JPH0350348A - Control valve device for automotive engine - Google Patents

Abstract

PURPOSE:To improve the accuracy and durability by applying the constitution wherein a vent hole continuous to the atmosphere via a filter is provided in the gear box of a gear mechanism for connecting a control lever jointed to a control valve shaft to an actuator for driving the control lever. 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 gear box 102 for housing the gear mechanisms 54, 49 and 43 is provided with a vent hole 109, and the inside of the gear box 102 is thereby made upon to the atmosphere without an air cleaner or the like (not shown herein) on an automotive engine.

Description

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

[Conventional technology]

Conventional control valve devices include 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 accelerator operation. A control lever is connected to the control lever, which is supported for relative rotation and is interlocked and connected to the actuator. It is known that a lost motion spring is interposed between a lost motion lever fixed to a throttle shaft and a lost motion spring that exerts a spring force in the direction of engaging the operation lever and the lost motion lever (for example, (Japanese Unexamined Patent Publication No. 63-80034), with this configuration, the actuator is operated according to the operating state of the engine, the running state of the vehicle, etc., and the throttle valve is driven via the control lever independently of the accelerator operation. The throttle valve opening is controlled to the optimum degree.

[Problem to be solved by the invention]

In order to accurately control the throttle valve opening as described above using such a throttle body, it is necessary to operate the actuator accurately, and the actuator and the control lever must be connected to the gear L? When connecting with I-hX:, the same applies to the gear mechanism (, l. Therefore, the actuator and gear mechanism are protected from water, fuel, dust, etc., and the viscosity and durability of the actuator, etc. When using a pulse motor as an actuator, the stator and rotor are located very close to each other and are susceptible to the above effects, so special care must be taken. be.

The present invention was made in consideration of the above circumstances, and
When the actuator and throttle shaft are connected via a gear, the accuracy and durability of the actuator and gearbox can be improved by properly protecting them from water, fuel, dust, etc. Ll's objective is to provide a control valve device.

[Means to solve the problem]

In order to achieve the above-mentioned objective 1-1, in the control valve device for an on-vehicle engine according to the present invention, the control lever and the actuator are connected by a gear mechanism, and a ventilation hole is provided in the gear box housing the gear mechanism. The structure is such that the ventilation hole is open to the atmosphere through a filter.

[Effect]

The inside of the gearbox is ventilated by the ventilation holes.

The filter also prevents water, fuel, dirt, etc. from entering the gearbox and the actuators connected thereto through the vents.

〔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
As the strike motion lever 7 is lowered to trd,
An operating lever 8 is rotatably supported. Further, a control lever 9 is mounted on the other end of the throttle lever 2 protruding from the throttle body 1 (the right end in FIG. 3).

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 10th strike motion lever 7, which is in contact with the outer end of the collar 12. It matches. A nut 13 is screwed onto the outer end of the throttle shaft 2 protruding from the tenth motion lever 7, and a collar 1
0, the regulating plate 11, the collar 12, and the 10th lever 7 are identified as 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 cylindrical portion 8a is regulated in its position in the direction of the synthetic resin by a part 15 and a regulating plate 11, which is in contact with the outer surface of the throttle body 1. A throttle wire 16 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. 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. As mentioned above, the collar 10 is not fixed to the throttle body 1 but to the throttle shaft 2, and the cylindrical portion 8a of the bar 8 is pivoted to the collar 10 via the bearing 14. Even when the hair ring 14 is in the same position, the operating lever 8 can be rotated 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 direction 20 in which the throttle valve is closed, which is opposite to the direction 8.

1'i: Between the fl lever 8 and the 10th strike motion lever 7, the 10th strike motion lever 7 follows the rotation of the operating lever 8, and the throttle valve closing direction 20 of the 10th strike motion lever 7 is A lost motion mechanism A is provided to prevent forced rotation of the operating lever 8 from affecting the operation of the operating lever 8. The lost motion mechanism A includes engaging arm portions 21a, 21. b, and the engaging arm portions 21a, 21
10th motion lever 7 to respectively engage with b.
The engaging arms 22a and 22b provided on the operating lever 8
and the 10th strike motion lever 7 interposed between the
0s] and a motion spring 23, and an engaging arm portion 21.
a and 22a are biased by a tenth motion spring 23 in a direction in which they engage with each other.

