JPH0357841A - Control device of control valve in on-vehicle engine - Google Patents

Abstract

PURPOSE:To improve reliability of a device by driving a step motor, till a control valve is placed in a high opening region, and initializing the rotational angle position of a rotor in the step motor so as to perform its operational check, when an ignition switch is turned on. CONSTITUTION:A lost motion lever 7 and an operating lever 8, associated with accelerator action, are provided in one end of a throttle shaft 2, while a control lever 9, controlled by a step motor 52, is secured to the other end part. Here a switch (not shown), which is turned on, when a throttle valve opening is larger than a reference rotational angle of the step motor 52, and off when the throttle valve opening is smaller than the reference rotational angle of the step motor 52, is provided. When an ignition switch is turned on, the step motor 52 is driven till the rotational angle position of a rotor agrees with the reference rotational angle position from an output of the switch, when the positions are in agreement, the present motor rotational angle position is initialized by the reference rotational angle position so as to perform an operational check of the step motor 52.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a device for driving a control valve of an engine using a step motor to control the degree thereof.

[Conventional technology]

An example of this type of control device is a traction control device for an automobile engine. That is, this device has a step motor connected to the shaft of the throttle valve, and when a malfunction such as slipping occurs due to sudden operation of the accelerator pedal, the electric control unit (E
In response to a traction control request (TCS request) from the CU, the step motor is driven to return the throttle opening, thereby avoiding wheel slip.

In this device, since it is necessary to control the throttle opening independently of the accelerator pedal, an auxiliary valve driven by a step motor is provided separately from the throttle valve operated by the accelerator pedal, and the opening/closing operation of this auxiliary valve I was trying to use traction control.

[Problem to be solved by the invention]

However, this conventional method requires two throttle valves and increases the size of the device, so a step motor is connected to the shaft of the throttle valve, and this shaft is linked with the throttle wire when the accelerator pedal is pressed. A device in which a throttle valve is moved has been proposed. In such a device,
The step motor is normally de-energized and is driven passively by receiving the operating force from the accelerator pedal, and the TCS
It is only when a demand arises that it is actively driven.

However, since the step motor is generally in a non-energized state until it receives a TCS request, it is necessary to check in advance whether the step motor is operating properly.

SUMMARY OF THE INVENTION An object of the present invention is to simulate an opening control operation when an engine ignition switch is turned on, and to check whether or not it can be performed normally.

Another object of the present invention is that when the ignition switch is switched from ON to immediately start the engine,
The purpose is to prevent the above-mentioned simulation from giving a sense of discomfort to the driver who is operating the accelerator pedal for starting the vehicle.

[Means to solve the problem]

In order to achieve the above-mentioned problems, the present invention provides a control valve control device that is connected to a step motor and controls the opening of an in-vehicle engine, which comprises a drive means that drives the step motor in response to a control request, and a control valve that controls the step motor. a switch means whose state changes according to the relative relationship between the reference rotation angle position of the rotor of the step motor, which is set in a high opening range where the rate of change in the opening area of the step motor is relatively small, and the current rotor rotation angle position; When the ignition switch of the engine is turned on, the drive means first drives the step motor until the rotor rotational angular position matches the reference rotor rotational angular position based on the state of the switch means. When they match, the current rotor rotational angular position is initialized with the reference rotor rotational angular position, and the operation of the step motor is checked.

[Effect]

Since the present invention is configured as described above, when the ignition of the engine is turned on, the step motor drives the control valve to the high opening range by the action of the driving means. When the opening degree of the control valve reaches the reference rotation angle position of the rotor of the step motor which is set within the high opening degree region, the rotation angle position of the rotor is initialized at the reference rotation angle position at that point.

A simulation of opening control is performed and an operation check is performed. If any abnormality is detected during this check, an appropriate fail-safe operation may be performed.

When the driver immediately switches the ignition switch from ON to engine start, the driver may depress the accelerator pedal a little to start the engine.

