JPH0559968A - Intake air amount control device for engine - Google Patents

Abstract

PURPOSE:To secure stability under runaway of an actuator, and minutely adjust an intake air amount under an idling operation with a compact structure. CONSTITUTION:An acceleration plate 12 is oscillatable according to an operating amount of an acceleration pedal. A motor output plate 11 which is driven by means of a driving motor 7 has a long hole formed eccentrically to a rotational axis. One end of a second connection member connected to a throttle valve 4 is provided with a first abutting pin 10b to be inserted into a long hole of the motor output plate 11 and a second abutting pin 10c abuttable against the acceleration plate 12. When the driving motor 7 is under runaway, a position of the second abutting pin 10c is regulated by means of the acceleration plate 12, and the throttle opening is controllable. When the motor is under an idling condition, a position of the first abutting pin 10b is set, and an intake air amount can be minutely adjusted.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake air amount control device for an engine, and more particularly to a device for setting an opening of a throttle valve by an actuator according to a depression amount of an accelerator pedal.

[0002]

2. Description of the Related Art Conventionally, as a means for adjusting the amount of intake air in an intake system of an automobile engine, generally, an actuator is used to control the opening degree of a throttle valve arranged in an intake passage of a throttle body. There is. That is, the amount of depression of the accelerator pedal by the driver is detected by the accelerator sensor, and the drive amount of the actuator is adjusted based on the detection signal of the accelerator sensor.

Conventionally, as a structure for preventing a runaway of the actuator due to the failure of the control system, that is, a situation in which the throttle valve is fully opened regardless of the amount of depression of the accelerator pedal,
For example, a structure of an intake system as disclosed in Japanese Patent Laid-Open No. 1-282724 is known. The configuration disclosed in this publication is a rotary member that is connected to a throttle valve and that adjusts the opening of the throttle valve in accordance with the rotary operation.
The rotation restricting member that restricts the amount of rotation of the rotating member when it runs out of control is provided. As another example, a first throttle valve whose opening is adjusted by an actuator in the intake passage, and a second throttle valve which is mechanically connected to the accelerator pedal and whose opening is adjusted according to the amount of depression of the accelerator pedal And the second throttle valve allows the intake air amount to be adjusted even when the first throttle valve is fully opened due to the runaway of the actuator.

[0004]

However, the above-mentioned structure not only leads to an increase in the size of the intake system, but also
In the latter case, when it is desired to increase the intake air amount in air-fuel ratio control or the like, the opening of the second throttle valve remains unchanged even if the opening of the first throttle valve is increased. Since the amount of intake air cannot be increased, it is not practical.

Further, the intake system as described above generally has
Apart from the intake passage where the throttle valve is arranged,
A bypass passage for finely adjusting the intake air amount during engine idle operation is provided, and an idle speed control valve (ISC valve) is provided in this bypass passage.
By adjusting the opening of the ISC valve, the intake air amount during idle operation is finely adjusted. Therefore, this also leads to an increase in the size of the intake system, and there has been a demand for a configuration that does not require this bypass passage and yet allows fine adjustment of the intake air amount during idle operation. ..

The present invention has been made in view of these points, and it is possible to secure safety during actuator runaway and finely adjust the intake air amount during idle operation with a compact structure. The purpose is to get the configuration.

[0007]

In order to achieve the above object, the present invention is an actuator operated by an actuator.
The two throttle valves can be mechanically operated according to the amount of depression of the accelerator pedal, ensuring safety during actuator runaway and fine adjustment of the intake air amount during idle operation with a compact configuration. I was allowed to. Specifically, in the invention described in claim 1, in an intake system of an engine in which a throttle valve capable of adjusting a passage area of the intake passage is disposed in an intake passage of the engine, the engine is mechanically connected to an accelerator pedal. A stopper means that is movable according to the amount of depression of the accelerator pedal in a region wider than the operating range of the throttle valve so that the operation of the throttle valve is not restricted when the accelerator pedal is depressed. And an output unit that is driven by an actuator and is movable on the closing direction side of the throttle valve with respect to the moving position of the stopper unit so as to allow the operation of the throttle valve, and connects the throttle valve and the output unit. However, when the accelerator pedal is not depressed, it is moved by contacting the stopper means. Is regulated, and in this contact state, the connecting means is configured to transmit the movement of the output means to the throttle valve at a smaller ratio than when the stopper means is not in contact. ..

According to a second aspect of the present invention, in the engine intake air amount control device according to the first aspect, the connecting means is interlocked with the moving direction of the output means when not in contact with the stopper means. When contacted with, the movement of the output means in the moving direction is restricted by the stopper means so that the output means is interlocked with a direction different from the moving direction.

According to a third aspect of the present invention, in the intake air amount control device for the engine according to the first or second aspect, a slot is formed in the output means, and a part of the connecting means is inserted into the slot. Thus, the output means and the connecting means are connected to each other.

