JPH039042A - Switching device for engine intake air throttle valve - Google Patents

Abstract

PURPOSE:To change the throttle valve open degree with a constant accelerator operating quantity by turnably supporting an accelerator lever with a bracket to be rotated by an actuator, and changing the rotational center of the accelerator lever. CONSTITUTION:The main part of a device consists of an acceleration transmitting mechanism 12 and a constant speed control mechanism 30. The acceleration transmitting mechanism 12 is formed by attaching a roller 10 to an accelerator lever 9 and forming a cam channel 11 in which the roller 10 is fitted in a throttle lever valve 5. On the other hand, the constant speed control mechanism 30 is formed by connecting an actuator 16 to a bracket 15 having a lever shaft 21 for supporting the accelerator lever 9 pivotally. The bracket 18 is rotated by the actuator 16 to move the accelerator lever 9. The fitting position of the roller 10 and the cam channel 11 is thereby changed, and the open degree of a throttle valve 4 is changed so that the constant speed is maintained with the constant accelerator operating quantity.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention is directed to a device for opening and closing a throttle valve installed in the trachea (3) to control the amount of intake air in an engine. It has a moving accelerator lever and a throttle valve lever fixed to the throttle valve shaft.
This device relates to an opening/closing device in which the movement of the throttle valve lever due to the accelerator operation, that is, the opening amount of the throttle valve relative to the amount of accelerator operation, is set to an arbitrary ratio by the shape of a cam groove formed on one lever, and is mainly used in multi-cylinder engines for automobiles. It is used to control the amount of intake air.

(Prior art) In order to open and close the throttle valve for engine intake amount control, the conventional opening/closing device transmits the accelerator operation directly to the throttle valve lever fixed to the throttle valve shaft. Since it is uniquely determined, it is not possible to meet various demands for various driving performance such as acceleration.

(4) In addition, when air is supplied to a fairly large displacement engine such as a multi-cylinder automobile engine through a single intake pipe, the diameter of the intake pipe is large, so the throttle valve opens in the low opening range. Since the amount of intake air changes significantly with a slight change in the amount,
An extremely sophisticated accelerator operation technique is required to get the engine to rotate stably at low speeds.

As a countermeasure to these problems, a support shaft was provided separately from the throttle valve shaft to support the accelerator lever that rotates when the accelerator is operated, and a cam groove was formed on the accelerator lever or the throttle valve lever and attached to the other lever. An opening/closing device in which a roller is engaged with a cam groove has been considered and has been put into practical use in some cases (
For example, Special Publication No. 56-501207, Special Publication No. 61-53
Please refer to each publication No. 537>.

With this configuration, the opening amount of the throttle valve relative to the amount of accelerator operation can be set arbitrarily depending on the shape of the cam groove, so it can meet various demands for driving performance, especially in the low opening range of the throttle valve. It is also possible to perform stable low-speed rotation by reducing the ratio of the opening amount of the throttle valve to that of the throttle valve.

(Problem to be solved by the invention) However, most automobiles are not equipped with a constant speed cruise control system, mainly because they are quite expensive, and in order to drive at a desired constant speed, it is necessary to The driver must change the amount of accelerator operation in response to fluctuations in This also applies to the non-linear opening/closing device described above, in which the opening amount of the throttle valve relative to the amount of accelerator operation can be arbitrarily set by the shape of the cam groove. A constant speed must be maintained by increasing the opening degree and reducing the throttle valve opening degree by reducing the accelerator pedal travel when exiting the vehicle.

In other words, in a nonlinear opening/closing device, when the shape of the cam groove is set, the relationship between the amount of accelerator operation and the amount of opening of the throttle valve is uniquely determined by that shape, and any further demands on driving performance cannot be met by accelerator operation. In this respect, it is the same as the old model, which directly transmits the accelerator operation to the throttle valve lever.

Therefore, the present invention adds a mechanism to the nonlinear opening/closing device to change the engagement position between the cam groove and the roller using an actuator, and changes the opening amount of the throttle valve in accordance with load fluctuations while keeping the amount of accelerator operation constant.・Automatically maintain a constant speed (7) By providing a constant speed driving control function, it is possible to meet a wider range of demands for driving performance, and it is also possible to reduce driver fatigue by making accelerator operation easier and simpler. Therefore, the invention was made with the main purpose of providing a switchgear that is functionally improved over the conventional nonlinear switchgear.

