JPH0350346A - 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 with each other via gear mechanisms 54, 49 and 43. Moreover, a driven gear 43 supported on the throttle shaft 2 is so provided as to be engaged with the control lever 9 and energized with a return spring 44 toward a throttle valve open direction, when turned to ward a throttle valve close direction.

Description

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

[Conventional technology]

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

[Problem to be solved by the invention]

When performing control such as traction control using such a throttle body, the throttle valve is rotated in its closing direction by operation of an actuator. In this case, in order to perform good control, it is necessary to rotate the throttle valve accurately and with good responsiveness. In addition, when the control is not performed, that is, when the actuator is not operating, the throttle shaft and the actuator are completely disconnected.
From the viewpoint of driving, it is desirable to operate the throttle valve in a state where the inertia of the actuator is not transmitted to the accelerator.

The present invention was made in consideration of the above circumstances, and
When an actuator and a control valve shaft such as a throttle shaft are connected via a gear, the control valve can be rotated in the closing direction accurately and responsively by actuating the actuator. An object of the present invention is to provide a control valve device for an on-vehicle engine that can operate a control valve shaft without inertia being transmitted.

[Means to solve the problem]

In order to achieve the above-mentioned objective 1, the control valve device for an on-vehicle engine according to the present invention is supported on a control valve shaft so as to be relatively rotatable, and is connected to an actuator via a gear, and is configured to rotate in the control valve closing direction. A driven gear that engages with the control lever when rotated is provided, and the driven gear is biased in the direction of opening the control valve.

[Effect]

Since the driven gear is energized in the control valve opening direction, there is no backlash between the actuator and the driven gear, and when the actuator is inactive, the wave gear and the control lever are disengaged.

〔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 that protrudes 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 circular portion 8a is provided 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 stroke motion lever 7, the tenth stroke motion lever 7 is connected to the rotation of the operation 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. Lost motion mechanism A
These are engagement arm portions 21a and 21b provided on the drum portion 8b of the operation lever 8, and engagement arm portions provided on the tenth stroke motion lever 7 to engage with the engagement arms 21a and 21b, respectively. 22a, 22b, and a tenth motion spring 23 interposed between the operating lever 8 and the tenth motion lever 7, and the engaging arms 21a, 22a are
They are biased by a tenth motion spring 23 in the direction of mutual engagement.

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

10th strike motion spring 23 and second return spring 24
is formed in a coil shape, and the receiver in contact with the tenth strike motion lever 7 is arranged coaxially surrounding the collar 12 between the member 25a and the receiver in contact with the regulating plate 11 is the member 25b. ing. The receiver is member 25a, 25b is collar 1
The tenth motion spring 23 has a receiver in the inner cylinder of members 25a and 25b, and the second return spring 24 has a receiver in the member 25a. , 25b, respectively. As shown in Fig. 6, the double cylindrical parts of rA25a and 25b are formed with a plurality of notches 25a'25b' extending in the circumferential direction and the axial direction, so that the surfaces of the inner and outer cylinders and the lost Lost motion spring 23 and second return spring 23 due to reduction in contact area of motion spring 23 and 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. In this embodiment, as shown in FIG. 3, the members 25a and 25b of the receiver are separated in the axial direction of the throttle shaft 2;
b may be butted against the axial direction of the throttle shaft 2. By butting the two together, the lost motion spring 23
, the occurrence of a situation in which both springs are bitten into each other due to the deformation of the second return spring 24 during operation is prevented.

One end 23a of the tenth 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.
According to such a lost motion mechanism A, the other end 24b is engaged with the throttle wire.According to such a lost motion mechanism A, the first and second return springs 19 are
, 24, the tenth stroke motion lever 7 is rotated in the throttle valve opening direction 18 due to the biasing force of the tenth stroke motion spring 23, and the throttle shaft 2 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 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 mounted on 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.

