JPH0357846A - Control device of control valve in on-vehicle engine - Google Patents

Abstract

PURPOSE:To achieve a high accurate control by returning back a step motor to a reference rotational angle position at the time of starting a valve opening control and initializing a rotational angle position of a rotor in the step motor to the reference rotational angle position thereafter grasping the present rotational angle position being based on a number of steps. CONSTITUTION:A lost motion lever 7 and an operating lever 8, associated with action of an accelerator, are provided in one end part 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 rotor of the step motor 52 reaches a predetermined reference rotational angle position, is provided. At the time of generating the necessity for controlling the step motor 52, it is driven till a rotational angle position of the rotor agrees with the reference rotational angle position from an output of the switch, when the positions agree, the present motor rotational angle position is initialized to the reference rotational angle position. Thereafter, while the present opening is grasped by a number of pulses of the motor 52, it is driven.

Description

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

[Conventional technology]

An example of this type of control device is a traction control device for a slot valve in an automobile engine. This device has a step motor connected to the shaft of the throttle valve, and when a problem such as slipping of the drive wheels occurs due to sudden changes in the accelerator pedal, etc., this device sends a traction control request (TCS) from the electrical control unit (ECU). In response to this request, the step motor is driven to return the throttle opening, thereby avoiding slippage of the drive wheels.

In this device, since it is necessary to control the throttle opening independently of the accelerator pedal, an auxiliary valve is provided that is driven by a step motor in addition to the throttle valve operated by the accelerator pedal, and the opening and closing operations of this auxiliary valve provide traction. I was trying to control it.

[Problem to be solved by the invention]

However, this conventional type requires two throttle valves, making the device larger, so a step motor is connected to the shaft of the throttle valve, and the shaft of the parenthesis is connected to the throttle valve when the accelerator pedal is pressed through a throttle wire. A device with a movable valve has been proposed. In such a device,
The step motor is normally inactive and is passively moved by receiving the operating force from the accelerator pedal.
It becomes active only when a request is made.

However, in this device, the step motor is in a de-energized state until it receives a TCS request, so it is not possible to know the exact rotation angle position of the motor rotor depending on the number of steps, and the throttle connected to the shaft The throttle valve opening is simply determined by the opening detector. Therefore, there is a problem in that the accurate current rotational angular position of the motor rotor at the time the TCS request is received is not known, making it difficult to perform highly accurate traction control.

Additionally, if the power supply is cut off due to a momentary drop in battery voltage for some reason during traction control, the motor may stop due to insufficient torque or the ECU may stop operating, so the power will not be restored immediately. However, there is also the problem that the information necessary for throttle valve control is lost, and subsequent traction control cannot be performed normally.

Therefore, the first object of the present invention is to enable accurate opening control in a device that controls the opening of a control valve using a step motor, even if the current opening of the valve at the time of starting control is unknown. It is to do so.

A second object of the present invention is to enable normal control operations to be performed immediately after power supply is restored even if there is a momentary drop in battery voltage during control.

[Means to solve the problem]

The in-vehicle engine control device according to the present invention includes a driving means for driving the step motor in response to a control request, a detecting means for detecting that the rotor of the valsmo matches a predetermined reference rotation angle position, and a driving means for driving the step motor. The drive means has a storage means for storing the rotational angular position of the rotor and whether or not the rotational angular position has been initialized, and when the drive means receives a control request, first the rotational angular position of the rotor is set to the reference rotation based on the output of the detection means. Drive the step motor until it matches the angular position, initialize the rotor's rotational angular position to the reference rotational angular position at the matched point, and then
If the step motor is driven while the rotation angle position of the rotor is grasped by the number of steps of the motor, and the power supply is stopped while the step motor is being driven, when the power supply is restored, the step motor is It is characterized by executing the driving operation of a step motor.

[Effect]

According to the above configuration, when starting the opening control using the step motor, first the motor is returned to the predetermined reference opening position, the current opening is initialized to the reference opening, and then the current opening is determined based on the number of steps of the motor. Execute the original control while accurately grasping the opening degree.