(Means for Solving the Problems) Means according to the present invention for solving the above problems includes: an accelerator lever that rotates when the accelerator is operated; a throttle valve lever fixed to a throttle valve shaft; an accelerator transmission mechanism consisting of a cam groove formed on the valve lever to set the opening amount of the throttle valve relative to the amount of accelerator operation; and a roller provided on the other side and engaged with the cam groove; (8) rotatable on a support shaft; a constant speed control mechanism comprising: a bracket having a lever shaft that is supported by the accelerator lever and rotatably supports the accelerator lever; and an actuator that is connected to the bracket and operates according to the operating state of the engine; The actuator rotates the bracket to move the accelerator lever according to the operating state of the engine, and changes the engagement position between the cam groove and the roller to maintain a constant accelerator operation amount. The configuration is such that the opening amount of the throttle valve is changed so that the speed is maintained.

In addition, the bracket should be provided with a wire holder that guides the accelerator wire connected to the accelerator lever, or if the actuator is a diaphragm type actuator that is operated by the engine's negative pressure, the bracket should be moved within an operating range smaller than the full stroke of the diaphragm. A restriction mechanism may be provided to restrict the movement, or an adjustment mechanism may be provided to rotate the accelerator lever to change the positional relationship with the bracket in order to correct the engagement position between the cam groove and the roller. Furthermore, it is preferable that the roller and the support shaft be arranged on the same central axis when the engine is idling.

(Function) When the accelerator is operated, the accelerator lever is rotated around the lever shaft to change the engagement position between the cam groove and the roller, thereby rotating the throttle valve lever and opening and closing the throttle valve. When the operating state of the engine changes with respect to the amount of accelerator operation, the actuator rotates the bracket and changes the position of the connecting shaft, which rotates the accelerator lever and moves the throttle valve lever in the direction of increasing or decreasing the opening of the throttle valve. rotates to maintain a constant vehicle speed.

(Example) The present invention will be described in detail with reference to the drawings. .

An intake passage 2 is connected to a throttle valve shaft 3 rotatably supported by the body 1 across the center of the intake passage 2 passing through the body (throttle body) l installed in the intake pipe line of the engine.
A disk-shaped throttle valve 4 that opens and closes is fixedly attached, and a throttle valve lever 5 is fixedly attached to the shaft end of the throttle valve shaft 3. Both ends of a throttle valve return spring 6 made of a coil spring are engaged with the body 1 and the throttle valve lever 5.

The accelerator lever 9 has a wire drum 8 around which the accelerator wire 7 is wound and one end of which is connected.The accelerator lever 9 rotatably supports a roller 10 on the opposite side of the wire drum 8, and this roller 10 is connected to the throttle valve lever 5. It fits into a cam groove 11 provided in the throttle valve and is constantly in contact with one cam surface 11a by the action of the throttle valve return spring 6. These accelerator levers 9
, the throttle valve lever 5, the roller 10, and the cam groove 11 constitute an accelerator transmission mechanism 12, and the cam groove 11 is formed in a shape that sets the opening amount of the throttle valve 4 to a predetermined ratio with respect to the accelerator operation amount. .

Next, an actuator 16 is fixed to a mounting base] 5 provided on the body 1, a bracket 18 is rotatably supported on a support shaft 17 protruding from the body 1, and a drive shaft 19 protruding from the actuator 16. is connected to the bracket 18 via an arm 20. A lever shaft 21 is protruded from the bracket 18, and a wire holder 22 is also provided, and the lever shaft 21 is connected to the accelerator lever.
9 is rotatably supported, and the wire holder 22
The accelerator wire 7 is inserted and guided. Further, an adjustment screw 23 is screwed onto a boss 9a formed on the accelerator lever 9, and both ends of an accelerator return spring 24, which is a torsion coil spring loosely wound around the lever shaft 21, are attached to the accelerator lever 9 and the bracket 18. and adjusting screw 2
3 applies a rotational force to the accelerator lever 9 in a direction in which the tip thereof hits the ridge 18a of the bracket 18.