The detection shaft 27 has a second shaft connected to the operating lever 8.
A zero stroke motion lever 28 is rotatably supported. The outer end of the detection shaft 27 protruding from the 20th strike motion lever 28, that is, the end far from the throttle body 1, is coaxially formed with a small-diameter male screw portion 27a or step portion 27b having a substantially rectangular cross section. There is. Male thread part 27a
The nut 3 passes through the detection lever 29 that can be engaged with the 20th strike motion lever 28 in a relatively unrotatable manner, and is screwed into the male screw 27a protruding from the two detection levers.
The two detection levers are fixed to the detection shaft 27 by tightening the lever 0 and pressing the detection lever 29 against the stepped portion 27b.

The 20th stroke motion lever 28 consists of a cylindrical part 28a surrounding the detection shaft 27, and a disc part 28b located at the inner end of the cylindrical part 28a, that is, at the end closer to the throttle body, and which supports the cylinder of the bracket 26. It is rotatably mounted on the detection shaft 27 between the outer end of the portion 26a, that is, the end farthest from the throttle body 1, and the detection lever 29. The disk portion 28b of the 20th stroke motion lever 28 and the drum portion 8b of the operating lever 8 are interlocked and connected to each other via a cam mechanism B. This cam mechanism B engages with an engaging pin 28b1□ provided on an arm portion 28b1 projecting from the outer end of the disc portion 28b, that is, the end far from the throttle body, and the engaging pin 28b1. The first cam 3 ] extends to the outer end of the drum portion 8b, that is, the end farther from the throttle body 1, and the inner end of the disc portion 28b, that is, the end closer to the throttle body 1. Engagement pin 28 provided on the protruding arm portion 28b
b22, and the drum portion 8 to engage with the engagement pin 28b22.
a second cam 31b protruding from the inner end side of b, that is, the end side closer to the throttle body 1. The cam mechanism B connects the levers 8 and 28 so that the 20th stroke motion lever 28 is not rotated in the accelerator direction indicated by the arrow 32 in response to the rotation of the operating lever 8 in the thrower I/LE valve opening direction 18. It is something. 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 it is difficult to install the interlocking and connecting mechanism between them. You can get some freedom.

In addition, two cams '+18 and 3]b are provided and operated]
2 When the rotation angle of the lever 8 is small, the 20th stroke lever 28 is moved in the accelerator direction 32 via the cam 3], and when the rotation angle is large, the 20th stroke motion lever 28 is moved in the accelerator direction 32 via the cam 31b. Therefore, a linear relationship between the rotation of the operation lever 8 and the rotation of the 20th stroke motion lever 28 is ensured. In this embodiment, by setting the number of cams to two or by providing more cams, the rotation of the operating lever 8 and the 20th stroke motion lever 2 are controlled.
The linear relationship between the rotations of 8 can be further enhanced.

As shown in FIGS. 1 and 2, the bracket 26 includes an engaging pin 33 having an axis parallel to the cylindrical support portion 26a.
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 in the accelerator return direction 34. . 20th strike motion spring 3
5 is formed into a coil shape surrounding the cylindrical support part 26a, one end '35a of which engages with the two detection levers,
The other end 35a engages with the engagement pin 33.

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

Therefore, when the 20th stroke motion lever 28 is rotated in the accelerator direction 32 as the operating lever 8 is rotated in the throttle valve opening direction 18, the detection lever 29 is moved to the 20th Storm motion spring 3
While overcoming the auxiliary forces of 5, it rotated in the direction of the accelerator 32,
Further, when the operation lever 8 is rotated in the throttle valve closing direction 20, the detection lever 29 is moved to the 20th stroke motion lever 28 under the biasing force of the 20th stroke motion spring 35.
The detection lever 29 and, 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, a bracket 2 is placed opposite the inner end of the detection shaft 27, that is, the end closer to the throttle body 1.
An accelerator operation amount detector 38 is fixed to 6 , 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 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 4
A driven gear 43 is rotatably supported on 1 via a bearing 42. With this configuration, even if the bearing 42 is stuck, the driven gear 43 can be rotatably supported on the throttle shaft 2. For example, when the driven gear 43 is supported on the throttle shaft via a bearing, the throttle shaft and the driven gear become one body due to the fixed bearing, and the driven gear and other gears connected to it become resistive. Become,
Although rotation of the throttle shaft, that is, rotation of the throttle valve becomes impossible, this situation can be avoided with the above-described configuration. Furthermore, by forming the collar 41 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 the collar 41 is supported, only the collar 41 can be used. Repairs can be easily performed by replacing parts.

