JPH0630447U - Throttle valve - Google Patents

Abstract

(57) [Summary] [Purpose] To achieve traction control and auto cruise control with a compact mechanism. [Structure] The valve shaft 13 is biased in the valve opening direction by a coil spring 14, and a valve shaft lever 15 is fixed to the right end thereof. A protrusion 15a is formed on the valve shaft lever 15 and a pin 16 is provided upright. The actuator 6 has a pin 16
In the valve closing direction. A shaft 18 is rotatably supported and is urged by a coil spring 19 in the valve closing direction.
A free lever 20 is fixed to the shaft 18, and a protrusion 20a is formed at one end thereof. A pin 21 and a protrusion 20b are provided at the other end. The actuator 4 pulls the pin 21 in the valve opening direction. The accelerator lever 10 has a shaft 18
Is rotatably supported by the coil spring 22 and is biased by the coil spring 22 in the valve closing direction. A protrusion 10a is provided on the accelerator lever 10.
11 is formed and is connected to the accelerator pedal
Are connected.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a throttle valve of an automobile engine, and more particularly, to a throttle valve suitable for an automobile engine that performs traction control and auto cruise control.

[0002]

[Prior art]

 2. Description of the Related Art In recent years, automatic cruise control has become widespread in which a set vehicle speed is stored and the running vehicle speed is compared with the set vehicle speed to control the engine output to drive the vehicle at a constant speed. In addition, traction control is performed to limit engine output in order to prevent slipping of tires due to sudden starts and slips during cornering.

In engine output control by auto cruise control, the throttle valve opened and closed by the accelerator pedal is opened by the actuator beyond the opening by the accelerator pedal when the auto cruise is set. An example of a conventional mechanism for that purpose is shown in FIG.

As shown in the figure, the accelerator lever of the throttle valve 1 is connected to the output link of the intermediate link 2 by a wire, and the two input links of the intermediate link 2 are respectively connected to the accelerator pedal 3 and the actuator 4 by a wire. Are linked to.

As the actuator 4, a negative pressure actuated diaphragm actuator is used, and the negative pressure is provided by an electric negative pressure pump assembly 5 connected to a negative pressure chamber of the actuator by a hose. The electric negative pressure pump assembly 5 is composed of an electric negative pressure pump and a solenoid valve opened and closed by an engine control unit, and controls the negative pressure of the negative pressure chamber of the actuator 4.

In the control of engine output by traction control, the throttle valve opened and closed by the accelerator pedal is driven by the actuator in the closing direction so that the throttle valve becomes equal to or smaller than the opening set by the accelerator pedal. An example of a conventional mechanism for that purpose is shown in FIG.

As shown in the figure, the accelerator lever 10 of the throttle valve 1 is connected to an accelerator pedal by a wire 11, and the throttle valve 1 is opened and closed by the accelerator pedal.

The actuator 6 is attached so that the throttle valve 1 can be driven in the closing direction so that the throttle valve 1 has an opening smaller than that set by an accelerator pedal. A negative pressure actuated diaphragm actuator is used as the actuator 6, and its negative pressure chamber is communicated with a vacuum tank 7 via a vacuum solenoid valve 9. The passage leading to the vacuum solenoid valve 9 is opened to the atmosphere via the ventilation solenoid valve 8.

The vacuum tank 7 is connected to a downstream side of the throttle valve 1 of the engine intake pipe and is maintained in a negative pressure state, and the vacuum solenoid valve 9 and the ventilation solenoid valve 8 are controlled to be opened and closed by an engine control unit. The engine output is controlled by the negative pressure of the motor 6.

In the traction control proposed in Japanese Unexamined Patent Publication No. 61-157728, a throttle valve is provided on the upstream side of the throttle valve of the engine intake pipe, and the throttle valve is opened and closed by a negative pressure operation diaphragm actuator, and a negative pressure operation diaphragm is provided. The negative pressure of the actuator is controlled by a solenoid valve that is opened and closed by the engine control unit.

When performing both traction control and automatic cruise control, the accelerator lever 10 of the throttle valve 1 shown in FIG. 4 is connected to the output link of the intermediate link 2 shown in FIG. Two input links are respectively connected to the accelerator pedal 3 and the actuator 4 by wires.

Further, there is also known a so-called drive-by-wire (DBW) in which a throttle valve is opened and closed by a step motor to control both traction control and automatic cruise control.