According to a fourth aspect of the present invention, an engine is disposed rotatably in an intake passage of the engine, and a throttle valve is provided to adjust the passage area of the intake passage by the rotating operation. In the intake system, the throttle pedal is connected to the accelerator pedal through an accelerator wire, and in a region wider than the turning range of the throttle valve, so as not to restrict the turning operation of the throttle valve when the accelerator pedal is depressed. An accelerator plate that can be swung in accordance with the amount of depression of the accelerator pedal, and a drive motor that drives the throttle plate so that the throttle valve can be rotated closer to the closing direction side of the throttle valve than the swing position of the accelerator plate. , A motor output plate having an elongated hole eccentric to the axis of rotation, and rotation of the throttle valve A first connecting member connected to rotate integrally, one end of which is linked with each said first connecting member, first the other end, which is inserted into the long hole of the motor output plate
A second connecting member including a contact pin and a second contact pin capable of contacting the accelerator plate is provided. A throttle spring applies an urging force to the first connecting member and the second connecting member in the opening direction of the throttle valve, while an accelerator spring having an urging force greater than that of the throttle spring is applied to the accelerator plate. Provides a biasing force to the closing direction of the throttle valve. Furthermore, when the accelerator pedal is not stepped on, the second contact member restricts the movement by contact of the second contact pin with the accelerator pedal. In this contact state, the first contact pin causes the second contact member to move. The position is set by the elongated hole in accordance with the rotation operation with the motor output play, and the movement of the motor output plate is transmitted to the throttle valve at a smaller ratio than when the accelerator plate is not in contact.

According to a fifth aspect of the invention, a first link connected to an output shaft of a drive motor and a first link connected to a rotary shaft of a throttle valve rotatably arranged in an intake passage of an engine. 2 links and a 3rd link which connects the 1st link and the 2nd link are provided, and driving force of the drive motor via the 1st, 3rd, and 2nd link is accompanied with drive of the drive motor. It is premised on an intake air amount control device for an engine, which is configured to be transmitted to the rotation shaft of the throttle valve to perform the rotation operation of the throttle valve. Then, when the throttle valve is fully closed, the first link and the third link are in a substantially straight line state, and from this state, the first link is located on the side where the pivot shaft of the throttle valve is located. The throttle valve is configured to rotate in the opening direction by moving the connecting portion between the link and the third link.

According to a sixth aspect of the present invention, in the engine intake air amount control device according to the fifth aspect, the drive amount of the drive motor is set according to the accelerator opening.

[0013]

With the above structure, the present invention provides the following effects. In the invention according to claim 1, when the driver depresses the accelerator pedal, the output means moves in accordance with the driving of the actuator to allow the operation of the throttle valve, and the throttle valve increases the passage area of the intake passage. To work. At the same time, the stopper means moves in a range wider than the operating range of the throttle valve so as not to restrict the operation of the throttle valve. If the driver reduces the depression amount of the accelerator pedal in a situation where the actuator runs out of control, the stopper means contacts the connecting means, and the connecting means increases the opening of the throttle valve. Restrict the movement in the direction of. Therefore, the throttle valve is set to an opening degree according to the depression amount of the accelerator pedal. That is, the safety is ensured when the actuator is out of control. Further, when the accelerator pedal is not depressed, that is, when the engine is idling, the connecting means transmits the movement of the output means to the throttle valve at a small ratio. Therefore, the intake air amount during idle operation can be finely adjusted by the throttle valve with high resolution. Therefore, it is not necessary to provide a bypass passage or the like for idle operation unlike the conventional case, and it is possible to ensure safety during actuator runaway and finely adjust the intake air amount during idle operation with a compact configuration. it can.

According to the second aspect of the present invention, the opening of the throttle valve is set by the movement of the connecting means during both normal operation and idle operation.
The switching operation between the two operating states is smoothly performed.

According to a third aspect of the present invention, the output means and the connecting means are connected to each other by inserting a part of the connecting means into the elongated hole formed in the output means. The operation at the time of normal operation and at the time of idle operation described in the invention can be surely obtained.

According to the invention described in claim 4, as in the case of the invention described in claim 1, the safety is ensured during the runaway of the drive motor, and the intake air amount is finely adjusted with high resolution during idle operation. Adjustments can be made.

In the fifth aspect of the invention, when the throttle valve is fully closed, the first link and the third link are in a substantially straight line state, and when the drive motor is driven from this state, the first and third links are connected. The driving force of the drive motor is transmitted to the rotary shaft of the throttle valve via the second link. At this time, the connecting portion of the first link and the third link moves to the side where the rotation shaft of the throttle valve is located, and the throttle valve rotates in the opening direction. In such a link structure, the ratio of the rotation amount of the throttle valve to the drive amount of the drive motor is small in a region where the opening of the throttle valve is small, and the resolution of the drive motor when the opening is low is small. Will be improved.

According to the sixth aspect of the present invention, since the drive amount of the drive motor is set according to the accelerator opening, it is possible to finely adjust the intake air amount in the region where the accelerator opening is small.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings. FIG. 1 shows a longitudinal front view of an intake air amount control device 1 according to the present invention, and FIG. 2 shows a side view thereof. The intake air amount control device 1 is provided in an intake system of an engine (not shown), and has a throttle body 3 connected to an intake pipe 2 shown by a phantom line in FIG. 2 and an intake passage 3a of the throttle body 3. The throttle valve 4 disposed in the above and an opening degree adjustment mechanism section 5 for adjusting the opening degree of the throttle valve 4 are provided. Hereinafter, each part will be described.

