communicating with the suction chamber 58 is connected to the housing 57, and this suction pipe 81 is exposed to the atmosphere via a jet 82 at its tip. Therefore, when attempting to drive the connecting rod 61 to deflect the diaphragm 60 in a direction that increases the volume of the suction chamber 68, a force in the opposite direction to the driving direction is applied to the connecting rod 61 due to the action of the jet 82. Become.

On the other hand, a support bolt 62 having an axis parallel to the throttle shaft 2 is screwed onto the outer surface of the throttle body 1, and a regulation lever 63 and a forced activation lever 64 are rotatably attached to the support bolt 62. Supported. That is, between the head 62a of the support bolt 62 and the throttle body 1, 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 8 regulating plates 66 and 68. A collar 65.6 is provided at the inner and outer ends of the cylindrical portion 63a1 of the forced lever 63 and the cylindrical portion 64a of the forced activation lever 64.
Dust seals 63c and 64c are provided on the sliding surfaces of the control lever 63 and the forced activation lever 64, respectively, to prevent foreign matter from entering the sliding portion and to improve the reliability of the operation of the regulation lever 63 and forced activation lever 64.

The regulation lever 63 includes an adjustment screw 6 whose tip can come into contact with a contact arm 70 provided on the tenth strike 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 throttle valve closing direction 20. In addition, the 10th stroke motion lever 7 is located on the throttle body 1.・
When the contact arm 7 is rotated to the position where the valve 6 is fully closed,
The adjusting screw 7] that abuts on the screw 7 is screwed together so that the forward and backward positions can be adjusted.

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

The forced activation lever 64 is provided with an abutment arm 72, and an adjustment screw 73 whose tip can come into contact with the abutment arm 72 is screwed into the regulation lever 63 so that the forward and backward positions can be adjusted. There is. 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 in the throttle valve opening direction 18, the regulation lever 63 and the forced activation lever 64 follow the operating lever 8 due to the spring 74. The retainer 80 of the dashpot 56 moves into the suction chamber 58.
When the side contacts the inner surface of the housing 57, the contact state between the adjustment screw 69 of the regulating lever 63 and the contact arm portion 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 open 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 the position 1 are in contact with each other. ,
The cam surface 76 is formed to rotate the forced activation lever 64 in the throttle valve opening direction 18 via a roller 77 in response to rotation of the operating lever 8 from the fully open position in the throttle valve opening direction 18. . On the other hand, the forced activation lever 64 is rotated in the throttle valve closing direction 20 within a range where the cam surface 76 and the roller 77 are kept in contact by a stopper 64d fixed to the outer surface of the throttle body 1. This prevents the forced activation lever from rotating too much in the throttle valve closing direction and causes the roller 77 to ride on a portion of the forced activation lever 64 other than the cam surface 76, and further improves the reliability of the operation of the forced activation lever 64. Improvements are being made.

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

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

At this time, the pulse motor 52 is returned to the return side stop position by the urging force of the third return spring 44, and the driven gear 43 and the control lever 9 are in a vertically 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 shaft 2, that is, the throttle opening can be detected by the throttle opening detector 46, and the amount of rotation of the operating lever 8, that is, the amount of accelerator operation can be detected by the accelerator operation amount detector 38.

By the way, at the initial stage of rotating the throttle valve 6 from its fully open position in the throttle valve opening direction 18,
Simply interlocking and connecting the operating lever 8 and the tenth motion lever 7 via the lost motion mechanism A will not provide enough starting force for the throttle shaft 2, and the initial rotational movement of the throttle shaft 2 will not be smooth. There are cases. In such a case, the throttle shaft 2 is activated by the force activation mechanism 75.
The initial rotational movement is forced. That is, when the operating lever 8 rotates to rotate the throttle valve 6 from its fully 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. The rotation of 64 is caused by the adjusting screw 73 on the contact arm 72.
The force is transmitted to the regulating lever 63 which is in contact with the regulating lever 63 via the regulating lever 63, and is further transmitted to the tenth motion lever 7 which has an abutting arm portion 70 which abuts the adjusting screw 69 of the regulating lever 63. Therefore, when the operating lever 7 is initially rotated, the first
The zero 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.

Further, when the throttle valve 6 is rotated to a certain opening degree by the operation lever 8, the spring force of the first and second return springs 19, 24 acts on the throttle lever 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 is rotated in the throttle valve closing direction 20, and the throttle shaft 2 and the throttle valve 6 are also rotated in the closing direction.