[0013]

[Problems to be solved by the device]

 When performing both traction control and auto cruise control, place the negative pressure actuated diaphragm actuator on the vehicle body away from the throttle valve as described above, and connect the negative pressure actuated diaphragm actuator and throttle valve to the wire via the intermediate link. According to the configuration of connecting with, there is a disadvantage that an expensive mechanism such as an intermediate link is required and an extra crawling of the wire is required, resulting in an increase in manufacturing cost.

Further, in the case of using the drive-by-wire, there is a problem that an expensive step motor is used, and if the step motor fails, limp home or fail safe cannot be performed.

The present invention has been made to solve the above problems, and the purpose thereof is to provide a throttle valve capable of performing both traction control and auto-cruise control without extra crawling of wires. Is to provide.

Another object of the present invention is to provide a throttle valve capable of performing limp home and fail-safe without using a step motor.

[0017]

[Means for Solving the Problems]

 In the throttle valve of the present invention, a valve shaft lever is fixed to a valve shaft that is rotatably supported by a throttle body and that rotates together with the valve, and the valve shaft is biased by a spring in the valve opening direction, so that the accelerator pedal is The driven accelerator lever is rotatably supported coaxially with the valve shaft in a non-fixed state with the valve shaft, and the free lever is coaxially rotated with the valve shaft in a non-fixed state with the valve shaft lever and the accelerator lever. The free lever is supported in the valve closing direction by a spring, and the free lever is biased with a torque larger than the torque for biasing the valve shaft lever, and the accelerator lever is biased by the spring in the valve closing direction. The free lever can drive the valve shaft lever in the valve closing direction by contact with the protrusion provided on the accelerator lever, and the contact between the free lever and the protrusion provided on the accelerator lever causes the accelerator lever to open the free lever in the valve opening direction. Driven to And ability, but fitted with a diaphragm actuators acting on the valve opening direction against the diaphragms actuator and the free lever acting valve closing direction with respect to the valve shaft lever to the throttle body.

[0018]

[Action]

 The throttle valve is controlled by the accelerator pedal by controlling the negative pressure in the negative pressure chamber of the diaphragm actuator that acts in the valve closing direction with respect to the valve shaft lever of the throttle valve of the present invention by the solenoid valve opened and closed by the engine control unit. Traction control can be performed by narrowing down below the set opening. In this case, the projections provided on the valve shaft lever and the free lever are separated from each other, and the diaphragm actuator rotates in the valve closing direction against the elastic force of the spring that biases the valve shaft in the valve opening direction.

Further, by controlling the negative pressure in the negative pressure chamber of the diaphragm actuator, which acts on the free lever in the valve opening direction, by a solenoid valve opened and closed by the engine control unit, the free lever resists the elastic force of the spring. It can be driven in the valve opening direction. The valve shaft lever follows the free lever and drives the valve in the opening direction. In this way, the throttle valve can be opened beyond the opening set by the accelerator pedal and automatic cruise control can be performed. In this case, the protrusion of the free lever is separated from the protrusion of the accelerator lever, and the accelerator lever is not driven by the free lever, and the wire is prevented from coming off from the groove of the accelerator lever.

If the negative pressure chambers of the two diaphragm actuators provided in the throttle body are connected to the negative pressure source by the hose, an expensive mechanism such as an intermediate link is not used, and the extra crawling of the wire is prevented. Both traction control and auto cruise control can be performed without performing. When both the actuator that performs traction control and the actuator that performs auto-cruise control operate, the operation of the actuator that performs traction control takes precedence.

Further, by closing the throttle valve by using the diaphragm actuator that acts on the valve shaft lever in the valve closing direction, it is possible to execute fail-safe against a failure of the accelerator pedal system.

Further, when the throttle valve cannot be opened due to a malfunction of the accelerator pedal system, the diaphragm actuator that acts in the valve opening direction with respect to the free lever is used to open the throttle valve, so that a minimum travel so-called limp is performed. It is possible to run home.

[0023]

【Example】

 Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a perspective view showing a main part of a throttle valve according to an embodiment of the present invention. Although not shown, the throttle body has an intake passage 17 formed therein, and a valve 12 for opening and closing the intake passage 17 is fixed to a valve shaft 13.

The valve shaft 13 is rotatably supported by a bearing provided on the throttle body, and is biased by a coil spring 14 in the valve opening direction. The valve shaft lever 15 is fixed to the right end of the valve shaft 13, and the rotary shaft of the throttle position sensor 23 is connected to the left end.