The throttle body 3 has an intake passage 3a having a diameter substantially equal to the inner diameter of the intake pipe 2 at the center thereof.
Are formed. Further, below the throttle body 3, a casing 3 for accommodating the opening adjustment mechanism section 5 is provided.
b is attached. That is, this casing 3b
Is disposed inside the block fixing plate 3c for supporting the throttle body 3 and on the left side in FIG. 1 of the motor fixing plate 3d arranged below the throttle body 3 and the motor fixing plate 3d. It is provided with an accelerator fixing plate 3e.

On the other hand, the throttle valve 4 is rotatably supported in the intake passage 3a of the throttle body 3 by a rotating shaft 4a extending in the horizontal direction. The passage area of the intake passage 3a depends on the amount of rotation. Is adjusted. The left end of the rotary shaft 4a in FIG. 1 is formed as a protrusion 4b which penetrates the throttle body 3 and protrudes from the throttle body 3 by a predetermined dimension. A throttle sensor 6 is provided on the right side surface of the throttle body 3 in FIG. The throttle sensor 6 detects the opening of the throttle valve 4 and feeds back the detection signal to a control unit described later.

The structure of the opening adjusting mechanism 5 which characterizes the present invention will be described below. This opening adjustment mechanism unit 5
It is composed of a drive system portion 5a and a link mechanism portion 5b to which the driving force of the drive system portion 5a is transmitted. The drive system portion 5a is housed inside the motor fixing plate 3d arranged below the throttle body 3, and includes a drive motor 7 as an actuator in the present invention and an output shaft 7a of the drive motor 7. And a reduction gear 8 connected to the. The periphery of the output shaft 8a of the reduction gear 8 is supported by a gear support bracket 3g formed integrally with the motor fixing plate 3d. And this reduction gear 8
The output shaft 8a of is connected to the link mechanism portion 5b. That is, when the drive motor 7 drives and the output shaft 7a rotates, the rotation is reduced by the reduction gear 8 and transmitted to the link mechanism portion 5b.

Next, the link mechanism portion 5b will be described. As shown in FIGS. 3 and 4, the link mechanism portion 5b includes a first connecting member 9, a second connecting member 10, a motor output plate 11, and an accelerator plate 12. Hereinafter, each member will be described in detail.

The first connecting member 9 is constructed by arranging and assembling a pair of upper and lower plate members 9a and 9b, which are plate members formed in a substantially U-shape.
The upper plate member 9a is formed so as to be opened downward in the state shown in FIGS. 1 and 2, while the lower plate member 9b is opened upward in the state shown in FIGS. It is formed in a shape like. And
At the lower end of the upper plate member 9a, the upper end of the lower plate member 9b is fitted in the upper plate member 9a, and the lower end of the upper plate member 9a and the upper end of the lower plate member 9b are superposed on each other. In the closed state, the protrusions 4b of the rotary shaft 4a of the throttle valve 4 are
Is integrally fixed to. As a result, the plates 9a and 9b are attached to the throttle valve 4 so as to rotate together. Further, as shown in FIG. 3, the lower plate member 9b
The lower end side of is formed with a spring engaging portion 9c which is partially cut away. The rotary shaft 4a of the throttle valve 4 in the throttle body 3
A spring locking rod 3f is projected in the horizontal direction at a position above. A first throttle spring S1 is wound around the protrusion 4b of the rotary shaft 4a of the throttle valve 4 in the internal space of the first connecting member 9. And this first throttle spring S
One tip end of one is locked to the spring locking portion 9c formed on the lower plate member 9b, and the other tip is locked so as to be wound around the spring locking rod 3f. Has been done. With such a configuration, the first connecting member 9 is always provided with the urging force in the clockwise direction in FIGS. 2 to 4 about the rotation shaft 4a of the throttle valve 4 by the first throttle spring S1. It has become.

The second connecting member 10 is made of a slightly curved plate material, and the upper end portion thereof is the upper plate material 9a.
Extends to near the upper end of the. A throttle pin P1 extending in the horizontal direction is passed through the upper end portion of the second connecting member 10 and the upper end portion of the upper plate member 9a, and the second connecting member 10 has the throttle pin P1 as the swing center. Are swingably supported with respect to the first connecting member 9. A second throttle spring S2 is wound around the throttle pin P1. One end of the second throttle spring S2 is locked to the upper end side of the upper plate member 9a, and the other end of the second throttle spring S2 is located in the second connecting member 10 more than the position of the throttle pin P1. It is inserted and locked in the spring locking hole 10a which is formed in the downward direction and has a small size. With such a configuration, the second connecting member 10 is always provided with the urging force in the clockwise direction in FIGS. 2 to 4 about the throttle pin P1 by the second throttle spring S2. .. Further, first and second contact pins 10b and 10c, which have predetermined dimensions and project toward the throttle body 3 side and the opposite side, are provided on both left and right side surfaces near the lower end portion of the second connecting member 10. There is. As described above, the first connecting member 9 and the second connecting member 10 described above constitute the connecting means in the present invention.