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

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

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

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

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

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

As mentioned above, the driven gear 43 that meshes with the intermediate gear 49
is energized in the axial direction and supported by the thrust I and its axial position is regulated by the same structure, so that play in the axial direction can be prevented from occurring in both gears 43 and 49, and By arranging both gears 43°49 so that their axial positions match, both gears 4
3.49 can be reliably engaged over the whole body, and therefore generation of noise and uneven wear of the gear can be prevented.

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

A drive gear 54 is identified on 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
Through the drive gear 54, the intermediate gear 49, the driven gear 43, and the control lever 9 engaged with the driven gear 43, the
・Connected with Rusuke 2. 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 third return spring 44, so the wave gear 43 is a pulse motor of the type that has a holding torque even when the pulse motor 44 is not energized. If a motor is used, backlash from the output shaft 53 of the pulse motor 52 to the driven gear 43 can be eliminated by energizing the pulse motor 952 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 is not affected by the inertia of the pulse motor 52.
You can operate the accelerator to get a good driving feeling that matches your 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 is moved against the spring force of the 10th motion spring 23 and the engagement arm bracket 21. ．． Since the throttle wire 16 is rotated in the throttle valve closing direction 20 while separating the wires 22 from each other, the throttle wire 16 is not affected.

Further, as shown in FIG. 7, a four part 104 is provided on the outer surface of the bracket 45 at a position 0 opposite to the four intermediate gears, and this four part 104 has an adjustment screw for the intermediate gear 49. are screwed together and further divided into four parts]04
A plug cap 106 is attached to cover the adjustment screw 105.
is embedded. 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. The adjustment is made so that the relationship between the number and the rotation angle of the throttle 2 is uniquely determined. With the above-mentioned configuration, if the return side stop 1 position of the pulse motor 52 is deviated, the adjustment can be easily made by simply turning the adjustment screw 05 from the outside, and the plug cap 106 makes the inside waterproof and anti-corrosion. By doing so, it is possible to prevent the accuracy, durability, etc. of the pulse motor 52 from being adversely affected.

Further, the bracket 45 is provided with a chamber 107 vertically below the gear box 02, and this chamber 107 has first to third drain holes 108a, 108b.
and 108c, it communicates with the inside of the gear box 102, the pulse motor 52, and the atmosphere, respectively. With such a configuration, even if moisture in the air condenses inside the gear box 102 or the pulse motor 52 due to temperature changes due to the operation of the pulse motor 52 or the operation of the engine, this condensation can be removed through the drain holes 108a and 108b. Since the water can be led to the chamber 107 through the drain hole 108c and discharged into the atmosphere through the drain hole 108c, moisture and impurities contained therein can be appropriately prevented from adversely affecting the pulse motor 52 and the gear mechanism. be able to. In addition, an external pulse motor 52
The presence of the chamber 107 prevents water from directly penetrating into the components 11-. 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.

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

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

A dashpot 56 is supported and fixed to the throttle body 1 for slowing the rotational movement of the tenth stroke motion lever 7 supported on the throttle shaft 2 in the throttle valve closing direction 2o in the vicinity of the fully opened position. . This dashpot 56 is conventionally known and consists of a housing 57 and a diaphragm 6o that is held at its periphery by the housing 57 and partitions the interior 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.
They are connected via o. A suction pipe 81 communicating with the suction chamber 58 is connected to the housing 57, and this suction pipe 81 is exposed to the atmosphere via a jet 82 at its tip. Therefore, when an attempt is made to drive the connecting rod 61 to deflect the diaphragm 6o 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 threaded onto the outer surface of the throttle body, and a regulation lever 63 and a strong jrI activation lever 64 are rotatable on this support bolt 62. is supported by.