A protrusion 15 a is formed on one end of the valve shaft lever 15, and a pin 16 is provided upright on the other end. The actuator 6 is a negative pressure actuated diaphragm actuator and is supported by the slot body. The rod of the actuator 6 is in play with the pin 16. When negative pressure is introduced into the negative pressure chamber of the actuator 6, the pin 16 is pulled in the direction of closing the valve 12.

A shaft 18, which is coaxial with the valve shaft 13, is rotatably supported by a bearing provided on the throttle body, and is biased by a coil spring 19 in the valve closing direction. The biasing torque of the coil spring 19 is larger than the biasing torque of the coil spring 14.

A free lever 20 is fixed to the shaft 18, and a rotary shaft of an accelerator position sensor 24 is connected to the right end of the free lever 20. A protrusion 20a is formed at one end of the free lever 20 so as to protrude to the rotation path of the protrusion 15a. A pin 21 is provided upright on the other end of the free lever 20 and a protrusion 20b is provided.

The actuator 4 is a negative pressure actuated diaphragm actuator and is supported by the throttle body. The rod of the actuator 4 engages the pin 21 with play. When negative pressure is introduced into the negative pressure chamber of the actuator 4, the pin 21 is pulled in the direction of opening the valve 12. The accelerator lever 10 is loosely fitted to the shaft 18 and is rotatably supported, and is biased by a coil spring 22 in the valve closing direction. A protrusion 10a is formed on the accelerator lever 10 so as to protrude into the rotation path of the protrusion 20b. Further, a wire 11 connected to an accelerator pedal is wound around the arc of the peripheral edge of the accelerator lever 10.

In the above structure, when the negative pressure is not introduced into the negative pressure chambers of the actuators 4 and 6, the rods of the respective actuators are not retracted to the positions for pulling the pins 16 and 21, and the valve 12 is opened and closed. Within the range of movement, the pins 16 and 21 move in the slit of the rod.

At this time, if the wire 11 is not pulled, the accelerator lever 10 rotates in the valve closing direction by the elastic force of the coil spring 22 and comes into contact with a stopper (not shown) to reach the accelerator position in the idle state. There is.

The free lever 20 rotates in the valve closing direction so as to follow the accelerator lever 10 by the elastic force of the coil spring 19, and the valve shaft lever 15 also rotates in the valve closing direction because its projection 15a is pushed by the projection 20a. The valve 12 is activated and the intake passage 17 is closed.

When the wire 11 is pulled by the accelerator pedal, the accelerator lever 10 rotates in the valve opening direction against the resilience of the coil spring 22 and the coil spring 19, and the protrusion 20b is pushed by the protrusion 10a to free lever 20. Rotates in the valve opening direction, and the valve shaft 13 rotates in the valve opening direction so that the projection 15a follows the projection 20a by the elastic force of the coil spring 14, and the valve 12 is opened. In this way, the opening degree of the valve 12 can be adjusted by the accelerator pedal.

When negative pressure is introduced into the negative pressure chamber of the actuator 6, the rod of the actuator 6 retracts to a position where the negative pressure acting on the diaphragm and the elastic force of the spring provided inside the actuator balance. When the pin 16 is pulled, the valve 12 is rotated in the valve closing direction and closed below the opening set by the accelerator pedal.

When negative pressure is introduced into the negative pressure chamber of the actuator 4, the rod of the actuator 4 retracts to a position where the negative pressure acting on the diaphragm and the elastic force of the spring provided inside the actuator balance. When the pin 21 is pulled, the free lever 20 is rotated in the valve opening direction against the elastic force of the coil spring 19, and the elastic force of the coil spring 14 causes the protrusion 15a to follow the protrusion 20a. 13 rotates in the valve closing direction and the valve 12 is opened. In this way, the valve 12 is opened beyond the opening set by the accelerator pedal. At this time, the protrusion 20b is separated from the protrusion 10a, and the accelerator lever 10 is not driven by the actuator 4.

FIG. 2 shows a case where the above throttle valve is used in an automobile engine that performs both traction control and auto cruise control.

The negative pressure chamber of the actuator 6 is communicated with the vacuum tank 7 via a vacuum solenoid valve 9. The vacuum tank 7 communicates with the inlet manifold and is kept in a negative pressure state. The passage between the vacuum solenoid valve 9 and the negative pressure chamber of the actuator 6 communicates with the atmosphere via the ventilation solenoid valve 8. The opening and closing of the vacuum solenoid valve 9 and the ventilation solenoid valve 8 are controlled by the engine control unit.

The negative pressure chamber of the actuator 4 is in communication with the electric negative pressure pump assembly 5. The electric negative pressure pump assembly 5 is composed of an electric negative pressure pump and a solenoid valve opened and closed by an engine control unit, and controls the negative pressure in the negative pressure chamber of the actuator 4.