The motor output plate 11 is an output means according to the present invention, and is formed of a substantially fan-shaped flat plate member, and the essential part of the fan is directly connected to the output shaft 8a of the reduction gear 8. Therefore, the motor output plate 11 is configured to rotate as the drive motor 7 is driven and the rotation reduced by the reduction gear 8 at a predetermined reduction ratio is transmitted. And this motor output plate 1
1 is formed with a curved long hole 11a which is substantially similar to the shape of the outer peripheral edge thereof. The elongated hole 11a has a width dimension substantially corresponding to the diameter of the first contact pin 10b protruding from the lower end portion of the second connecting member 10 toward the throttle body 3 side, This long hole 11
The first contact pin 10b is inserted in a. Then, each of the throttle springs S1 and S2 as described above
Due to the urging force of the first contact pin 10b,
1a is abutted against the left inner end surface in FIG. 3 with a predetermined pressing force. With such a configuration, the drive motor 7 is driven to move the motor output plate 11 to the position shown in FIGS.
When the second connecting member 10 is rotated counterclockwise, the lower end position of the second connecting member 10 is allowed to move to the left, whereby the first throttle spring S1 and the second throttle spring S2 are attached. The first connecting member 9 and the second connecting member 10 are rotated by the force, and the rotating shaft 4a of the throttle valve 4 is rotated in the clockwise direction accordingly, and the throttle valve 4 is rotated in the opening direction. It is like this. That is, the opening degree of the throttle valve 4 is determined according to the rotation amount of the motor output plate 11 accompanying the setting of the drive amount of the drive motor 7.

The motor output plate 11 is characterized by the shape of the curved elongated hole 11a. The long hole 11a is set such that the distance t1 from the rotation axis of the motor output plate 11 at the right end in FIG. 3 is shorter than the distance t2 at the left end. That is, the elongated hole 11a is formed by an eccentric elongated hole that is not formed in an arc shape centered on the rotation axis of the motor output plate 11.

By connecting the respective members 9, 10, 11 in this manner, as shown in FIG.
The first link in the described invention is composed of a straight line L1 connecting the output shaft 8a of the reduction gear 8 and the first contact pin 10b, and the second link is the rotating shaft 4a of the throttle valve 4.
And the throttle pin P1 are connected by a straight line L2, and the third link is formed by a straight line L3 that connects the first contact pin 10b and the throttle pin P1. The operation of this link mechanism will be described later.

The accelerator plate 12 is a stopper means in the present invention and is swingably supported by an accelerator pin P2. The accelerator pin P2 is horizontally arranged on the accelerator fixing plate 3e and is coaxially arranged with the output shaft 8a at a position spaced apart from the output shaft 8a of the reduction gear 8 by a small distance. That is, the accelerator plate 12 is configured to swing around a point on the same axis as the motor output plate 11 as the swing center. A contact surface 12a capable of contacting the second contact pin 10c of the second connecting member 10 is formed on the upper end portion of the accelerator plate 12. Then, when the engine is not started and the accelerator pedal is not stepped on, the contact surface 12a of the accelerator plate 12 is the second contact member of the second connecting member 10 as shown in FIG.
The contact pin 10c is brought into contact with the contact pin 10c. And
In this abutting state, as shown in FIG. 6, the first link L1 and the third link L3 are arranged in a straight line. As will be described later, this has a configuration aimed at improving the resolution of the drive motor 7 in the region where the accelerator opening is small.

An accelerator pulley 13 is integrally attached to the outside of the accelerator plate 12. Like the accelerator plate 12, the accelerator pulley 13 is rotatable about the accelerator pin P2, and an accelerator wire 13a (see FIG. 4) extended from an accelerator pedal 18 (see FIG. 6) is wound around it. Has been done. Further, a first accelerator spring S3 and a second accelerator spring S4 having a double spring structure are wound around the accelerator pin P2 between the accelerator pulley 13 and the accelerator fixing plate 3e. By the springs S3 and S4, the accelerator pulley 13 is always given a biasing force in the clockwise direction in FIG. The biasing force of each accelerator spring S3, S4 is set to be larger than the biasing force of each throttle spring S1, S2.
As a result, as shown in FIG. 7, the accelerator plate 1
The second contact surface 12a of the second contact member 1 is the second contact pin 1 of the second connecting member 10.
0c, the throttle springs S1 and S2 and the accelerator spring S are in contact with each other.
Due to the biasing forces of 3 and S4, the accelerator plate 12 is configured to regulate the position of the second contact pin 10c. Then, in this state, when the engine is started and the driver depresses the accelerator pedal 18, the accelerator wire 13a is pulled in the direction of arrow A in FIG. 4, and the accelerator pulley 13 causes the first and second accelerator springs S3. , S4 is rotated counterclockwise in FIG. 4 against the biasing force, and the accelerator plate 12 is also configured to swing counterclockwise around the accelerator pin P2 in accordance with this rotation. ..