While this control is being executed, the current opening degree and whether or not it has been initialized are stored in the storage means.

If power supply interruption occurs during control, the stored content is read out when power supply is restored, and control of the step motor is executed based on this.

Note that a RAM is generally used as the storage means. In that case, the RAM is the main r1I! that supplies power to the motor etc. A
Must be backed up by a separate power source.

〔Example〕

Examples will be explained below.

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 the throttle body 1 as a support via a bearing 3.4, and the throttle shaft 2 has an intake passage 5 formed in the throttle body 1 for opening and closing. 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 a first lost 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. , 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 plate 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 stroke motion lever 7, the first stroke motion lever 7 is connected to the rotation of the operation lever 8.
and the first lost motion lever 7
A lost motion mechanism A is provided to prevent forced rotation of the throttle valve in the throttle valve closing direction 20 from affecting the operation of the operating lever 8. Lost motion mechanism A
are engagement arm portions 21a and 21b provided on the drum portion 8b of the operating lever 8, and an engagement arm portion 22a provided on the first lost motion lever 7 to engage with the engagement arm portions 21a and 2lb, respectively. , 22b, and a first lost motion spring 23 interposed between the operating lever 8 and the first lost motion lever 7, and the engaging arms 21a, 22a are
They 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 urge the operating lever 8 in the throttle valve closing direction 2o.

First stroke motion spring 23 and second return spring 24
is formed into 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 bell 1l. There is. The receiving members 25a and 25b are the collar 1
The first lost motion spring 23 is attached to the inner cylinder of the receiving member 25a, 25b, and the second return spring 24 is attached to the receiving member 25a. , 25b, respectively. As shown in FIG. 6, the double cylindrical portions of the receiving members 25a and 25b are formed with a plurality of notches 25a' and 25b' that extend in the circumferential direction and in the axial direction, so that the surfaces of the inner and outer cylinders and the lost motion Reducing the sliding resistance of the lost motion spring 23 and the second return spring 24 by reducing the contact area with the spring 23 and the second return spring 24, and when dust gets caught in the lost motion spring 23 and the second return spring 24. Efforts are being made to ensure a place for dust to escape. 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 shaft 2. By butting the two together, the lost motion spring 23,
The deformation of the second return spring 24 during operation prevents the two springs from jamming into each other.

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 other end 24b is engaged with the throttle body 1.

According to such a lost motion mechanism A, the operating lever 8 is moved in the throttle valve opening direction 1 against the biasing forces of the first and second return springs 19.24 by operating the accelerator pedal.
8, the first stroke motion lever 7 rotates in the throttle valve opening direction 18 due to the biasing force of the first stroke motion spring 23, and the throttle shaft 2 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 arms 21a, 2
lb engage with the engaging arms 22a and 22b, respectively, thereby causing the first stroke motion lever 7 and the throttle shaft 2 to rotate 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 in the bracket 26, and a detection shaft 27 is rotatably supported by the cylindrical support portion 26a.

The detection shaft 27 has a second shaft connected to the operating lever 8.
A lost motion lever 28 is rotatably supported. At the outer end of the detection shaft 27 protruding from the second 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. attitude? . Male thread part 27a
In this case, two detection levers that can be engaged with the second lost motion lever 28 are passed through M so that they cannot rotate relative to each other, and the detection lever 2
The detection lever 29 is fixed to the detection shaft 27 by tightening a nut 30 screwed onto a male screw 27a protruding from the detection lever 27a to press the detection lever 29 against the stepped portion 27b.