Signals from a throttle position sensor, an accelerator position sensor, a vehicle speed sensor, a wheel rotation speed sensor, a steering angle sensor, and a signal from an auto cruise setting switch are input to the engine control unit.

In the auto-cruise state, the engine control unit compares the set speed with the vehicle speed and controls the negative pressure of the actuator 4 so that the speed becomes constant. At this time, the ventilation solenoid valve 8 is opened and the negative pressure chamber of the actuator 6 is in the atmospheric pressure state.

When a slip state is detected from the vehicle speed sensor and the wheel rotation speed sensor or when the vehicle speed is excessive with respect to the steering angle, the traction control state is set so that the slip becomes a certain level or less, or The engine control unit controls the negative pressure of the actuator 6 so that the vehicle speed does not become excessive with respect to the steering angle. At this time, the actuator 6 can close the valve without being affected by the operation of the actuator 4 even if the auto cruise control is being performed by the actuator 4.

As described above, both traction control and auto cruise control can be performed by the two actuators provided in the throttle valve without laying extra wires.

[0042]

[Effect of device]

 As described above, according to the throttle valve of the present invention, the opening of the throttle valve can be controlled to be equal to or smaller than the opening set by the accelerator pedal by the two actuators provided integrally in the throttle body, so that the traction is reduced. Both control and auto cruise control can be achieved with a compact mechanism.

Further, since the accelerator lever is not moved by the actuator when the automatic cruise control is performed, there is no discomfort due to the accelerator pedal moving freely, and there is no fear that the wire will come loose from the accelerator lever. .

Further, when both the traction control and the auto cruise control are performed, the traction control has priority, which is safe.

[Brief description of drawings]

FIG. 1 is a perspective view showing a main part of a throttle valve according to an embodiment of the present invention.

FIG. 2 is a system diagram showing a case where the throttle valve is used in an automobile engine.

FIG. 3 is a diagram showing an example of a conventional automatic cruise control mechanism.

FIG. 4 is a diagram showing an example of a conventional traction control mechanism.

[Explanation of symbols]

 1 Throttle Valve 2 Intermediate Link 3 Accelerator Pedal 4 Actuator 5 Electric Negative Pressure Pump Assembly 6 Actuator 7 Vacuum Tank 8 Ventilation Solenoid Valve 9 Vacuum Solenoid Valve 10 Accelerator Lever 11 Wire 12 Valve 13 Valve Shaft 14 Coil Spring 15 Valve Shaft Lever 16 Pin 17 Intake Path 18 Shaft 19 Coil Spring 20 Free Lever 21 Pin 22 Coil Spring 23 Throttle Position Sensor 24 Accelerator Position Sensor

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yasuo Sekita 2480 Kuno, Odawara-shi, Kanagawa Mikuni Odawara factory (72) Inventor Kazukazu Kito 2480 Kuno, Odawara-shi, Kanagawa Prefecture (72) devised Toru Hashimoto 5-3-33, Shiba, Minato-ku, Tokyo Within Mitsubishi Motors Corporation (72) Inventor Koichi Namiki 5-33-8, Shiba, Minato-ku, Tokyo Within Mitsubishi Motors Corporation (72) Creator Takuya Matsumoto Mitsubishi Motors Co., Ltd., 3-8-3, Shiba 5-chome, Minato-ku, Tokyo

Claims (1)

[Scope of utility model registration request] 1. A valve shaft lever is fixed to a valve shaft that is rotatably supported by a throttle body and that rotates together with a valve, and the valve shaft is biased by a spring in the valve opening direction and driven by an accelerator pedal. An accelerator lever which is coaxial with the valve shaft and is rotatably supported in a non-fixed state with the valve shaft, and a free lever is coaxially supported with the valve shaft and is rotatably supported in a non-fixed state with the valve shaft lever and the accelerator lever. , The free lever is biased in the valve closing direction by a spring with a torque larger than the torque for biasing the valve shaft lever,
The accelerator lever is biased in the valve closing direction by a spring, and the free lever makes it possible to drive the valve shaft lever in the valve closing direction by the abutment of the projection provided on the valve shaft lever and the free lever. The accelerator lever can drive the free lever in the valve opening direction by contact with the protrusion provided on the lever, and in the valve opening direction with respect to the diaphragm actuator and the free lever that act on the valve shaft lever in the valve closing direction. A throttle valve that has a diaphragm actuator that operates and is attached to the throttle body.