Further, a second return spring 24 is interposed on the outside of the tenth stroke spring 23 to urge 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 is configured as a bottomed double circular fishing body made of synthetic resin that coaxially surrounds the inner cylinder of the members 25a and 25b, and the second return spring 24
The brackets are provided on the outer cylinders of the members 25a and 25b, respectively. As shown in FIG. 6, a plurality of notches 25a' and 25b' extending in the circumferential direction and the axial direction are formed in the double cylindrical parts of the members 25a and 25b, respectively, so that the surfaces of the inner and outer cylinders and the lost motion Lost motion spring 23, second return spring 24 due to reduction in contact area of spring 23, 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, the '3rd
As shown in the figure, the bearing has portions +' 25a and 25b separated in the axial direction of the throttle shaft 2;
a 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 occurrence of a situation in which the lost motion springs 21 and the second return spring 24 become jammed into each other due to deformation during operation.

One end 23a of the tenth strike motion spring 23 engages with the engagement arm 22a of the tenth strike motion lever 7, and the other end 23b engages with the engagement arm 21a of the drum portion 8b. Further, one end 24a of the second return spring 24 is connected to the engaging arm portion 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 1.
When the throttle valve is rotated in the throttle valve opening direction 18 against the biasing force of 9.24, 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 or throttle valve 6
Rotate in the direction of opening. 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, by providing two sets of engaging parts for the operating lever 8 and the lost motion lever 7, even if one engaging part becomes unable to engage for some reason, the operating lever 8 will be connected to the operating lever 8 by the other engaging part. The engagement between the lost motion lever 7 and the lost motion lever 7 is ensured. 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. A cylindrical support portion 26a extending along an axis parallel to the throttle shaft 2 is formed on the bracket 26, and a detection shaft 27 is rotatably supported by the cylindrical support portion 26a. A 20th motion lever 28, which is interlocked and connected to the operating lever 8, is rotatably supported on the detection shaft 27. 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. There is. The male threaded portion 27a passes through the detection lever 29, which can be engaged with the 20th force motion lever 28, in a relatively unrotatable manner.
Tighten the nuts 30 that protrude from the two detection levers (M screwed onto the screws 27a) and move the detection levers 29 to the stepped portion 27b.
By pressing (=1), the detection lever 2 or detection axis 2
It is fixed at 7.

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. Support 1'! A stone is rotatably mounted on the detection shaft 27 between the outer end of the j section 26a, that is, the end far from the throttle body, and the detection lever 29. 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 to each other via a cam mechanism B. This cam mechanism B does not engage with the engagement pin 28b1 provided on the arm portion 28b protruding from the outer end side of the disc portion 28b, that is, the end side far from the throttle body, and the engagement pin 28b1□. The first cam 31a protrudes from the outer end of the drum portion 8b, that is, the end farther from the throttle body, and the arm portion 28b protrudes from the inner end of the rounded part 28b, that is, the end closer to the throttle body 1. The second cam 31b extends from the inner end of the drum portion 8b, that is, the end closer to the throttle body, to engage with the engaging pin 28b 22. The cam mechanism B rotates the second cam mechanism in response to rotation of the operating lever 8 in the throttle valve opening direction]8.
The levers 8 and 28 are connected to rotate the zero stroke motion lever 28 in the accelerator direction shown by the arrow 32. In the cam mechanism B, unlike the case of a rod link, there is a driving joint, that is, the operating lever 8, and a driven joint, that is, the 20th
Storm motion lever 28 or separated? Lj, so there is a high degree of freedom when designing the interlocking/coupling mechanism between the two. ! V is received.

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

As shown in FIGS. 1 and 2, the bracket 26 includes an engaging pin 33 having an axis parallel to the cylindrical support portion 26a.
is installed between the engagement pin 33 and the detection lever 28, and a 20th motion spring 35 is interposed between the engagement pin 33 and the detection lever 28 to bias the detection lever 29 and thus the detection shaft 27 to rotate in the accelerator return direction 34. . 20th strike motion spring 3
5 is formed into a coil shape surrounding the one-cylinder 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 strike motion lever 28 is provided with an engaging portion 36, and the detection lever 20 is provided with an engaging portion 37 that can be engaged with the engaging portion 36. The engaging portion 37 is biased in the direction of engagement with the engaging portion 36 by a 20th motion spring 35 interposed between the detection lever 29 and the engaging pin 33.

Therefore, when the 20th stroke motion lever 28 is rotated in the accelerator direction 32 as the operation lever 8 is rotated in the throttle valve opening direction 18, the detection lever 29 is 20th stroke motion spring: When it rotates in the accelerator direction 32 while overcoming the biasing force of the 20th stroke motion spring 35, and when the operation lever 8 is rotated in the throttle valve closing direction 20, the detection lever 29 detects the biasing force of the 20th stroke motion spring 35. While pressing the 20th stroke motion lever 28 below, the accelerator is rotated in the accelerator return direction 34, and the #V: actuation lever 8 movement m, that is, the two detection levers and the detection shaft 27 are rotated in response to the amount of accelerator operation. move. 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 connected to the accelerator operation amount detector 38. It is coupled to a detector 38 .