The second stroke motion lever 28 is made up of a cylindrical portion 28a surrounding the detection shaft 27, and a disc portion 28b fixed to the inner end of the cylindrical portion 28a, that is, the end closer to the throttle body 1. It is rotatably attached to the detection shaft 27 between the outer end of the support portion 26a, that is, the end farthest from the throttle body 1, and the two detection levers. The disc portion 28b of the second strike motion lever 28 and . The drum portion 8b of the operating lever 8 is interlocked and connected to the drum portion 8b of the operating lever 8 via a cam mechanism B. This cam mechanism B has a disk portion 2
The engagement pin 28 is provided on the arm portion 28b1 extending from the outer end of the throttle body 8b, that is, the end farthest from the throttle body 1.
b1, and the drum portion 8 to engage with the engagement bin 28b1■
The first cam 31a protrudes from the outer end of the disk portion 28b, that is, the end farther from the throttle body 1, and the arm portion 28b protrudes from the inner end of the disc portion 28b, that is, the end closer to the throttle body. It consists of a matching pin 28b22 and a second cam 3lb that projects from the inner end of the drum portion 8b, that is, the end closer to the throttle body, to engage with the second engaging pin 28b22. The cam mechanism B connects the levers 8 and 28 in order to rotate the second lost motion lever 28 in the direction in which the accelerator pedal is depressed, as indicated by the arrow 32, in response to the rotation of the operating lever 8 in the throttle valve opening direction 18. It is. In the cam machine TMB, unlike the case of a rod link, the driving joint, that is, the operating lever 8, and the driven joint, that is, the second lost motion lever 28, can be separated, so there is a high degree of freedom in designing the interlocking and connecting mechanism between them. degree is obtained. In addition, two cams 31a and 3lb are installed, and when the rotation angle of the operating lever 8 in the throttle valve opening direction 18 is small, the rotation is performed via the cam 31a, and when the rotation angle is large, the rotation is performed via the cam 3lb. Since the strike motion lever 28 is rotated in the depression direction 32 of the accelerator pedal, a linear relationship between the rotation of the operating lever 8 and the rotation of the second strike motion lever 28 is ensured. Although the number of cams is two in this embodiment, by providing more cams, it is possible to further 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, 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 second strike motion spring 35 is interposed between the engagement pin 33 and the detection lever 28, which biases the detection lever 29 and thus the detection shaft 27 to rotate in the return direction 34 of the accelerator pedal. equipped. The second lost motion spring 35 is formed into a coil shape surrounding the cylindrical support portion 26a, and one end 35a thereof engages with the two detection levers, and the other end 35a engages with the engagement bin 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 lost 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 two detection levers rotate in the accelerator pedal depression direction 32 while overcoming the biasing force of the second lost 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 biasing force of the second lost motion spring 35, and the amount of rotation of the operating lever 8, that is, the accelerator pedal The detection lever 29 corresponds to the amount of operation.
As a result, the detection shaft 27 rotates. On the other hand, detection $111
The accelerator pedal operation amount detector 3 is attached to the bracket 26 opposite the inner end of the 2 7, that is, the end closer to the throttle body 1.
8 is fixed, and a lever 39 fixed to the inner end of the detection shaft 27 is connected to an accelerator pedal operation ffitA output device 38.

The other end of the throttle shaft 2 protruding from the throttle body 1 is fixed to the throttle body 1 and pivoted to a cylindrical collar 41 whose inner end abuts the bearing 4. The control lever 9 is fixed to the protruding end of the throttle shaft 2. Also color 41
A driven gear 43 is rotatably supported through a bearing 42 . With such a configuration, even if the bearing 42 is fixed, 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 wave gear become integrated due to the fixed bearing, and the driven gear and other gears connected to it act as a resistance. As a result, rotation of the throttle shaft, that is, rotation of the throttle valve becomes impossible. However, with the above-mentioned Yokosei, such a situation can be avoided. Furthermore, by configuring 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 material with high wear resistance, and even if the collar 41 is in trouble, the collar can be removed. Repairs can be easily performed by replacing only 41 parts.

A third return spring 44 is interposed between the wave gear 43 and the throttle body 1, and the driven gear 43 is urged to rotate in the throttle valve closing direction 18 by the third return spring 44, and the driven gear 43 is rotated in the throttle valve closing direction 18. is engaged in. Also, wave gear 43
The outer surface, that is, the end surface on the side far from the throttle body 1, is in contact with the regulating plate 101 fixed to the collar 41, and the wave gear 43 is urged in the axial direction by the third return spring 44, It is supported in the thrust direction by a regulating plate 101, and its axial direction α position is regulated.