If the reference opening of the control valve corresponding to the reference rotation angle position of the step motor is smaller than this amount of depression,
Even though the accelerator pedal is depressed, a predetermined output is not generated, giving the driver a sense of discomfort. However, in the present invention, the standard opening degree is set in a high opening degree range where the rate of change in the opening area of the control valve is relatively small, so that such a sense of discomfort is not given to the driver.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS A control valve control device according to an embodiment of the present invention will be described below with reference to the accompanying drawings. In the description, the same elements are denoted by the same reference numerals, and redundant description will be omitted.

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 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 fixedly attached thereto.

Both ends of the throttle shaft 2 protrude from the throttle body 1 on both sides, and a first stroke motion lever 7 is fixed to one end (the left end in FIG. 3) of the throttle shaft 2 that protrudes from the throttle body 1. At the same time, 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 first lost motion lever 7 which is in contact with the outer end of the collar 12 are fitted. It matches.

A nut 13 is screwed onto the outer end of the throttle shaft 2 protruding from the first stroke motion lever 7, and a collar 10
, a regulating bell 11, a collar 12, and a first stroke 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 synthetic resin receiving member 15 that abuts the outer surface of the throttle body 1 and a regulating plate 11. 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 is engaged with the drum portion 8b. . 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 operation of the accelerator pedal. 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 integrally with 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 first lost motion lever 7, the first lost motion lever 7 is connected to the rotation of the operation lever 8.
, and the first stroke 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 machine fM
A is an engaging arm portion 21a provided on the drum portion 8b of the operating lever 8. 21b, and the engaging arm portion 21a. 21b, and a first lost motion spring 23 interposed between the operating lever 8 and the first lost motion lever 7. It consists of holding arm parts 21a and 22a.
are biased by the first lost motion spring 23 in the direction of mutual engagement.

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

First stroke motion spring 23 and second return spring 24
is formed in a coil shape, and is disposed coaxially surrounding the collar 12 between the receiving member 25a in contact with the first stroke motion lever 7 and the receiving member 25b in contact with the regulating plate 11. There is. The receiving members 25a and 25b are the collar 1
The first strike motion spring 23 is attached to the inner cylinder of the receiving members 25a and 25b, and the second return spring 24 is attached to the receiving member 25a. , 25b, respectively. Receiving member 25a. As shown in FIG. 6, the double cylindrical portion 25b is formed with a plurality of notches 25a'25b' extending in the circumferential direction and in the axial direction. Reducing the sliding resistance of the lost motion spring 23 and the second return spring 24 by reducing the contact area with the second return spring 24, and providing a place for dust to escape when dust gets caught in the lost motion spring 23 and the second return spring 24. Efforts are being made to ensure that In this embodiment, as shown in FIG. 3, the receiving members 25a and 25b are connected to the throttle shaft 2.
Although the receiving members 25a and 25b are separated in the axial direction,
may be butted against each other in the axial direction of the throttle Idl2. 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 first lost motion spring 23 is engaged with the engagement arm 22a of the first lost motion lever 7, and the other end 23b is engaged 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 end 24b is engaged with the throttle body 1.

According to such a lost motion mechanism A, the lever 11 is moved in the throttle valve opening direction 1 against the biasing forces of the first and second return springs 19 and 24 by operating the accelerator pedal.
8, the first lost motion lever 7 is rotated in the throttle valve opening direction 18 by the biasing force of the first lost motion spring 23, and the throttle shaft 2 is rotated 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. 2
1b are engaged with the engaging arms 22a and 22b, respectively, so that the first stroke 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 of 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 fixed to the throttle body 1. A cylindrical support portion 26a having an axis parallel to the throttle shaft 2 is formed on the bracket 26, and a detection shaft 27 is rotatably supported by the cylindrical support portion 26a. A second lost 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 second lost 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. Male thread part 27
a extends through a detection lever 29 that can be engaged with the second lost motion lever 28 in a relatively unrotatable manner, and the detection lever 29 is tightened by tightening a nut 30 screwed onto a male screw 27a protruding from the detection lever 29. The detection lever 29 is fixed to the detection shaft 27 by pressing against the stepped portion 27b.