Reference numeral 14 in FIG. 1 is an accelerator sensor composed of a potentiometer, which detects the rotation amount of the accelerator pulley 13 to detect the depression amount of the accelerator pedal. As a means for detecting this, as shown in FIG.
5, a boss portion 13b integrally formed with the accelerator pulley 13 by the PM rod 16 and the PM plate 17.
The rotation amount (see FIG. 1) is transmitted to the accelerator sensor 14.

Next, the control system of the intake air amount control device 1 will be described with reference to FIG. Further, in FIG. 6, double lines indicate a hardware connection, that is, a power transmission system by a wire, a rotating shaft, etc., and a single line indicates a soft connection, that is, a signal transmission system. As shown in FIG. 6, the depression amount of the accelerator pedal 18 is linked to the link mechanism portion 5b by the accelerator wire 13a, and as described above, the accelerator plate 12 is swung by the pulling operation of the accelerator wire 13a. ing. On the other hand, the amount of depression of the accelerator pedal 18 is detected by the accelerator sensor 14. Then, the accelerator pedal 1 detected by the accelerator sensor 14
The depression amount detection signal of 8 is transmitted to the control unit CU. Then, the throttle opening setting signal set in the control unit CU is transmitted to the drive motor 7 via the servo driver 19. Then, the drive motor 7 is rotationally driven by the rotation amount according to the throttle opening setting signal, and as described above, the motor output plate 11 of the link mechanism portion 5b is rotated to cause the throttle valves to be moved by the connecting members 9 and 10. Four
Is set to a predetermined opening degree. One of the features of this example is the rotation operation of the motor output plate 11 accompanying the drive of the drive motor 7. That is, the rotation amount of the motor output plate 11 is smaller than the rotation amount of the accelerator pulley 13 directly connected to the accelerator pedal 18 by the accelerator wire 13a.
The throttle opening setting signal is set. Therefore, the engine is started from the fully closed state of the throttle valve 4 as shown in FIG.
When stepping on 8, the amount of rotation of the motor output plate 11 is small relative to the amount of swing of the accelerator plate 12, as shown in FIGS. Second contact pin 10c of member 10
Apart from, the distance is gradually increased as the accelerator opening increases. The links L1 and L in the opening setting operation
2 and L3 will be described. When the throttle valve 4 is fully closed, the above-mentioned links L1, L2, L are linked.
3 is in a state shown by a solid line in FIG. 5, and the first link L1 and the third link L3 are in a straight line state. From this state, when the drive motor 7 is driven, the first link L1
Rotates slightly in the counterclockwise direction, and in the state shown by the phantom line A in FIG. 5, the ratio of the rotation amount of the second link L2 to the rotation amount of the first link L1 is small. That is, in such a region where the throttle opening is small, the opening of the throttle valve 4 is set small with respect to the rotational drive amount of the drive motor 7, and the resolution of the drive motor 7 can be improved. And the drive motor 7
As shown in phantom line B in FIG. 5, the ratio of the rotation amount of the second link L2 to the rotation amount of the first link L1 gradually increases when the driving amount of the second link L2 increases. Then, actually, the ratio between the accelerator opening and the throttle opening is set within the range of the region I shown in FIG. 13, and in the configuration of the present example, the accelerator opening relative to the accelerator opening along the curve C in FIG. The throttle opening is set. Area II in FIG. 13 is an area set in the air-fuel ratio control or the like performed in consideration of emission characteristics.

The opening of the throttle valve 4 is detected by the throttle sensor 6, and the throttle opening signal detected by the throttle sensor 6 is fed back to the control unit CU and the servo driver 19. It is configured (see FIG. 6).

Next, the operation for setting the opening of the throttle valve 4 having the above construction will be described. As the opening degree setting operation, there are characteristics in normal operation and idle operation in the vehicle traveling state respectively. First, the normal operation will be described. As described above, the state shown in FIG. 7 shows a state in which the engine is not started and the accelerator pedal 18 is not depressed. Then, when the engine is started from this state and the accelerator pedal 18 is stepped on, the accelerator pulley 13 is pulled by the pulling force of the accelerator wire 13a accompanying the stepping operation of the accelerator pedal 18.
Rotates counterclockwise in FIG. Then, this rotation amount is detected by the accelerator sensor 14, this detection signal is transmitted to the control unit CU, and a throttle opening setting signal is transmitted from this control unit CU to the drive motor 7 via the servo driver 19. Then, the drive motor 7 is rotationally driven by a rotation amount according to the throttle opening setting signal, and the motor output plate 11 is rotated by a predetermined rotation amount. This allows the first contact pin 10b of the second connecting member 10 to move to the left, and the first contact pin 10b extends the length of the motor output plate 11 due to the urging force of the throttle springs S1 and S2. While abutting on the left inner end surface of the hole 11a, the motor output play 11 moves along with the movement. As a result of this movement, as shown in FIG. 8, the first connecting member 9 and the second connecting member 10 move, and the rotation of the first connecting member 9 causes the rotation shaft 4a of the throttle valve 4 to rotate in the clockwise direction. Then, the opening degree of the throttle valve 4 is set. In this opening setting operation, as described above, due to the structure of each link L1, L2, L3, the ratio of the rotation amount of the throttle valve 4 to the rotation driving amount of the drive motor 7 is small in the region where the throttle opening is small. The size of the drive motor 7 is reduced, and the resolution of the drive motor 7 is improved. Further, as described above, since the throttle opening degree setting signal is set so that the rotation amount of the motor output plate 11 is smaller than the rotation amount of the accelerator pulley 13, FIG. Further, as shown in FIG. 9, the gap between the contact surface 12a of the accelerator plate 12 and the second contact pin 10c of the second connecting member 10 gradually increases as the throttle opening increases. .. The state shown in FIG. 8 shows a state where the opening degree of the throttle valve 4 is 50%, and the state shown in FIG. 9 shows a state where the opening degree of the throttle valve 4 is 100%.