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, and an inner end of the collar 65, that is, an end closer to the throttle body 1. a disc-shaped regulation plate 66 that is in contact with the support bolt 62, a cylindrical collar 67 that surrounds the support bolt 62 so that its outer end, that is, the end far from the throttle body 1 is in contact with the regulation plate 66, and a cylindrical collar 67 that surrounds the support bolt 62; A regulating plate 68 interposed between the inner end and the throttle body is fitted in this order, and by tightening the support bolt 62, the collar 65, the regulating plate 66, and the collar 6 are fitted.
7 and a regulating plate 68 are fixed to the support bolt 62.

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. Rotation i' by collar 65 between 66
+ Supported by J Noh. The forced activation lever 64 includes a cylindrical portion 64a coaxially surrounding the collar 67, and a cylindrical portion 64a.
The cylindrical portion 64a is rotatably supported by a collar 67 between regulating plates 66 and 68. Cylindrical portion 63a of forced lever 63
1 Dust seals 63c are provided at the inner and outer ends of the cylindrical portion 64a of the forced activation lever 64 on the sliding surfaces with the collars 65 and 67, respectively.
, 64c are provided 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 has an adjustment screw 6 whose tip can come into contact with the contact arm 7o provided on the tenth motion lever 7.
The adjustment screw 69 and the contact arm 7o are connected to the tenth motion lever 7 so that the advancing and retracting positions can be adjusted.
By rotating in the throttle valve closing direction 20, they come into contact with each other. Further, the throttle body 1 has an abutting arm portion 70 when the tenth stroke motion lever 7 rotates to a position where the throttle valve 6 is fully opened.
An adjustment screw 71 that abuts is screwed together so that the forward and backward positions can be adjusted.

The other end of the connecting rod 6 of the danyu pot 56 is connected to the regulating lever 63, and the connection mode is such that when the adjusting screw 69 is in contact with the contact arm 70, the tenth 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 brought into contact with each other by the biasing force of a spring 74 interposed between the thrower i.l. 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 danyu bot 56 or the suction chamber 58
When the side contacts the inner surface of the housing 57, the contact between the adjustment screw 69 of the regulating lever 6' and the contact arm 70 is released.

In FIG. 5, an operating lever 8 and a forced activation lever 6 are shown.
Between 4 and 4, when the operation lever 8 is located at a position corresponding to the fully open position of the throttle valve 6, or when the throttle valve 6 is rotated in the opening direction 18, the forced activation lever 64 is forcibly rotated, and the regulation lever 63 is activated. 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 to contact each other between a position of the operating lever 8 corresponding to the fully closed position of the throttle valve 6 and a position where the operating lever 8 is slightly rotated in the throttle valve opening direction 18 from that state. , the cam surface 76 rotates the forced activation lever 64 in the throttle valve opening direction 18 via the roller 77 in response to the rotation of the operating bar 8 from the fully closed position to the throttle valve opening direction 18. It is formed like this. on the other hand,
The rotation of the forced activation lever 64 in the throttle valve closing direction 20 is restricted by a stopper 64d fixed to the outer surface of the throttle body 1 within a range that maintains contact between the cam surface 76 and the roller 77. This prevents the forced start lever from rotating too much in the throttle valve closing direction and runs onto the roller 77 or a portion other than the cam surface 76 of the forced start lever 64, and further improves the reliability of the operation of the forced start lever 64. It is planned.

Next, the operation of this embodiment will be explained. When the operation lever 8 is rotated in the throttle valve opening direction]8 by operating the accelerator with the operation of the pulse motor 52 stopped, the engagement arm 2]a .

2], b, 22a, and 22b engage, the tenth motion lever 7, or the throttle shaft 2, is rotated in the throttle valve listening direction]8, and the throttle valve 6 is rotated to the desired opening degree. It is rotated in the valve opening direction 18.