The second 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, and supports the cylinder of the bracket 26. The detection lever 29 is rotatably attached to 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 second lost motion lever 28 and the drum portion 8b of the operating lever 8 are interlocked and connected to each other via a cam device tMB. This cam mechanism B includes an engagement pin 2 provided on an arm portion 28b1 extending from the outer end side of the disc portion 28b, that is, the end side far from the throttle body 1.
8b ii, and the outer end side of the drum portion 8b, that is, the throttle body 1, to engage with the engagement pin 28b ii.
The engagement pin 28b is provided on the first cam 31a that protrudes toward the end farthest from the cam 31a, and the arm portion 28b that protrudes toward the inner end of the disc portion 28b, that is, the end closer to the throttle body 1.
2. and a second cam 3lb that protrudes from the inner end of the drum portion 8b, that is, the end closer to the throttle body, to engage with the second engagement pin 28b 22. The cam mechanism B is operated by the operating lever 8.
The levers 8 and 28 are connected so that the second lost motion lever 28 cannot be rotated in the direction in which the accelerator pedal is depressed, as indicated by the arrow 32, in response to the rotation in the throttle valve opening direction 18. In the cam machine fMB, unlike the case of a rod link, the driving joint, that is, the operation lever 8, and the driven joint, that is, the second stroke motion lever 28 can be separated, so it is difficult to design the interlocking and connecting mechanism between them. You get more freedom. In addition, two cams 31a and 3lb are provided,
When the rotation angle of the operating lever 8 in the throttle valve opening direction 18 is small, the second lost motion lever 2 is moved via the cam 31a, and when the rotation angle is large, the second lost motion lever
8 in the accelerator pedal depression direction 32,
Rotation of the operating lever 8 and the second strike motion lever 28
A linear relationship between the rotations of is guaranteed. Although the number of cams is two in this embodiment, by providing more cams, it is possible to further enhance the linear relationship between the rotation of the operating lever 8 and the rotation of the second stroke motion lever 28. can.

As shown in FIGS. 1 and 2, an engagement pin 33 having an axis parallel to the cylindrical support portion 26a is implanted in the bracket 26, and the engagement pin 33 and the protruding lever 28 are connected to each other.
A second strike motion spring 35 is interposed between the detection lever 29 and the detection shaft 27 to rotate in the return direction 34 of the accelerator pedal. The second lost motion spring 35 has a coil shape that surrounds the cylindrical support portion 26a, and one end 35a of the second lost motion spring 35 is connected to the detection lever 29.
The other end 35a is engaged with the engagement pin 33.

The disc portion 28b of the second 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 biased in the direction of engagement with the engaging portion 36 by a second strike motion spring 35 interposed between the detection lever 29 and the engaging pin 33 .

Therefore, when the second stroke motion lever 28 is rotated in the accelerator pedal depression direction 32 as the operating lever 8 is rotated in the throttle valve opening direction 18, the engaging portion 3
6 and 37, the detection lever 29 rotates in the accelerator pedal depression direction 32 while overcoming the urging force of the second stroke motion spring 35, and the operating lever 8 is rotated in the throttle valve closing direction 20. Then, the two detection levers rotate in the return direction 34 of the accelerator pedal while pushing the second lost motion lever 28 under the urging force of the second lost motion spring 35, and the amount of rotation of the operating lever 8 changes. That is, the two detection levers and, as a result, the detection shaft 27 rotate in response to the amount of accelerator operation. On the other hand, an accelerator pedal 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.
is connected to an accelerator pedal 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 is in contact with the bearing 4. The control lever 9 is fixed to the protruding end of the protruding throttle shaft 2. Kara = 41 again
A driven gear 43 is rotatably supported through a bearing 42 . With this structure, even if the bearing 42 is fixed, the wave gear 43 can be rotatably supported on the throttle shaft 2. For example, when the wave gear 43 is supported on the throttle shaft via a bearing, the throttle shaft and the sliding gear become integrated due to the fixation of the bearing, and the wave gear and other gears connected thereto resist resistance. As a result, rotation of the throttle shaft, that is, rotation of the throttle valve becomes impossible. However, with the above-described structure, such a situation can be avoided. Furthermore, by configuring the collar 41 separately from the throttle body 1, the former can be constructed of a more appropriate material different from the latter, such as a material with high wear resistance, and even if the collar 41 is in trouble, the collar 41 Repairs can be easily performed by simply replacing parts.

