JPH045439A - Opening and closing device for engine intake air throttling valve - Google Patents

Abstract

PURPOSE:To give an optimum throttle valve opening characteristic for stable operation, by changing lever ratios, that is, ratios of the distances between engaging places of two throttle valve levers with a transmission lever and the center of turning of the transmission lever, and optionally changing the relation between the amount of operation of an accelerator pedal and the opening of a throttle valve. CONSTITUTION:When a lever shaft 9 is rotated in response to the amount of operation of an accelerator pedal, a throttle valve shaft 4 is rotated through two throttle valve levers 5, 12 and a transmission lever 14 to open a throttle valve 3. Then, when an actuator 20 moves the transmission lever 14 in response to the operating conditions of an engine or a car, the eccentric distances between the throttle valve shaft 4 / the lever shaft 9 and the center of turning of the transmission lever is changed, and lever ratios of the transmission lever 14 to the two throttle valve levers 5, 12 are changed in response to the eccentric distances. As a result, the opening of the throttle valve 3 with respect to the amount of operation of the accelerator pedal can be optionally changed in response to the operating condition.

Description

[Detailed Description of the Invention] [Industrial Field of Application] The present invention relates to a device that opens and closes a throttle valve installed in an intake pipe line to control the amount of intake air in an engine, and more specifically, a device that opens and closes a throttle valve installed in an intake pipe line to control the intake air amount of an engine. This relates to an opening/closing device in which the amount of air is set to an arbitrary ratio depending on the operating state of the engine, and is mainly used for controlling the amount of intake air in multi-cylinder engines for automobiles.

[Prior Art] In order to open and close the throttle valve for controlling the intake air amount of the engine, the conventional opening/closing device transmits the accelerator operation directly to the throttle valve lever fixed to the throttle valve shaft. Since this is uniquely determined, it is not possible to meet various demands for various driving performance such as acceleration. 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 in the low opening range of the throttle valve, the opening amount is small. Since the amount of intake air changes significantly due to changes in speed, extremely sophisticated accelerator operation techniques are required to keep the engine running at a stable low speed.

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. Opening/closing devices with a configuration in which a roller is engaged with a cam groove have been considered and have been put into practical use in some cases (for example, Japanese Patent Publication No. 56-501207, Japanese Patent Publication No. 501-5 of 1983).
(Refer to each publication No. 3537).

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.

However, the opening amount of the throttle valve relative to the amount of accelerator operation is uniquely determined by the pre-designed shape of the cam groove, and it is not possible to change the throttle valve opening characteristics during operation in response to changes in operating conditions. . Therefore, for example, when climbing up, the accelerator pedal stroke is increased to increase the throttle valve opening, and when dismounting, the accelerator pedal stroke is decreased and the throttle valve opening is decreased, thereby allowing the vehicle to continue traveling at the desired constant speed. In order to achieve this, the driver must change the amount of accelerator operation significantly depending on the magnitude of the load.

[Problem to be Solved by the Invention] The problem to be solved by the present invention is that in a non-linear opening/closing device in which the opening amount of the throttle valve relative to the amount of accelerator operation is set by the shape of the cam groove, the throttle valve is adjusted in response to changes in the operating state. The point is that the opening characteristics cannot be changed. That is, the present invention can arbitrarily change the relationship between the amount of accelerator operation and the amount of opening of the throttle valve depending on the driving condition, and for example, it is possible to run at a constant speed with a constant amount of accelerator operation regardless of the magnitude of the load. The purpose of the present invention is to provide an opening/closing device for an engine intake throttle valve.

[Means for Solving the Problems] The present invention includes a lever shaft having an accelerator lever fixed thereto and arranged opposite to the throttle valve shaft, and a first throttle valve lever and a first throttle valve lever fixed to the lever shaft and the throttle valve shaft, respectively. A two-throttle valve lever, a transmission lever that is rotatably installed between the throttle valve shaft and the lever shaft and that is engaged with the two throttle valve levers across the center of rotation; Means for solving the problem is provided by an actuator that is actuated by selectively introduced engine suction negative pressure and moves the transmission lever on a plane perpendicular to the throttle valve axis. .

[Operation] When the lever shaft rotates in response to the amount of accelerator operation, the throttle valve shaft rotates via the two throttle valve levers and the transmission lever to open the throttle valve. When the actuator moves the transmission lever depending on the operating condition of the engine or car, the amount of eccentricity between the center of rotation and the throttle valve shaft and lever shaft changes.
The lever ratio of the transmission lever to the two throttle valve levers is changed according to the amount of eccentricity. As a result, the amount of opening of the throttle valve relative to the amount of accelerator operation can be arbitrarily changed depending on the driving state.

[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 4 rotatably supported by the body 1 across the center of an intake passage 2 that passes through a body (throttle body) 1 installed in the intake pipe line of the engine.
A disk-shaped throttle valve 3 that opens and closes is fixedly attached, and a second throttle valve lever 5 is fixedly attached to the shaft end of this throttle valve shaft 4, and a torsion lever 5 is loosely fitted to the throttle valve shaft 4. Both ends of a return spring 7 made of a coil spring are engaged with the body 1 and the second throttle valve lever 5.

A lever shaft 9 is disposed on the same axis as the throttle valve shaft 4, and this lever shaft 9 is rotatably supported by a support arm 8 protruding from the body l, and an accelerator wire 10 is connected to both shaft ends. The coupled accelerator lever 11 and first throttle valve lever 12 are fixedly attached.