The actuator 16 includes a diaphragm 25, a negative pressure chamber 26,
It has a return spring 27, the drive shaft 19 is fixed to the center of the diaphragm 25, and the negative pressure chamber 26 on the opposite side is adapted to receive the engine suction negative pressure generated downstream of the throttle valve 4. ing.

Further, the bracket 18 is provided with a slot 28, and a stop pin 29 protruding from the body 1 is fitted into the slot 28, and both ends of the stop pin 28 hit the stoppers 28a and 28b formed, thereby stopping the diaphragm 25 and the bracket 18. to regulate the operating range of the

These actuator 16 and bracket 18 change the engagement position between the cam groove 11 and the roller 10 to change the opening amount of the throttle valve 4 in response to engine operating conditions, especially changes in load while keeping the accelerator operation amount constant. A constant speed control mechanism 30 is configured. Furthermore, the adjustment screw 23 and the protrusion 18a are the same whether the former is attached to the bracket 18 or the latter is formed on the accelerator lever 9. By rotating the roller 9 to change the positional relationship with the bracket 18, an adjustment mechanism 31 is constructed which corrects the misalignment of the engagement position between the cam groove 11 and the roller 10 due to assembly errors. Furthermore,
The stop pin 29 and stoppers 28a and 28b are the same whether the former is provided on the bracket 18 or the latter is provided on the body 1, and these restrict the bracket 18 to an operating range of a distance smaller than the entire stroke of the diaphragm 25. A restriction mechanism 32 is configured.

Note that the support shaft 17, which is the center of rotation of the bracket 18, and the roller 10 are arranged on the same central axis when the engine is idling.

In this embodiment with such a configuration, when the engine starts, the diaphragm 25 of the actuator 16 is sucked toward the negative pressure chamber 26 by high suction negative pressure, and the bracket 1
8 rotates clockwise in FIG. 1 and is fixed at the position where the stopper 28a hits the stop pin 29, and the accelerator lever 9
Since a clockwise rotational force is applied (15) by the spring force of the accelerator return spring 24, the adjustment screw 23 is fixed at the position where it is against the flange 18a, and the throttle valve lever 5 is moved by the throttle valve return spring 6. Since a clockwise rotational force is applied by the spring force, the cam surface 1.1a of the cam groove 11 is fixed at the position where it abuts the roller 10. At this time, the throttle valve 4 is at the idle position, and FIG. 1 shows the state at idle.

From this state, pull the accelerator wire 7 and release the accelerator lever.
9 in the counterclockwise direction in FIG.
1, the throttle valve lever 5 is rotated counterclockwise in FIG. 1 about the throttle valve shaft 3, thereby opening the throttle valve 4.

FIG. 3 shows that the throttle valve 4 is opened to a position midway between the idle position and the fully open position, and high suction negative pressure is introduced into the negative pressure chamber 26 (16), causing the bracket 18 to be in the same position as when idling. Indicates a fixed state.

When the engine load increases in this state, the rotation speed decreases and the suction negative pressure decreases, so the diaphragm 25 of the actuator 16 pushes the drive shaft 19 with the spring force of the return spring 27, and the bracket 18 is moved to the stop pin 29 by the stopper 28b.
Rotate counterclockwise in Figure 3 until the Therefore, the lever shaft 21 moves downward in FIG. 3, and the accelerator lever 9 further rotates counterclockwise to increase the opening degree of the throttle valve 4.

That is, the state shown in FIG. 4 is reached, and the traveling speed of the vehicle can be maintained constant regardless of the increase in load while keeping the amount of accelerator operation constant. When the load on the engine decreases, the suction negative pressure increases, causing the bracket 18 and the accelerator lever 9 to move in the opposite direction, thereby reducing the opening degree of the throttle valve 4.

By appropriately setting the effective area of the diaphragm 25 of the actuator 16 and the spring load of the return spring 27, the bracket 18 can be rotated little by little in the counterclockwise direction shown in the figure as the rotational speed of the engine increases, and the stop pin 39 can be rotated. It can be located between the stoppers 38a and 38b, thereby increasing the opening of the throttle valve 4 when the engine load increases and decreasing the opening of the throttle valve 4 when the load decreases to maintain a constant speed. becomes.