A third return spring 44 is interposed between the wave gear 43 and the throttle body f1, and the wave gear 43 is urged to rotate in the throttle valve closing direction 18 by the third return spring 44, and the wave gear 43 is urged to rotate in the throttle valve closing direction 18. 9 is engaged. Also, Hado Gya 4
The outer surface of 3, 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 wave gear 43 is energized in the axial direction by the third return spring 44. , and is supported in the thrust direction by a restricting member 101, and its axial position is restricted.

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 wave gear 43, as well as four intermediate gears 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 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. Four intermediate gears that mesh with the driven gear 43 are mounted on this support shaft 48, and a bearing 50 is mounted 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 four intermediate gears are urged in the axial direction by the spring 41, and the bracket 45 is moved in the thrust direction. It is supported and its axial position is regulated.

As mentioned above, the wave gear 43 that meshes with the four intermediate gears
is energized in the axial direction and supported in the thrust direction by a similar structure, and its axial position is regulated, so that play in the axial direction of both gears 43 and 49 can be prevented, and By arranging both gears 43, 49 so that their axial positions match, it is possible to ensure that both gears 43, 49 mesh over the entire gear, thereby preventing the generation of noise and uneven wear of the gears. be able to.

A step motor 52 as an actuator is supported and fixed to the motor support portion 45a of the bracket 45, and its output shaft 53 is supported via a bearing 103. In this way, by supporting the output shaft 53 of the pulse motor 52 with the bracket 45, the motor flange, which was conventionally required as a part of the step motor, can be omitted, and the manufacturing cost of the throttle body can be reduced by reducing the number of parts. can be reduced. In this case, the step motor 52 is disposed on the throttle body 1 by sequentially assembling the grooved parts of the step motor 52 to the bracket 45.

The output shaft 53 of the step motor 52 has a drive gear 54.
is fixed, and the intermediate gear 49 is engaged with the drive gear 54. Therefore, the output shaft 53 of the step motor 52
is connected to the throttle shaft 2 via a driving gear 54, an intermediate gear 49, a working gear 43, and a control lever 9 engaged with the driven gear 43. That is, by operating the step motor 52 when the throttle shaft 2 is rotated by the accelerator pedal operation and the throttle valve 6 is opened to a certain opening degree, the throttle valve 6 is moved in the closing direction regardless of the accelerator position. Rotationally driven.

When the throttle valve 6 is rotated in the closing direction by the operation of the step motor 52, the throttle shaft 2 is rotated against the engagement arm bracket 2 against the spring force of the first stroke motion spring 23.
Since the throttle wire 16 is rotated in the throttle valve closing direction 20 while separating the wires 1 and 22 from each other, the throttle wire 16 is not affected.

Further, as shown in FIG. 7, a recess 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 fitted into the four parts 104. Further, a plug cap 106 is fitted into the recess 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 step motor 52 is regulated, and the pulse of the step motor 52 is controlled. 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 step motor 5
If the return side stop position of step motor 52 is shifted, it can be easily adjusted by simply turning the adjustment screw 105 from the outside. It is possible to prevent adverse effects on strength, durability, etc.