As one of the characteristic operations of the present invention, a safety measure operation, that is, a so-called fail-safe operation when the drive motor 7 runs out of control due to a failure in the opening adjustment control of the throttle valve 4 It is in. Hereinafter, this operation will be described. As described above, when the drive motor 7 runs away and the throttle valve 4 is fully opened regardless of the depression amount of the accelerator pedal 18, the rotation position of the motor output plate 11 is increased. Is fixed at a position as shown in FIG.
With the configuration of this example, even if the motor output plate 11 is in such a state, the second contact pin 10
It is possible to regulate that c is largely moved to the left according to the position of the motor output plate 11 by the accelerator plate 12, and if the driver reduces the depression amount of the accelerator pedal 18 from this state, the motor output is reduced. The plate 11 does not rotate, but only the accelerator plate 12 rotates in the clockwise direction in FIG. And
When the accelerator plate 12 rotates in this way and the contact surface 12a thereof contacts the second contact pin 10c, the second contact pin 12c is brought into contact with the second contact pin 12c due to the biasing force of the throttle springs S1 and S2 and the accelerator springs S3 and S4. The position of the contact pin 10c is forcibly moved to the right in FIG. That is, the second contact pin 10c is connected to each throttle spring S
While the accelerator plate 12 tends to move to the left side by the biasing force of the throttle springs S1 and S2, the accelerator plate 12 has the second biasing force with the accelerator springs S3 and S4 having the biasing force in the opposite direction larger than that of the throttle springs S1 and S2. It is possible to prevent the contact pin 10c from moving to the left side or forcibly move it to the right side. The moving direction of the first connecting member 9 and the second connecting member 10 with the movement of the second contact pin 10c to the right is the direction in which the rotating shaft 4a of the throttle valve 4 is rotated counterclockwise. As a result, the opening of the throttle valve 4 is forcibly reduced. Therefore, even if the drive motor 7 runs out of control in this way, the driver's accelerator pedal 1
The opening degree of the throttle valve 4 can be arbitrarily set according to the depression operation of No. 8, and thereafter, the intake air amount is adjusted by the opening degree of the throttle valve 4 according to the depression amount of the accelerator pedal 18. As described above, according to the configuration of this example, it is possible to provide a fail-safe function with a compact configuration without adopting the configuration of arranging two throttle valves in series as in the related art. .. Further, according to the link mechanism of this example, when the throttle valve 4 is closed, the throttle valve 4 rotates with respect to the rotational drive amount of the drive motor 7 as the opening degree of the throttle valve 4 approaches the fully closed state. Since the ratio of the amount of movement is also reduced, it is possible to obtain the dashpot effect when the accelerator pedal 18 is suddenly returned.

Next, the operation during idle operation is shown in FIG.
It will be described based on 1. During idle operation, the driver has not stepped on the accelerator pedal 18, so the position of the accelerator plate 12 has returned to the most clockwise direction side, and the contact surface 12a thereof is the second connecting member 10 of the second connecting member 10.
The second contact pin 10c is brought into contact with the contact pin 10c, and the position of the second contact pin 10c is also returned to the most clockwise side. Then, in this state, when the drive motor 7 is rotationally driven so as to obtain a predetermined idle speed, the positions of the accelerator plate 12 and the second contact pin 10c do not move to the left and right, and the motor output plate Only 11 is rotated as in FIG. As described above, in the long hole 11a formed in the motor output plate 11, the distance t1 at the right end portion from the rotation axis of the motor output plate 11 is the distance t2 at the left end portion in FIG.
Since it is set shorter than the above, the position of the second contact pin 10c is moved in the vertical direction with the rotation of the motor output plate 11. That is, the position of the second contact pin 10c shifts downward as the rotation angle of the motor output plate 11 in the counterclockwise direction increases. Then, in this way, the second contact pin 10
When the position of c is shifted downward, the state of the phantom line shown in FIG. 11 changes to the state shown by the solid line, the throttle valve 4 is slightly rotated, and the intake air amount during idle operation is set. As described above, in the configuration of this example, the intake air amount during idle operation can be set without providing a bypass passage for bypassing the throttle valve and the ISC valve as in the conventional case. In addition, the intake system as a whole can be made compact. Further, according to the configuration of this example, the rotational movement amount of the motor output plate 11 having a large movement stroke is converted into the vertical movement of the second contact pin 10c having a small movement stroke, so that the throttle The resolution when setting the amount of rotation of the valve 4 has been improved, and it is possible to finely adjust the opening setting of the throttle valve 4, and to stably supply the optimum intake air amount during idle operation. Therefore, the practicality of the intake air amount control device 1 is improved.