At this time, when the throttle valve 6 rotates to the vicinity of its fully open position, the retainer 80 is inserted into the suction chamber 5 in the dashpot 56.
After the adjustment screw 69 of the regulation lever 64 comes into contact with the contact arm 70, the damping force of the dashpot 56 due to the increase in the volume of the suction chamber 68 reaches the 10th 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.

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 39 may be damaged due to malfunction of the accelerator operation amount detector 38. Circle 5 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 28b provided on the 20th stroke motion lever 28
Alternatively, the operation lever 8 can be rotated in the accelerator return direction 20 by disengaging from 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 the operation of the pulse motor 52, the throttle shaft 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, 22b of the tenth stroke lever 7 are separated. The throttle valve 6 can rotate against the spring force of the spring 23, and the throttle valve 6 can be rotated against the spring force of the spring 23.
can be driven in the closing direction.

Although the present invention has been described in detail above, the present invention is not limited to the above-mentioned embodiments, and it should be noted that various modifications can be made within the scope of the invention described in claim 6. Not even.

〔Effect of the invention〕

As explained above, in the present invention, the forced start lever is rotatably supported on a shaft parallel to the throttle lever fixed to the support, and the forced start lever and the operating lever are connected to the throttle valve of the operating lever. The forced activation lever consists of a roller provided on the operation lever and a cam surface provided on the forced activation lever so that the forced activation lever rotates in one direction in response to the initial rotation movement from the fully closed corresponding position to the throttle valve opening direction. The forced start lever and the lost motion lever are connected via a cam mechanism, and when the forced start lever is rotated in one direction, the lost motion lever initially rotates from the throttle valve fully closed position to the throttle valve open direction. Therefore, when the operating lever is rotated to prevent the throttle valve from rotating from its fully open position, the forced activation lever rotates by contacting the roller or cam surface and rolling. The lost motion lever is forcibly rotated in response to this, and the initial rotational movement of the throttle shaft and thus the throttle valve from the fully open position becomes smooth. Furthermore, since the support is provided with a stopper that restricts the rotation of the forced activation lever in the opposite direction to a predetermined angle, it is possible to prevent the roller from riding on a part of the forced activation lever other than the cam surface. This is reliably prevented from occurring, thereby increasing the reliability of the operation of the cam mechanism as much as possible. Therefore, according to the present invention, in response to the initial rotational movement of the operation lever from the throttle valve fully closed position to the throttle valve opening direction, the lost motion lever is forcibly rotated from the throttle valve fully opened position to the throttle valve opening direction. There is provided a throttle control device for an on-vehicle engine, which is equipped with a mechanism for controlling the engine and whose operation is as reliable as possible.

[Brief explanation of drawings]

FIG. 1 is a front view of a throttle control device according to an embodiment of the present invention, FIG. 2 is a view taken along the ■ arrow in FIG. 1, FIG. 3 is a view taken along the line ■-■ in FIG. 2, and FIG. is a view in the direction of the ■ arrow in FIG. 2, FIG. 5 is a view in the direction of the V-■ arrow in FIG. 3, FIG. 6 is a partial perspective view of the bridge member 25b, and FIG. FIG. 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. 22b...Engagement arm portion, 25a, 25b...Receivers are members, 25a', 25b'...Notches, 28...20th
Straight motion lever 28b, 28b22...Engagement pin, 1 31a, 31b...Cam, 63...Restriction lever 64
... Forced activation lever 63c, 64c... Dust seal, 64d... Stopper 76... Cam surface, 7
7...Roller, A...Lost motion mechanism, B...
...Cam mechanism.

Claims (1)

[Claims] An operating lever interlocked with accelerator operation is supported so as to be relatively rotatable on a throttle shaft which has a butterfly type throttle valve and is rotatably supported on a support body and is biased in the closing direction of the throttle valve. A control lever is interlocked and connected to the actuator, and the lost motion lever is fixed to the throttle shaft so as to be engaged with the operating lever in response to rotation of the operating lever in the throttle valve closing direction. In an in-vehicle engine throttle control device in which a lost motion spring is inserted between the control lever and the lost motion lever in a direction to engage the lever, the lost motion spring is forced into an axis parallel to the throttle axis fixed to the support. The starting lever is rotatably supported, and the forced starting lever and the operating lever rotate in one direction in response to the initial rotation of the operating lever from the throttle valve fully closed position to the throttle valve opening direction. In order to
The forced activation lever and the lost motion lever are connected so that in response to rotation of the forced activation lever in one direction, the lost motion lever initially rotates from a position corresponding to fully closing the throttle valve in the direction of opening the throttle valve. 1. A throttle control device for an on-vehicle engine, characterized in that a stopper is provided for restricting rotation of a forced activation lever in a direction opposite to the one direction to a predetermined angle.