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 together with the lever.

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

A support shaft 48 having an axis parallel to the throttle shaft 2 is supported between the throttle body l and the bracket 45, and four intermediate gears that mesh with the driven gear 43 are mounted 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 the bracket 45 is supported in the thrust direction. Its axial position is regulated.

As mentioned above, the wave gear 43 that meshes with the intermediate gear 49
is energized in the axial direction and supported in the thrust direction by the same structure, and its axial direction α position is regulated. By arranging both gears 43.49 so that their axial positions match, both gears 43.49 can be reliably engaged over the entire tooth surface, thus preventing noise generation 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 step motor 52 with the bracket 45, the motor flange, which was conventionally required as a part of the step motor, can be omitted.Therefore, by reducing the number of parts, the manufacturing cost of the throttle body can be reduced. can be reduced. in this case,
The arrangement of the step motor 52 on the throttle body 1 is as follows:
This is done by sequentially assembling the components of the step motor 52 to the bracket 45.

A drive gear 54 is provided on the output shaft 53 of the step motor 52.
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 driven 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 rotationally driven in the closing direction by the operation of the step motor 52, the throttle arm 2 is moved against the spring force of the first lost motion spring 23 to rotate the retaining arm bracket 2.
1.22 } Since the throttle valve is rotated in the closing direction 20 while moving away 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 screwed into this recess 104. Furthermore, an adjustment screw 1 is provided in the recess 104.
A plug cap 106 is fitted to cover 05. The adjustment screw 105 can be adjusted to move forward or backward, and its tip comes into contact with the four intermediate gears at predetermined positions in the circumferential direction, thereby regulating the return side stop position of the step 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, 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 adjusting screw 105 from the outside.In addition, the plug cap 106 protects the inside from water and dust, so that the step motor 52 can be adjusted easily. It is possible to prevent adverse effects on accuracy, durability, etc.

Further, the bracket 45 is provided with a chamber 107 vertically below the gear box 102, 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 this structure, even if moisture in the air condenses inside the gear box 102 or the step motor 52 due to temperature changes caused by the operation of the step motor 52 or the operation of the engine, this condensation can be removed through the drain hole 108a and the inside of the step motor 52. Since the water can be introduced into the chamber 107 through the water drain hole 108b and further discharged into the atmosphere through the drain hole 108c, moisture and impurities contained therein can be appropriately prevented from having an adverse effect on the step motor 52 and the gear mechanism. I can do it. 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. When suctioning water, it is possible to prevent water from being sucked into the gearbox, 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 dashpot 56 is supported and fixed on the throttle body 1 to slow down the rotational movement of the first lost motion lever 7 supported on the throttle shaft 2 in the throttle valve closing direction 20 near the fully closed position. There is. This dashpot 56 is conventionally known and consists of a housing 57 and a diaphragm 60 whose periphery is held between the housing 57 and 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 housing 57 on the atmospheric pressure chamber 59 side and extends outward is connected to the retainer 8 in the center of 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 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 screwed onto the outside (1111 surface) of the throttle body 1, and a regulating lever 63 is attached to this support bolt 62.
and a forced activation lever 64 are rotatably supported. That is, between the head 62a of the support bolt 62 and the throttle body 1, in order from the head 62a side, there is a cylindrical collar 65 surrounding the support bolt 62, 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 provision 66; A regulation bell 68 interposed between the inner end and the throttle body 1 is fitted in order, and by tightening the support bolt 62, the collar 65, regulation plate 66, collar 67 and regulation plate 68 are fitted to the support bolt 62. It's fixed. The regulation lever 63 consists of a cylindrical part 63a that coaxially surrounds the collar 65, and a drum part 63b fixed to the outer end of the cylindrical part 63a. 66 and is rotatably supported by a collar 65. The forced activation lever 64 is connected to the collar 6.
It consists of a cylindrical part 64a coaxially surrounding the cylindrical part 6, and a drum part 64b fixed to the inner end of the cylindrical part 64a.
4a is rotatably supported by a collar 67 between regulating plates 66 and 68. A collar 6 is attached to the inner and outer ends of the cylindrical portion 63a1 of the forced lever 63 and the cylindrical portion 64a of the forced activation lever 64.
Dust seals 63c. 6
4c is provided to prevent 5% objects from entering the sliding portion and to improve the reliability of the operation of the regulation lever 63 and forced activation lever 64.