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 step motor 52, and the atmosphere, respectively. With such a structure, even if moisture in the air condenses inside the gearbox 102 and the step motor 52 due to temperature changes due to the operation of the step motor 52 or the operation of the engine, this condensation can be removed through the drain hole 108a. and 108b to the chamber 107, and can be further discharged into the atmosphere through the drain hole 108C, appropriately preventing moisture and impurities contained therein from adversely affecting the step motor 52 and the gear mechanism. be able to. Also, water should not directly enter the step motor 52 etc. from the outside.
This can be prevented by the intervention of 07. Furthermore, by setting the volume of this chamber 107 to a value commensurate with the amount of breathing inside the gearbox 102 (for example, approximately one-third of the space volume inside the gearbox 102), the inside of the gearbox is cooled and the outside air is absorbed. It is possible to prevent water from being sucked into the gear box when suctioning water, and the above effect can be obtained with a minimum chamber volume.

The 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 inside the gearbox 102, and water, fuel, dust, etc. pass through the ventilation hole 109 to the gearbox 102 and the step motor 52 leading thereto.
A filter can prevent it from entering the body.

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 dashbot 56 is supported and fixed on the throttle body 1 to slow down the rotational movement of the first 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 supported by the housing 57 and which partitions the interior of the housing 57 into a suction chamber 58 and five atmospheric pressure chambers. One end of a connecting rod 61 that movably passes through the nozzing 57 on the atmospheric pressure chamber 59 side and extends outward is connected to the central portion via a retainer 80. 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 60 in a direction that increases the volume of the suction chamber 58, 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 attached to the outer surface of the throttle body 1, and a regulation lever 63 and a forced activation lever 64 are rotatably attached to this 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;
The restriction temporary 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.
a and the regulating plate 66, and is rotatably supported by the collar 65. The forced activation lever 64 is separated from a cylindrical portion 64a coaxially surrounding the collar 67 and a drum portion 64b fixed to the inner end of the cylindrical portion 64a. It is rotatably supported by 67. The cylindrical portion 63a1 of the forced lever 63 and the cylindrical portion 64a of the forced activation lever 64 have collars 65.67 at their inner and outer ends.
Dust seals 63c and 64c are disposed on the sliding surfaces of the sliding parts, respectively, to prevent objects from entering the sliding parts and to improve the reliability of the operation of the regulation lever 63 and forced activation lever 64.

A 2l adjustment screw 69 whose tip can come into contact with the contact arm 70 provided on the first stroke motion lever 7 is screwed into the regulation lever 63 so that the forward and backward positions can be adjusted to: The screw 69 and the contact arm 70 come into contact with each other when the first lost motion lever 7 rotates in the throttle valve closing direction 20. The throttle body 1 is also provided with an adjustment screw 71 that abuts the abutment arm 70 when the first lost motion lever 7 rotates to the position where the throttle valve 6 is fully closed. It matches.

The other end of the connecting rod 61 of the dashpot 56 is connected to the regulating lever 63, and the connection mode is as follows: With the A set screw 69 in contact with the abutment arm 70, the first stroke motion lever is 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 throttle body 1 and the forced activation lever 64. Spring 7
4 generates a force that urges the first lost 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 to 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.
4, when the operation lever 8 located at the position corresponding to the fully closed 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 rock 75 is provided that forcibly rotates the first lost motion lever 7 and, in turn, the throttle shaft 2 in the throttle valve opening direction 18 via the first lost motion lever 7 .

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. There is a roller 77. Cam 76 and roller 7
7 is set so as to be in contact with each other between the position of the operation lever 8 corresponding to the fully closed position of the throttle valve 6 and the position slightly rotated in the throttle valve opening direction 18 from that position, and the cam The surface 76 is formed to rotate the forced activation lever 64 in the throttle valve opening direction 18 via the roller 77 in response to rotation of the operating lever 8 from the fully closed position to the throttle valve opening direction 18. . On the other hand, the forced activation lever 64 is rotated in the throttle valve closing direction 18 within a range in which the cam 76 and the roller 77 are kept in contact by the 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 explained. When the operation lever 8 is rotated in the throttle valve opening direction 18 by operating the accelerator pedal with the step motor 52 fully open and stopped, the engagement arm 21a , 21b and 22
The first stroke motion lever 7 is activated by the engagement of a and 22b.
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 step motor 52 is in a bad state in which it can freely rotate together with the throttle valve 6, and the control lever 9, each gear 43, 48, etc.
．． The rotational power is also transmitted to the step motor 52 via the step motor 53, and the step motor 52 rotates freely.