Next, the traction control control performed by the intake air amount control device 1 in addition to the above-described normal operation and idle operation will be described with reference to FIG. As shown by the phantom line in FIG. 12, when slip occurs on the drive wheels when the throttle valve 4 is fully open or close to full open (specifically, the slip occurs due to the vehicle speed signal and the rotational speed signal of the drive wheels). Detected), the traction control signal from the control unit CU is output to the drive motor 7, and the rotational output of the drive motor 7 causes the motor output plate 11 to rotate in the counterclockwise direction in FIG. Then, the state shown by the solid line is obtained. Therefore, the position of the second contact pin 10c of the second connecting member 10 is moved to the right, and the throttle valve 4 is changed from the fully open state shown by the phantom line to the state shown by the solid line by reducing the opening degree by a predetermined opening degree. Become. As a result, the amount of intake air to the engine side is reduced, the engine output is reduced, and traction control is performed.

As described above, according to the configuration of this example, the fail-safe mechanism that can adjust the opening of the throttle valve 4 when the drive motor 7 runs out of control due to a failure of the control system has a compact configuration. Therefore, it can be incorporated into the intake system of the engine, and the intake air amount during idle operation can be finely adjusted with high resolution without using a bypass passage or an ISC valve as in the conventional case. In addition, since the throttle valve opening control is performed during both idle operation and normal traveling operation, the switching operation between these two operations is performed smoothly, and the driving feeling of the driver can be improved. it can.

[0039]

As described above, according to the present invention,
The following effects are exhibited. According to the first aspect of the invention, when the accelerator pedal is not stepped on, the stopper means is brought into contact with the connecting means so that the movement of the connecting means is restricted. In this case, when the driver reduces the amount of depression of the accelerator pedal, the stopper means comes into contact with the connecting means to prevent the connecting means from moving in the direction of increasing the opening of the throttle valve. Therefore, the safety is ensured when the actuator runs out of control. Further, in an idle operation state in which the stopper means is in contact with the connecting means, the movement of the output means is transmitted to the throttle valve at a smaller ratio than when the stopper means is not in contact, so that the throttle valve has a high resolution. Therefore, since the intake air amount during the idle operation can be finely adjusted, it is not necessary to provide a bypass passage for the idle operation unlike the conventional case. Therefore, with a compact structure, it is possible to secure safety during actuator runaway and finely adjust the intake air amount during idle operation, and improve the practicality of the intake air amount control device.

According to the second aspect of the invention, when the stopper means is in contact with the connecting means, the stopper means restricts movement of the connecting means in the moving direction of the output means, so that the connecting means is connected. By configuring the means to interlock in a direction different from the moving direction of the output means, the opening of the throttle valve can be set by the movement of the connecting means during both normal operation and idle operation. Therefore, the switching operation between the two operating states can be smoothly performed.

According to the third aspect of the invention, the output means and the connecting means are connected to each other by inserting a part of the connecting means into the elongated hole formed in the output means. It is possible to reliably obtain the operation during the normal operation and the idle operation described in the invention described in 1.

According to the invention described in claim 4, similar to the effect in the invention described in claim 1, the safety is ensured during the runaway of the actuator, and the intake air amount with a high resolution is obtained during the idle operation. The fine adjustment can be performed with a compact structure, and the practicality of the intake air amount control device can be improved.

According to the fifth aspect of the present invention, the first link connected to the output shaft of the drive motor, the second link connected to the rotary shaft of the throttle valve, the first link and the second link.
A third link for connecting the link is provided, and when the throttle valve is in the fully closed state, the first link and the third link are in a substantially straight line state, and from this state, the rotation axis of the throttle valve is changed. The throttle valve is configured to be rotated in the opening direction by moving the connecting portion of the first link and the third link to the side where the throttle valve is located. Thus, the ratio of the amount of rotation of the throttle valve to the amount of drive of the drive motor can be reduced, and the resolution of the drive motor can be improved when the opening degree is low.

According to the invention described in claim 6, in the invention described in claim 5, the drive amount of the drive motor is set in accordance with the accelerator opening degree, so that in a region where the accelerator opening degree is small. It is possible to finely adjust the intake air amount.

[Brief description of drawings]

FIG. 1 is a vertical sectional front view of an intake air amount control device.

FIG. 2 is a side view of an intake air amount control device.

3 is a cross-sectional view at a position corresponding to a line III-III in FIG.

4 is a cross-sectional view at a position corresponding to line IV-IV in FIG.