The regulation lever 63 includes an adjustment screw 6 whose tip can come into contact with a contact arm 70 provided on the first lost motion lever 7.
The adjustment screw 69 and the contact arm 70 are screwed together with the first lost motion lever 7 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 first lost motion lever 7 rotates to a position where the throttle valve 6 is fully closed.
The adjustment screw 71 that comes into contact with adjusts the forward and backward positions. They are screwed together so that they can be aligned at 21 degrees.

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

The forced activation lever 64 is provided with an abutment arm 72, and an adjustment screw 73 whose tip can come into contact with the abutment arm 72 is screwed into the regulation lever 63 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 first 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 open 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. When the retainer 80 of the dashbot 56 contacts the inner surface of the housing 57 on the suction chamber 58 side, the contact state between the adjustment screw 69 of the regulation 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 mechanism 75 is provided which forcibly rotates the first lost motion lever 7 and, in turn, the throttle lever 2 in the throttle valve opening direction 18.

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 is removed from 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 shaped so as 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 open position in the throttle valve opening direction 18. . On the other hand, the forced activation lever 64 is rotated in the throttle valve closing direction 18 within a range in which the cam surface 76 and the roller 77 are kept in contact by a stopper 64d fixed to the outer surface of the throttle body 1. This prevents the forced activation lever from rotating too much in the throttle valve closing direction and causes the roller 77 to ride on a portion of the forced activation lever 64 other than the cam surface 76, and further improves the reliability of the operation of the forced activation lever 64. Improvements are being made.

Next, the operation of this embodiment will be 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 , 2lb and 22
By engaging a and 22b, the first stroke motion lever 7
That is, the throttle shaft 2 is rotated in the throttle valve opening direction 18, and the throttle valve 6 is rotated in the throttle valve opening direction 18 to a desired opening degree.

At this time, the step motor 52 is in a state where it can freely rotate together with the throttle valve 6, and the control lever 9 and each gear 43, 48 are rotated in accordance with the rotational movement of the throttle valve 6 in the opening direction.
．． The rotational power is also transmitted to the step motor 52 via the step motor 53, and the step motor 52 rotates freely.

The rotational movement of the operating lever 8 in response to the accelerator pedal operation is also transmitted to the 20th strike motion lever 28 via the cam mechanism B, and the engagement of the engaging portions 36 and 37 causes the detection lever 29 to rotate. In other words, the detection shaft 27 rotates in the accelerator pedal depression direction 32. Therefore, the amount of rotation of the throttle shaft 2, that is, the throttle opening is detected by the throttle opening detector 46, and the amount of rotation of the operating lever 8, that is, the amount of accelerator pedal operation is detected by the accelerator operation amount detector 38.
It can be detected by

By the way, at the initial stage of rotating the throttle valve 6 from its fully open position in the throttle valve opening direction 18,
Simply interlocking and connecting the photographing lever 8 and the first strike motion lever 7 via the lost motion mechanism A will not provide enough starting force for the throttle shaft 2, and the initial rotational movement of the throttle shaft 2 will not be smooth. There may be cases where this is not the case. In such a case, the throttle shaft 2 is activated by the force activation mechanism 75.
The initial rotation work is forced. That is, when the operating lever 8 rotates to rotate the throttle valve 6 from its fully closed position, the roller 77 comes into contact with the pressure receiving surface 76 and turns, thereby rotationally driving the forced activation lever 64, and this forced activation occurs. The rotation of the lever 64 is caused by the adjusting screw 73 on the contact arm 72.
The force is transmitted to the regulating lever 63 which is in contact with the regulating lever 63, and is further transmitted to the first stroke motion lever 7, which has an abutting arm portion 70 which abuts the adjusting screw 69 of the regulating lever 63. Therefore, when the operating lever 7 is initially rotated, the first
The lost motion lever 7 is forcibly rotated, and the initial rotational movement of the throttle shaft 2, that is, the throttle valve 6 from the fully closed position becomes smooth.