This rotational movement of the control lever 8 in response to the operation of the accelerator pedal is a cam machine {^! It is also transmitted to the 20th strike motion lever 28 via B, and the detection lever 29, that is, the detection shaft 27, rotates in the accelerator pedal depression direction 32 due to the engagement of the engaging portions 36 and 37. Therefore, the rotation plate of the throttle shaft 2, that is, the throttle opening degree can be detected by the throttle opening degree detector 46, and the rotational operation amount of the operating lever 8, that is, the accelerator pedal operation amount 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,
Lost motion machine It may not be smooth.

In such a case, the forced activation mechanism 75 forces the throttle shaft 2 to perform an initial rotational movement. That is, when the operating lever 8 rotates to prevent the throttle valve 6 from rotating from its fully closed position, the roller 77 comes into contact with the pressure receiving surface 76 and turns, thereby driving the forced activation lever 64 to rotate.
The rotation of the forced activation lever 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 69 of the regulating lever 63. It is transmitted to the first stroke motion lever 7 having the first stroke motion lever 7. Therefore, when the operating lever 7 is initially rotated, the first stroke motion lever 7 is forcibly rotated, and the initial rotation 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 throttle shaft 2, that is, the throttle valve 6 is provided with the first, second, and third return springs 19, 24, .
A spring force of 44 is acting on 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 closed position, the retainer 80 in the dashbot 56 moves into the suction chamber 5.
After the adjustment screw 69 of the regulation lever 64 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 58 is applied to the first port. Acting on the strike motion lever 7, the rotational speed of the throttle shaft 2 and the throttle valve 6 toward the closing side is moderately suppressed.

Furthermore, when the operation lever 8 is rotated in the throttle valve closing direction 2o, the detection shaft 27 connected to the accelerator operation amount detector 38 via three levers may be damaged due to malfunction of the accelerator operation amount detector 38, etc. Assume a case where it does not rotate smoothly. In this case, the cam 31a provided on the operating lever 8
Or c3]. b and 2nd port strike motion lever 2
Engagement pin 28b or 28b22 provided in 8
By releasing the engagement with l1, the operating lever 8 can be rotated in the return direction 20 of the accelerator pedal, 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 operating the accelerator pedal and the throttle valve 6 is to be driven toward the closing side for traction control or the like, the step motor 52 is operated. This step motor 5
2, the throttle shaft 2 and the throttle valve 6
can rotate against the spring force of the first lost motion spring 23 so that the engaging portions 21a, 21b of the operating lever 8 and the engaging portions 22a, 22b of the first lost motion lever 7 are separated. Therefore, the throttle valve 6 can be driven in the closing direction regardless of the operation of the accelerator pedal.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and it goes without saying that various modifications can be made within the scope of the invention described in the claims. Nor.

As mentioned above, since the step motor 52 is configured to be interlocked with the throttle lever 2 via a gear or the like,
The opening degree of the throttle valve 6 corresponds to the rotor rotation angle position of the step motor 52.

In this embodiment, as shown in FIG. 8, the switch associated with the throttle shaft 2 is set such that the throttle valve is turned ON when the opening degree is larger than the reference rotation angle θTIIO of the step motor 52, and is turned OFF when the opening degree is smaller than the reference rotation angle θTIIO of the step motor 52. It is provided. As shown in the figure, for example, if the throttle valve 2 is fully opened at a motor operating angle of 80 degrees, the rate of change in the opening area of the throttle valve 2 is relatively gradual in the high opening range.

Therefore, the reference rotation angle θTHO is set at the throttle valve 6.
If the opening area is set within the high opening range where the opening area is relatively small, the engine will start IH! Regardless of the amount of depression of the accelerator pedal in H, the discomfort given to the driver can be minimized.