Further, when the engine load changes with the accelerator operation amount and the bracket 18 rotates and the accelerator lever 9 rotates as described above, the wire holder 22 provided on the bracket 18 also moves together, so that the accelerator wire 7 This can prevent loosening and excessive tension. Furthermore, the limiting mechanism 32 regulates the operating range of the bracket 18 regardless of the full stroke of the actuator 16, and can appropriately set the range of variation in the opening degree of the throttle valve 4 due to variations in load.

Furthermore, by placing the roller 10 and the support shaft 17 on the same central axis when idling, even if an accident such as the diaphragm 25 breaks during idling occurs, the accelerator lever 9 and bracket 18 can be integrated around them. The throttle valve lever 5 is not rotated and the engine rotational speed is not increased abnormally. Furthermore, even if the diaphragm 25 breaks while the throttle valve 4 is open, there is no danger because the throttle valve 4 is only opened further by the same amount as when the suction negative pressure drops.

Incidentally, the same effect can be achieved even if the cam groove 11 is formed on the accelerator lever 9 and the roller 10 is provided on the throttle valve lever 5.

Furthermore, the actuator 16 can be constructed of a proportional solenoid, a multi-stage solenoid, an electric motor, or the like that utilizes electromagnetic force, and is operated by a drive signal from a microcomputer installed in the vehicle in accordance with the engine operating state.

(Effects of the Invention) According to the present invention, since the accelerator lever is rotatably supported by a bracket that is rotated by an actuator separately from the throttle valve lever, the center of rotation of the accelerator lever can be adjusted depending on the operating state of the engine. As a result, the positional relationship between the roller and the cam groove can be changed, and as a result, the throttle valve opening amount can be changed while the accelerator operation amount remains constant, and a constant speed can be automatically maintained.

[Brief explanation of the drawing]

Figure 1 is a front view showing an embodiment of the present invention, Figure 2 is a sectional view taken along the line X-X in Figure 1, and Figure 3 is when the throttle valve is at an intermediate opening and the engine suction negative pressure is high. Schematic front view of the state of 4th
The figure is a schematic front view of the throttle valve when it is at an intermediate opening and the engine suction negative pressure is low.

Claims (1)

[Claims] 1. An accelerator lever (9) that rotates when the accelerator is operated.
) and the throttle valve lever (5) fixed to the throttle valve shaft (3).
and said accelerator lever (9) or throttle valve lever (5).
) for setting the opening amount of the throttle valve (4) relative to the amount of accelerator operation; and a roller (10) provided on the other side and engaged with the cam groove (11). Transmission mechanism (12); lever shaft (2) rotatably supported by the support shaft (17) and rotatably supporting the accelerator lever (9);
a bracket (18) having a bracket (1);
and an actuator (16) connected to the engine (18) and actuated according to the operating condition of the engine; The bracket (18) is rotated to move the accelerator lever (9), and the cam groove (
11) and the roller (10) to change the opening amount of the throttle valve (4) so that a constant speed is maintained with a constant accelerator operation amount. Intake throttle valve opening/closing device. 2. The engine intake throttle valve opening/closing device according to claim 1, wherein the bracket (18) is provided with a wire holder (22) for inserting and guiding the accelerator wire (7) coupled to the accelerator lever (9). 3. The actuator (16) has a diaphragm (25) operated by the engine's suction negative pressure, and a limiting mechanism (25) that restricts the bracket (18) to an operating range smaller than the full stroke of the diaphragm (25). 3
2) The engine intake throttle valve opening/closing device according to claim 1, comprising: 2). 4. Rotate the accelerator lever (9) and attach the bracket (18).
) and change the positional relationship between the cam groove (11) and the roller (10).
The engine intake throttle valve opening/closing device according to claim 1, further comprising an adjustment mechanism (31) for correcting the engagement position with the engine intake throttle valve. 5. When the engine is idling, the roller (10) and spindle (1
7) The opening/closing device for an engine intake throttle valve according to claim 1, wherein the opening and closing device for an engine intake throttle valve is configured to be arranged on the same central axis.