The other end of the throttle shaft 2 protruding from the throttle body 1 is pivotally supported by a cylindrical collar 41 which is co-located with the throttle body 1 and whose inner end abuts against the bearing 4. ] 5 The control lever 9 is fixed to the protruding end of the throttle shaft 2. Further, a wave gear 4'3 is rotatably supported on the collar 41 via a bearing 42. With such a configuration, even if the bearing 42 is fixed or turned, the wave gear 4
3 can be rotatably supported on the throttle lever 2. For example, when the driven gear 43 is supported on the throttle shaft via a bearing, the throttle support and the driven gear are integrated due to the same right side of the bearing, and the wave gear (and other gears connected to it) acts as a resistance. As a result, the rotation of the throttle shaft, that is, the rotation of the throttle valve becomes impossible, but the above-mentioned h'
This kind of situation can be avoided in 4-generation. Furthermore, by configuring the collar 41 separately from the throttle body 1, the former can be constructed of a more suitable material different from the latter, such as a wear-resistant material, and even if the collar 41 is not supported, the collar 41 can be 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 wave gear 43 and the throttle body] 6 A1, and the wave gear 43 is rotationally biased in the throttle valve opening direction 18 by the third return spring 44. There is.

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]01 fixed to the collar 4, and the driven gear 43 is moved in the axial direction by the third return spring 44. is energized, and the regulation plate 1
01, and its axial position is regulated.

A bracket 45 is provided on the outer surface of the throttle body 1, and a gear box 02 is configured between the throttle body 1 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 concentrically mounted on the bracket 45 at a position opposite to the other end of the throttle shaft 2. A fixed lever 47 is also 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 opening degree detector 46.

A support shaft 48 having an axis parallel to the throttle shaft 2 is supported between the throttle body] and the bracket 45. Four intermediate gears meshing with the driven gear 43 are mounted on this support shaft 48, and bearings 50 are supported on the support shaft 48. It is rotatably supported through. A spring 5] is interposed between the four intermediate gears and the outer surface of the throttle body 1, and the four intermediate gears are urged in the axial direction by the spring 41, and a bracket 45 is thrust supported. Its axial position is regulated.

As mentioned above, the driven gear 43 meshes with the four intermediate gears.
The gears 43 and 49 are similarly configured to be energized in the axial direction and supported by thrust, and their axial positions are regulated. By arranging both gears 4340 so that their directional positions match, both gears 43.
49 can be reliably engaged over the entire tooth surface, 8 thus making it possible to prevent noise generation 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 10'3. 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.Therefore, by reducing the number of parts, the throttle body can be 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 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, four intermediate gears, a wave gear 43, and a 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 closed regardless of the accelerator position. Rotationally 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 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 achieve a good driving feeling in line with his/her intention.

On the other hand, when the pulse motor 52 operates to rotate the throttle valve 6 in the closing direction, the throttle shaft 2 resists the spring force of the tenth motion spring 23 and moves the engagement arm brackets 1-21. , 22 are rotated in the throttle valve closing direction 20 while separating them from each other, so that 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 intermediate gear 49, and an adjustment screw 105 of the intermediate gear 49 is screwed into this four part 104. Furthermore, the fourth part 104 has an adjustment screw 1.
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, thereby regulating the return side stop 1-position of the pulse motor 52. The adjustment is made so that the relationship between the number of pulses and the rotation angle of the throttle shaft 2 is uniquely determined. With the above 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. , 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 on the vertical side of 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, it is possible to properly prevent moisture and impurities contained therein from having a negative effect on the pulse motor 52 and the gear mechanism. can. In addition, the pulse motor 52 can be
The presence of the chamber 107 prevents water from directly invading the components. 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 can be cooled and the outside air can be removed. 11 degrees to prevent water from being sucked into the gearbox when suctioning water, and achieve the above effect with a minimum chamber volume. I can do that.

The earthen 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 mortuary engine. There is. The ventilation hole 109 ensures ventilation within the gearbox 102, and a filter prevents water, fuel, dust, etc. from entering the gearbox 02 and the pulse motor 52 leading thereto through the ventilation hole 109. It can be prevented.

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

A dashpot 56 is supported and fixed to the throttle body 1 to slow down the rotational movement of the tenth stroke motion lever 7 supported on the throttle shaft 2 in the throttle valve closing direction 20 near the fully closed position. ing. This dashpot 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, the connecting rod 61 is used to deflect the diaphragm 60 in the four directions that increase the volume of the suction chamber 68.
When attempting to drive the connecting rod 61, 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.