Furthermore, 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 tractive force of the throttle ear 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 dashpot 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 Q detector 38, etc. Assume a case where it does not rotate smoothly. In this case, the cam 31a provided on the operating lever 8
Alternatively, the operation lever 8 can be rotated in the return direction 20 of the accelerator pedal by disengaging the engagement pin 28b or 28b 22 provided on the second lost motion lever 28. Therefore, 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 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 are moved to the first opening 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. It can rotate against the spring force of the strike motion spring 23, and can drive the throttle valve 6 in the closing direction, which is related to 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 shaft 2 via a gear or the like,
The opening degree of the throttle valve 6 corresponds to the rotor rotation angle of the step motor 52.

In this embodiment, as shown in FIG. 8, a preset reference value (rotor reference rotation angle (corresponding to i position)
A switch associated with the shaft 2 is provided so that it is turned on when the opening degree of the throttle valve is larger than (for example, 30 degrees) and turned off when it is smaller.

For example, a magnetic switch or an optical switch can be used as this switch.

Although not shown, a RAM backed up by a power source other than the main power source, such as a battery, is provided in the drive circuit of the step motor 52, such as a secondary battery.

Referring to FIG. 9, the procedure for controlling the opening degree using the step motor 52 will be explained. First, the presence or absence of a TCS request is periodically checked (step S1), and when this request is received, the target value θTH of the throttle valve 6 given in response to the TCS request is recognized, and this is stored in the RAM. (Step S2).

Next, the ON/OFF state of the switch is checked (step S3), and the motor 52 is driven in the direction of the reference value θT1{0. That is, if the motor 52 is driven clockwise (CW), the opening degree will increase, and the opening degree will increase counterclockwise (CC).
W), if the opening is to be decreased, the switch is driven counterclockwise when it is ON, and clockwise when it is OFF (steps S4 and S5), and at the same time adds 1 to the counter (steps S6 and S7). ), this is repeated until the switch is changed (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 θTIIO from fully open throttle or fully open throttle, and 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). Shift to predetermined fail-safe operation.

When switching of the switch is detected in step S10SS11, it is determined that the current value θTHP (corresponding to the rotor rotation angle of the motor) represented by the position memory value of the step motor has reached the reference opening θTHO, and the current value θTHP is initialized to the reference value θTHO, and the fact that it has been initialized and the value of the current value θTil1' are stored in the RAM (step S13). From this point, the original traction control starts. First, the current value θT
Compare IIP and target value θTl+ (step S15)
, if the current value θTIIP is larger, the motor 52 is driven counterclockwise by one pulse to change the current value θTIP of the position counter.
1 is subtracted from IP (step S16), and if it is smaller, one pulse is driven clockwise and 1 is added to the current value θTI+P (step S17). At the same time, the position memory value in the RAM is rewritten to the updated current value θTHP. This is repeatedly executed and the motor 52 is stopped when the current value θTIIP matches the target value θTl+ (
Steps S14, S18).

In this way, no matter what position the motor 52 is at when the TCS request is received, first return the motor 52 to the position of the predetermined reference value θTHO, initialize the value of the position counter to the reference value θT110, and then This standard value degree θT
Since the current opening degree is accurately grasped from HO based on the motor pulse number and is controlled to the target opening degree, the target opening degree can be reached with high accuracy.

Next, with reference to FIG. 10, the procedure for checking the operation of the traction control, which is performed prior to starting the engine, will be described. First, check whether the ignition switch is turned on (step S21) and turn it on.
Execute this operation at the time of . When the ignition switch is turned on, power is supplied to many electrical components from the battery, so first, the battery voltage VB is checked (step S22). If the battery voltage VB is lower than the specified value, the motor 52 cannot be driven normally.
energization is stopped (step S23).