Further, a transmission lever 1 is disposed between the throttle valve shaft 4 and the lever shaft 9.
4 is arranged, and the central part of the transmission lever 14 is freely rotatable by a support shaft 17 at one end of an L-shaped adjustment arm 16 whose central part is rotatably supported by an arm shaft 15 protruding from the body 1. is supported by

The transmission lever 14 has engagement holes 18 and 19 made of slots on both sides of the support shaft 17, and a protrusion 13 made of a roller attached to the first throttle valve lever 12 and the second throttle valve lever 5.
．． 6 are fitted into the engagement holes 18 and 19.

An output shaft 21 of a diaphragm actuator 20 is connected to the other end of the adjustment arm 16 through a slot 16a and a pin 2+a, and a negative pressure chamber 24 is surrounded by a diaphragm 22 to which the output shaft 21 is fixed and a housing 23. Engine suction negative pressure or atmospheric air is introduced into the engine by an electromagnetically driven negative pressure control valve 25.

That is, the negative pressure control valve 25 performs a switching operation in response to a control signal sent from an electronic control device 26 consisting of a microcomputer installed in the vehicle, and the engine suction negative pressure is controlled in the negative pressure chamber 24 according to the operating conditions of the engine and the vehicle. Alternatively, the adjusting arm 16 is rotated about the arm shaft 15 by introducing either atmospheric air and linearly reciprocating the output shaft 21 to change the position of the support shaft 17. Parameters that determine the operating direction of the output shaft 21 by selecting engine intake negative pressure and atmospheric air include throttle valve opening, intake air amount, intake pipe negative pressure, engine rotation speed, engine cooling water temperature, and vehicle speed. , the operating direction is set depending on the engine and vehicle operating conditions.

This embodiment with such a configuration has two throttle valve levers 12.
．． Transmission lever 14
The lever ratio for the two throttle valve levers 12 and 5 is ao
:bo=1:1, and the accelerator operation amount and throttle valve opening amount correspond to this lever ratio (Fig. 3).When the atmosphere is introduced into the negative pressure chamber 24, the output shaft 21 protrudes greatly. to rotate the adjustment arm 16 clockwise in FIG.
3, the lever ratio a+:b+ becomes smaller and the ratio of the throttle valve opening amount to the accelerator operation amount becomes larger (Fig. 4).When engine suction negative pressure is introduced into the negative pressure chamber 24, the output shaft 21 The adjustment arm 16 is pulled in and rotated clockwise in FIG. 2, so that the axis B of the support shaft 17 approaches the protrusion 6 of the second throttle valve lever 5, and the lever ratio a2:b2 becomes larger, so that the adjustment arm 16 is rotated clockwise in FIG. The ratio of the opening amount of the throttle valve becomes smaller (Fig. 5).

Therefore, in the low opening range of the throttle valve 3, the high engine suction negative pressure causes a state as shown in Fig. 5, which prevents the phenomenon in which the intake air amount changes significantly with a small amount of accelerator operation, and allows stable low-speed rotation. In the high opening range of the throttle valve 3, the atmosphere creates a state as shown in Fig. 4, which allows the throttle valve 3 to open wide and perform high-output operation. By alternately introducing the spindles 17 and moving the support shafts 17 to appropriate positions between FIG. 3 and FIG. 4, it is possible to achieve a constant pitching speed with a constant accelerator operation amount regardless of the magnitude of the load. By moving the support shaft 17 to a similar appropriate position when descending, a constant descending speed can be achieved with a constant amount of accelerator operation.

In other words, the relationship between the accelerator operation amount and the throttle valve opening amount is
7 can be arbitrarily changed between the characteristic H when it is most eccentric toward the side of FIG. 4 and the characteristic H when it is eccentrically eccentric most toward the side of FIG. 5 (FIG. 6).

It goes without saying that design changes can be made, such as setting the effective lengths of the two throttle valve levers 5 and 12 to be different in advance, or arranging the throttle valve shaft 4 and the lever shaft 9 to face each other at eccentric positions.

[Effects of the Invention] The present invention attaches the accelerator lever to a lever shaft separate from the throttle valve shaft, and engages the throttle valve lever provided therewith with a transmission lever, so that engine suction negative pressure is introduced depending on the operating condition. The actuator is used to move the transmission lever and change the amount of eccentricity of the rotation center relative to the throttle valve shaft and the lever shaft. By changing the lever ratio, which is the ratio of the distance to the rotation center, the relationship between the accelerator operation amount and the throttle valve opening amount can be changed arbitrarily. In other words, by using a simple means that uses engine suction negative pressure as the driving force, the ratio of the opening amount of the throttle valve to a constant amount of accelerator operation can be arbitrarily changed according to the operating conditions of the engine and the vehicle, thereby creating the optimal throttle for stable operation. It can provide valve opening characteristics.

Fig. 1 is a partially cutaway side view showing an embodiment of the present invention, Fig. 2 is a partially cutaway front view, and Figs. 3, 4, and 5 illustrate the moving state of the transmission lever. FIG. 6 is a front view showing the relationship between the accelerator operator and the opening amount of the throttle valve.

Claims (1)

[Claims] a lever shaft to which an accelerator lever is fixed and which is arranged opposite to the throttle valve shaft; a first throttle valve lever and a second throttle valve lever which are respectively fixed to the lever shaft and the throttle valve shaft; and the throttle valve shaft and the lever shaft. The transmission lever is rotatably installed between the two throttle valve levers and is engaged with the two throttle valve levers across the center of rotation, and the throttle valve is actuated by negative pressure selectively introduced into the engine depending on the operating condition. An opening/closing device for an engine intake throttle valve, comprising an actuator that moves the transmission lever on a plane perpendicular to the throttle valve axis.