Next, an embodiment of the operation check process will be described based on FIG. First, it is periodically checked whether the ignition switch is ON (step S2), and if the ignition switch is ON, then the step motor 52 is turned on.
It is determined whether the current rotor rotation angle position is in the switch ON state (step S3). If the switch is in the ON state, the rotor rotation angle position is moving clockwise with respect to the reference rotation angle position, so the step motor 52 is driven counterclockwise (CCW) (step S5). . If the switch is in the OFF state, the rotor rotation angle position is progressing counterclockwise with respect to the reference rotation angle position, so the step motor 52 is driven clockwise (CW) (step S4). Here, if the step motor 52 is driven clockwise, the opening degree will increase, and if it is counterclockwise, the opening degree will decrease. When the switch is ON, it is driven counterclockwise, and when it is OFF, it is driven clockwise by one pulse. At the same time, add 1 to the counter (
Steps S6, S7) are repeated until the switch is switched (steps S10, S11).

In each cycle of this repetition, it is checked whether the value of the counter is larger than the expected value (steps S8 and S9). This expected value is the number of pulses required to reach the reference value θT}10 from fully open throttle or fully open throttle.If the switch does not switch even though the counter value has become larger than this value, it is determined that there is an abnormality ( Step S12), the process proceeds to a predetermined fail-safe operation.

In steps SI0 and SI11, when switching of the switch is detected, the current value (corresponding to the motor rotation angle of the motor) θTI expressed by the position memory value of the step motor
It is determined that the IP has reached the reference value θT110, and the current value θT is
IIP is initialized to a reference value θT110 (step S13). With the above processing, the step motor operation check processing is completed.

By performing the above-described operation check, it is possible to check whether the traction control is working properly before starting the engine. In this case, the reference rotation angle θTl{O is set in a high opening range (a position that does not affect starting) where the rate of change in the opening area of the throttle valve is relatively small, so the accelerator at the time of engine starting Regardless of the amount of pedal depression, the discomfort caused to the driver is kept to a minimum.

Note that the present invention is not limited to the length examples described above. For example, the control valve is not limited to a throttle valve. Further, the reference rotational angular position is not limited to the angular position shown in FIG.

Furthermore, when the starter switch is turned on, the step motor may be de-energized and placed in a standby state.

〔Effect of the invention〕

Since this invention is configured as explained above,
Since the simulation of the control operation is executed when the ignition switch is turned on, it is possible to check in advance whether the control is normal or not.

In addition, since the reference rotation angle position is set within the high opening range where the rate of change in the opening area of the control valve is relatively small, the effect on the driver will be increased regardless of the amount of depression of the accelerator pedal at the time of starting the engine. There is little discomfort.

[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 ■1■ in 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 receiving member 25b, and FIG. 8 is a diagram showing the characteristics of the switch provided in one embodiment of the control valve control device according to the present invention, and FIG. 9 is a flowchart showing the processing procedure for checking the operation of the step motor in the til embodiment. DESCRIPTION OF SYMBOLS 1... Throttle body as a support body, 2... Throttle shaft, 6... Throttle valve, 7... Lost motion lever 8... Operation lever 9... Control lever 18... Throttle valve Opening direction, 20... Throttle valve closing direction, 23... Lost motion spring,
52...Step motor as actuator, 5 6...Dashbot, 6 3...Regulation lever

Claims (1)

[Claims] A control valve control device that controls the opening degree of a control valve of an in-vehicle engine using a step motor, the drive means that drives the step motor in response to a control request, and the rate of change of the opening area of the control valve that is relatively small. switch means whose state is switched according to the relative relationship between the reference rotation angle position of the rotor of the step motor set in a small high opening range and the current rotation angle position of the rotor; When the ignition switch is turned on, the step motor is first driven based on the state of the switch means until the rotor rotational angular position matches the reference rotor rotational angular position, and when the rotor rotational angular position matches the reference rotor rotational angular position, the current rotor rotational angular position is set to the reference rotor rotational angular position. Initialize at the rotor rotation angle position,
A control valve control device, characterized in that it checks the operation of the step motor.