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, the support bolts 62 are arranged in order from the head 62a side.
A cylindrical collar 65 surrounding the collar 65, a disc-shaped regulating plate 66 that abuts the inner end of the collar 65, that is, the end closer to the throttle body 1, and an outer end, that is, the end far from the throttle body 1, that touches the regulating plate 66. Support bolt 6 so that they are in contact with each other
2, a cylindrical collar 67 surrounding the collar 67;
A regulating plate 68 interposed between the inner end of the throttle body 1 and the throttle body 1
The collar 65, the regulating plate 66, the collar 67, and the regulating plate 68 are fixed to the supporting bolt 62 by tightening the supporting bolt 62. The regulation lever 63 has a cylindrical portion 63a that coaxially surrounds the collar 65.
and a drum section 63b fixed to the outer end of the cylindrical section 63a.
The cylindrical portion 63a is the head 62 of the support bolt 62.
It is rotatably supported by a collar 65 between a and a regulating plate 66. The forced activation lever 64 consists of a cylindrical part 64a coaxially surrounding the collar 67, and a drum part 64b fixed to the inner end of the cylindrical part 64a.
is rotatably supported by a collar 67 between regulating plates 66 and 68. The cylindrical portion 63 a of the forced lever 63 and the cylindrical portion 64 a of the forced activation lever 64 have collars 6 at their inner and outer ends.
5. Dust seals 63c and 6 are placed on the sliding surfaces with 67, respectively.
4c is provided to prevent foreign matter from entering the sliding portion and to improve the reliability of driving 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 motion lever 7.
The adjustment screw 69 and the abutment arm 7o are screwed together so that the forward and backward positions can be adjusted.
are brought into contact with each other by rotating in the throttle valve closing direction 20. The throttle body 1 also has an abutting arm portion 70 when the tenth stroke motion lever 7 moves simultaneously to the position where the throttle valve 6 is fully closed.
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 61 of the dashpot 56 is connected to the regulating lever 63, and the mode of connection is such that when the adjustment screw 69 is in contact with the contact arm 7o, the 10th stroke motion lever 7 is engaged with the throttle. When the valve is rotated in the 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 abutment arm 72, and an adjustment screw 73 whose tip can come into contact with the abutment arm 72 is screwed into the regulation lever 63 to enable adjustment of forward and backward positions. . The contact arm portion 72 and the adjustment screw 73 are brought into contact with each other by the biasing force of a spring 74 interposed between the throttle body 1 and the forced activation lever 64. The spring 74 biases 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 by the spring 74. and rotate, dashpot 56
When the retainer 8o contacts the inner surface of the housing 57 on the side of the suction chamber 58, the contact between the adjustment screw 69 of the regulation lever 63 and the contact arm 7o is released.

In FIG. 5, the operating lever 8, which is located at a position corresponding to the fully closed position of the throttle valve 6, is located between the 1·ψ operating bar 8 and the forced activation lever 64 when the operating lever 8 is rotated in the throttle valve opening direction 18. , a forced starter hX''175 that forcibly rotates the forced activation lever 64 and forcibly rotates the tenth stroke motion lever 7 and thus the throttle shaft 2 in the throttle valve opening direction 18 via the regulation lever 63. is provided.

The forced activation mechanism 75 has a cam surface 76 provided on the side surface of the forced activation lever 64, and is pivotally supported by the operating lever 8 with an axis parallel to the throttle shaft 2 so as to move along the cam surface 76. It consists of a roller 77. Cam surface 76 and roller 7
7 is set to contact phase t7 between the position of the operating lever 8 corresponding to the fully closed position of the throttle valve 6 and the position where the operating lever 8 is slightly rotated in the throttle valve opening direction 18. The cam surface 76 rotates the forced activation lever 64 in the thrower valve opening direction 18 via the roller 77 in response to the rotation of the operating lever 8 from the fully closed position to the throttle valve opening direction 18. is formed. on the other hand,
Throat valve closing direction 20 of the forced activation lever 64
The rotation of the throttle body 1 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, and the forced activation lever 9 This is intended to prevent the occurrence of a situation in which the roller 77 rotates too much in the closing direction and rides on a portion other than the cam surface 76 of the forced activation lever 64, and thereby improves the reliability of the operation of the forced activation lever 64.

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, i.e., 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. Forced to rotate.

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 device ++'lB, and is detected by the engagement of the engaging portion 36°'37. The lever 29, ie, the detection shaft 27, rotates in the accelerator direction 32. Therefore, the rotation amount of the throttle lever 2 is not the same, but the throttle opening is detected by the throttle opening detector 46.
The accelerator operation amount detector 38 can detect the rotation of the operating lever 8 (*).