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 the normal 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,
If the first operation 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 initial rotational movement of the throttle shaft 2 is not smooth. There may be cases where this is not the case. In such a case, the initial rotational movement of the throttle shaft 2 is forcibly performed 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 open position, the roller 77 comes into contact with the pressure receiving surface 76 and is driven, thereby causing the forced activation lever 64 to rotate.
is rotationally driven, and the rotation of the forced activation lever 64 is transmitted to the regulation lever 63 which is in contact with the contact arm 72 via the adjustment screw 73, and further comes into contact with the adjustment screw 69 of the regulation lever 63. The force is transmitted to a tenth motion lever 7 having an abutment arm 7°. Therefore, at the time of the initial rotation operation of the operating lever 7, the tenth stroke motion lever 7 is forcibly rotated, and the initial rotation movement of the throttle shaft 2, that is, the throttle valve 6 from the fully open position becomes smooth.

Furthermore, when the throttle valve 6 is rotated to the opening degree by the operation lever 8, the throttle shaft 2, that is, the throttle valve 6 is provided with the first and second return springs 1.
A spring force of 9.24 is acting on the closing side.

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

At this time, when the thrower I/L valve 6 rotates to the vicinity of its fully closed position, the retainer 80 of the dashpot 56 is in contact with the housing 57 on the suction chamber 58 side, and the adjustment screw 69 of the regulation lever 64 is turned. After contacting the contact arm 70, the damping force of the dashpot 56 due to the increased volume of the suction chamber 68 acts on the tenth stroke motion lever 7, causing the throttle shaft 2 and the throttle valve 6 to rotate toward the closing side. The moving speed is moderately suppressed.

In addition, when the operation lever 8 is rotated in the throttle valve closing direction 20, the detection shaft 27 connected to the accelerator operation amount detector 38 via the lever 39 may not operate smoothly due to malfunction of the accelerator operation amount detector 38. Assume that the rotation does not occur. In this case, the cam 31a provided on the operating lever 8
Alternatively, 31b and the engagement pin 28b provided on the 20th stroke motion lever 28 or 28' b 22
The operating lever 8 can be rotated in the accelerator return direction 20 by releasing the engagement with the thrower! - The valve 6 can be reliably rotated to the closing side.

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

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

〔Effect of the invention〕

As explained above, the control valve device for an on-vehicle engine according to the present invention eliminates backlash between the actuator and the driven gear, so that the control valve can be moved in the closing direction by the actuator operation with high accuracy and responsiveness. In addition to being able to rotate, when the actuator is not operating, the wave gear and the control lever are disengaged, so the control shaft can be operated without the inertia of the actuator being transmitted. .

[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 m-I 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, and Fig. 6 is a view in the direction of the v-■ arrow in Fig. 3;
FIG. 7 is a partial perspective view of part b, and a sectional view showing the J8° adjustment screw of the intermediate gear. 2... Throttle shaft, 6... Throttle valve, 7...
・5th 10th motion lever 8・j:￥: (乍lever 9
... Control lever 23 ... 10th strike motion spring, 43 ... Driven gear, 44 ... Third return spring, 4
9... Intermediate gear, 52... Pulse motor (actuator), 54... Drive gear.

Claims (1)

[Claims] It has a control valve that controls the operating state of the in-vehicle engine, and an operating lever that is linked to accelerator operation rotates relative to the control valve shaft that is rotatably supported on a support and energized in the closing direction of the control valve. A control lever is connected to the control lever and is coupled to the control valve stem for engaging the control lever in response to rotation of the control lever in the control valve closing direction. In a control valve device in which a lost motion spring is interposed between a fixed lost motion lever and exerts a spring force in the direction of engaging the operating lever and the lost motion lever, it is possible to rotate relative to the control valve shaft. A driven gear is supported and connected to the actuator via a gear, and engages with the control lever when rotated in the control valve closing direction, and the driven gear is energized in the control valve opening direction. Characteristic control valve device for in-vehicle engines.