FIG. 5 is a diagram schematically showing a link mechanism that sets the opening of a throttle valve.

FIG. 6 is a block diagram showing a control system of the intake air amount control device.

FIG. 7 is a view showing a link mechanism portion in a fully closed state of a throttle valve.

FIG. 8 is a view showing a state where the throttle valve opening is 50%.
FIG.

9 is a view corresponding to FIG. 7, showing a state where the throttle valve opening is 100%.

FIG. 10 is a diagram for explaining a fail-safe operation of the intake air amount control device.

FIG. 11 is a diagram for explaining an idle operation state of the intake air amount control device.

FIG. 12 is a diagram for explaining a traction control operation of the intake air amount control device.

FIG. 13 is a diagram showing a relationship between an accelerator opening and a throttle opening.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Intake air amount control device 3a Intake passage 4 Throttle valve 4a Rotating shaft 7 Drive motor (actuator) 9 First connecting member (connecting means) 10 Second connecting member (connecting means) 10b First contact pin 10c Second contact Contact pin 11 motor output plate (output means) 11a long hole 12 accelerator plate (stopper means) 13a accelerator wire 18 accelerator pedal S1 first throttle spring S2 second throttle spring S3 first accelerator spring S4 second accelerator spring L1 first link L2 second link L3 third link

Claims (6)

[Claims] 1. A throttle valve for adjusting a passage area of the intake passage is provided in an intake passage of an engine. The throttle valve is mechanically connected to an accelerator pedal. The throttle valve is depressed when the accelerator pedal is depressed. In order to prevent the operation of the throttle valve from being restricted, in a region wider than the operating range of the throttle valve, the stopper means movable according to the depression amount of the accelerator pedal, and the actuator driven by the actuator, The output means, which is movable on the closing direction side of the throttle valve with respect to the movement position of the stopper means so as to allow the operation, and the throttle valve and the output means are connected to each other, and when the accelerator pedal is not depressed. Movement is restricted by contact with the stopper means. An intake air amount control device for an engine, comprising: a connecting means configured to transmit the movement of the output means to the throttle valve at a ratio smaller than that when the stopper means is not in contact. 2. The intake air amount control device for an engine according to claim 1, wherein the connecting means is interlocked with the moving direction of the output means when not in contact with the stopper means, and the output means is in contact with the stopper means. An intake air amount control device for an engine, characterized in that the movement of the means in the movement direction is restricted by the stopper means so as to interlock with a direction different from the movement direction of the output means. 3. The intake air amount control device for an engine according to claim 1, wherein the output means is formed with a long hole, and a part of the connecting means is inserted into the long hole, whereby An intake air amount control device for an engine, wherein the output means and the connection means are connected to each other. 4. A throttle valve that is rotatably disposed in an intake passage of an engine and that allows the passage area of the intake passage to be adjusted by the rotation operation thereof. The accelerator pedal has an accelerator wire. In a region wider than the rotation range of the throttle valve so as not to restrict the rotation operation of the throttle valve when the accelerator pedal is depressed, depending on the depression amount of the accelerator pedal. It is driven by a swingable accelerator plate and a drive motor and is rotatable on the throttle valve closing direction side with respect to the swinging position of the accelerator plate, and is eccentric with respect to its rotation axis. A motor output plate having an elongated hole formed therein, and a first connecting member that is integrally and rotatably connected to a rotary shaft of the throttle valve, One end is connected to the first connecting member, and the other end is provided with a first contact pin that is inserted into the elongated hole of the motor output plate and a second contact pin that can contact the accelerator plate. A second connecting member, wherein the first connecting member and the second connecting member are given a biasing force in the opening direction of the throttle valve by a throttle spring, while the accelerator plate is
An urging force in the closing direction of the throttle valve is given by an accelerator spring having a urging force larger than that of the throttle spring, and the second connecting member has the second contact pin when the accelerator pedal is not depressed. Movement is restricted by contact with the putt, and in this contact state, the position of the first contact pin is set by the elongated hole in accordance with the rotation operation with the motor output play, and the accelerator plate is not contacted. An intake air amount control device for an engine, which is configured to transmit a movement of a motor output plate to a throttle valve at a ratio smaller than a time. 5. A first link connected to an output shaft of a drive motor, and a second link connected to a rotary shaft of a throttle valve rotatably arranged in an intake passage of an engine.
A third link that connects the first link and the second link is provided, and the driving force of the drive motor via the first, third, and second links is driven by the driving of the drive motor. In an intake air amount control device for an engine, which is configured to be transmitted to a rotary shaft of a valve to perform a rotary operation of a throttle valve, in a fully closed state of the throttle valve, the first link and the first link are connected. The three links are in a substantially straight line state, and from this state, on the side where the rotation axis of the throttle valve is located, the first link
An intake air amount control device for an engine, wherein the throttle valve is configured to be rotated in an opening direction by moving a connecting portion between the link and the third link. 6. The engine intake air amount control device according to claim 5, wherein the drive motor is configured so that the drive amount is set according to the accelerator opening degree. Intake air amount control device.