By the way, at the initial stage of rotating the throttle valve 6 from its fully closed position in the throttle valve opening direction]8,
The operating lever 8 and the tenth motion lever 7 are interlocked and connected via the lost motion control mechanism A, so that the starting force of the throttle shaft 2 is sufficient.
The initial rotation movement may not be smooth. In such a case, the initial rotational movement of the throttle shaft 2 is forcibly increased by +J by the action of the forced starter 't111j 75. That is, when the operating lever 8 is rotated to rotate the throttle valve 6 from its fully closed position, the forced activation lever 64 is rotated by contacting and driving the roller 77 or the pressure receiving portion 76, and this forced activation lever The rotation of 64 is transmitted to the regulating lever 63 which is in contact with the abutting arm 72 via the adjusting screw 73, and the abutting arm 70 which is in contact with the adjusting screw 60 of the regulating lever 63 is is transmitted to the tenth strike motion lever 7. Therefore, when the operating lever 7 is initially rotated, the tenth motion lever 7 is forcibly rotated, and the initial rotation of the throttle lever 2, that is, the throttle valve 6, from the fully open position becomes smooth.

Further, when the throttle valve 6 is rotated to the opening degree by the operation lever 8, the spring forces of the first and second return springs 1924 act on the throttle shaft 2, that is, the throttle valve 6 toward the closing side.

Therefore, by loosening the pulling force of the throttle wire 16, the operating lever 8 is rotated in the throttle valve closing direction 20, and the thrower I/Russer 2 and the throttle valve 6 are also rotated in the closing direction.

At this time, when the throttle valve 6 is rotated to the vicinity of its fully closed position, the retainer 80 or suction chamber 58 side of the dash board I-56 is in contact with the housing 57, and the regulating lever 64 is moved to 1! After the adjustment screw 69 comes into contact with the contact arm 70, the damping force of the dashbot 56 due to the increase in the volume of the suction chamber 68 acts on the tenth stroke control lever 7, and the throttle valve 2 and the throttle valve 6 The rotation speed toward the closing side is moderately suppressed.

Furthermore, when the operation lever 8 is rotated in the throttle valve closing direction 20, the detection shaft 27 connected to the accelerator operation amount detector 38 via three levers may cause malfunction of the accelerator operation amount detector 38. Assume that it does not rotate smoothly due to In this case, the cam 31 provided on the operating lever 8
a or 31b and the engagement pin 28b or 28b provided on the 20th strike motion lever 28, the operating lever 8 can be rotated in the accelerator return direction 20, The throttle 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 the accelerator operation and the throttle valve 6 is to be driven to the closed side for traction control activation, the pulse motor 52 is operated. By this operation of the pulse motor 52, the throttle shaft 2 and the throttle valve 6 are moved to the tenth stroke so that the engaging portions 21a, 21b of the operating lever 8 and the engaging portions 22a, 22b of the tenth stroke motion lever 7 are separated. It can rotate against the spring force of the motion spring 23, and the throttle valve 6 can rotate regardless of the accelerator operation.
can be driven in the closing direction.

The present invention has been described in detail below, but the present invention is not limited to the following embodiments, and various modifications may be made within the scope of the invention described in the claims. It goes without saying that it is possible.

〔Effect of the invention〕

As explained above, the in-vehicle engine control valve device according to the present invention can improve the viscosity and durability of the actuator and gearbox by appropriately protecting them from water, fuel, dust, etc. be effective.

[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. is a view in the direction of the IV arrow in Fig. T32, Fig. 5 is a view in the direction of the ■-■ arrow in Fig. 3, Fig. 6 is a partial perspective view of the bridge member 25b, and Fig. 7 is a cross section showing the adjusting screw of the intermediate gear. It is a diagram. 2...Throttle shaft, 6...Throttle valve, 7.
・・10th strike motion lever 8・・Operation L/
/< -9...Control lever 23...10th switch
Motion spring, 43... Driven gear, 49... Intermediate gear, 52... Pulse motor (actuator), 5
4... Drive gear, 102... Gear box, 109
...Vent hole.

Claims (1)

[Claims] A control valve device having a control valve that controls the operating state of an on-vehicle engine, and in which a control lever that is interlocked and connected to an actuator is connected to a control valve shaft, the control lever and the actuator being connected by a gear mechanism, A control valve device for a vehicle engine, characterized in that a gear box housing the gear mechanism is provided with a ventilation hole, and the ventilation hole is opened to the atmosphere through a filter.