If the battery voltage VB exceeds the specified value, the motor 52
is driven to return it to the position of the reference value θTIIO (steps S25 to S33). Upon returning, the current value θTI
The IP is initialized to the reference value θT110, and the initialization and the current value θTIIP are stored in the RAM (step S34). Note that this step S25~
The operation in S34 is the same as steps 83 to S12 in FIG.

When the initialization of the current value θTHP is completed, the target value θT+{ is then closed and the blind opening degree for operation check, for example, O is set (step S35).

Once the target opening degree is set, step 31 in FIG.
3 to S17, the current value θT}IP is the target value θTH
The motor is driven until it reaches , and the position memory value in RAM is updated every time the motor is driven by one pulse (steps 338 to 839).

When the target value θTlf is reached, the motor 52 is de-energized (step S23).

By performing the above-described initializing operation, it is also possible to check whether the traction control is working properly or not before starting the engine.

Next, while performing the above-mentioned traction control and operation check, we will explain the operation in the event that there is a momentary drop in battery voltage or a momentary interruption in the power supply, causing the motor or ECU to momentarily stop operating. This will be explained with reference to FIG. If recovered, the information stored in the RAM is immediately read out (step S41).

Next, it is checked from that information whether the current rotation angle position has already been initialized (step S4).
2) If not executed, the traction control or operation check is restarted from step S3 or the tenth step S24 in FIG.

If initialization has already been performed, then the current opening degree θTIIP is set to the current value read out just before the operation is stopped (step S43), and the traction control or operation is started from step S14 in FIG. 9 or step S35 in FIG. Resume checking.

With this process, even if there is a momentary stoppage,
After recovery, control can be resumed from the state immediately before the stop.

It goes without saying that the scope of application of the present invention is not limited to traction control as described above, but can be broadly applied to control of various control valves.

〔Effect of the invention〕

As explained above, according to the present invention, when starting valve opening control using the step motor, first the motor is returned to a predetermined reference rotation angle position and the rotation angle position of the rotor is initialized to the reference rotation angle position. Since the control is executed while accurately grasping the current rotation angle position based on the number of steps, highly accurate opening control is possible.

In addition, the current opening degree and whether or not it has been initialized are memorized during control execution, and if there is a momentary stoppage of operation due to a momentary power outage, etc., the information stored at the time of stoppage is read out when the operation is restored, and the operation is resumed. Since the control is restarted from the state immediately before the stop, highly reliable opening control is possible.

[Brief explanation of drawings]

FIG. 1 is a front view of a throttle control device according to an embodiment of the present invention, FIG. 2 is a view taken along the arrow ■ in FIG. 1, FIG. 3 is a view taken along the line ■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. FIG. 8 is a diagram showing the characteristics of a switch provided in an embodiment of the control valve control device according to the present invention, and FIG. 9 is a flowchart showing the procedure for controlling the control valve by the step motor in the same embodiment. Fig. 10 is a flowchart showing the processing procedure for checking the operation of the step motor in the same embodiment, and Fig. 11 shows the processing procedure when a momentary operation stop occurs during the execution of the processing in Fig. 9 or Fig. 10. It is a flowchart.

Claims (1)

[Scope of Claim] A control valve control device for an on-vehicle engine that uses a step motor to control the opening degree of a control valve that controls the operating state of an on-vehicle engine, comprising: drive means that drives the step motor in response to a control request; a detection means for detecting that the rotor of the step motor matches a predetermined reference rotation angle position, and a storage means for storing the rotation angle position of the rotor while the step motor is being driven, and whether or not this rotation angle position has been initialized. Upon receiving the control request, the driving means first drives the step motor until the rotational angular position of the rotor matches the reference rotational angular position based on the output of the detection means, and detects the point at which the rotational angular position coincides with the reference rotational angular position. Initialize the rotation angle position of the rotor to the reference rotation angle position, and then drive the step motor while grasping the current opening degree by the number of pulses of the motor; A control valve control device for a vehicle-mounted engine, characterized in that when power supply is stopped, when power supply is restored, an unexecuted drive operation is executed based on the stored contents of the storage means.