JPH0630448U - 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 to which the valve 12 is fixed is a coil spring 14
Is biased in the valve opening direction by the valve shaft lever 15
Is fixed, and the protrusion 15a and the pin 16 are provided on it. 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 is rotatably supported coaxially with the valve shaft 13, and is biased by a coil spring 19 in the valve closing direction. Axle lever 10 is fixed to shaft 18, and projection 10a is formed so as to project to the rotation path of projection 15a. The rod of the actuator 4 engages with a pin 20 provided upright on the accelerator lever 10 with play. When negative pressure is introduced into the negative pressure chamber of the actuator 4, the pin 20 moves the valve 12
Is pulled in the direction to open.

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 auto cruise control, the accelerator lever 10 of the throttle valve 1 shown in FIG. 5 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 operating diaphragm actuator in the vehicle away from the throttle valve as described above, and connect the negative pressure operating diaphragm actuator and throttle valve with a wire via an intermediate link. According to this configuration, an expensive mechanism such as an intermediate link is required, and an extra wire crawling is required, resulting in a high 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 integrally 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 accelerator lever is biased in the valve closing direction by a spring with a torque larger than the torque for biasing the valve shaft lever. However, the abutment between the valve shaft lever and the protrusion provided on the accelerator lever enables the accelerator lever to drive the valve shaft lever in the valve closing direction, and the diaphragm actuator that acts on the valve shaft lever in the valve closing direction. A diaphragm actuator that acts in the valve opening direction with respect to the axel lever is attached to the slot body.

[0018]

[Action]

 In the throttle valve of the present invention, the diaphragm actuator acting in the valve closing direction with respect to the valve shaft lever is controlled by controlling the negative pressure in the negative pressure chamber with a solenoid valve opened and closed by the engine control unit to accelerate the throttle valve. It is possible to reduce the opening to a value less than that set by the pedal and perform traction control. In this case, the protrusions provided on the valve shaft lever and the accelerator lever are separated from each other, and the diaphragm actuator rotates in the valve closing direction against the elastic force of the spring that urges the valve shaft in the valve opening direction.

In addition, the negative pressure in the negative pressure chamber of the diaphragm actuator that acts on the accelerator lever in the valve opening direction is controlled by a solenoid valve that is opened and closed by the engine control unit, so that the accelerator lever resists the elastic force of the spring. Can be driven in the valve opening direction. The valve shaft lever follows the accelerator 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.

Therefore, 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 extra crawling of the wire is not required. Both traction control and automatic cruise control can be performed without turning. When both the traction control actuator and the auto cruise control actuator operate, the operation of the traction control actuator 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 throttle valve is opened by using the diaphragm actuator that acts in the valve opening direction with respect to the accelerator lever, so that the minimum travel so-called limp home is performed. Can be performed.

[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 which is a first embodiment of the present invention. Although the throttle body is not shown, an intake passage 17 is formed, and the valve 12 that opens and closes the intake passage 17 is fixed to the 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. A valve shaft lever 15 is fixed to the right end of the valve shaft 13, and a rotary shaft of a throttle position sensor 21 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 throttle body. The rod of the actuator 6 is loosely engaged 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.

An accelerator lever 10 is fixed to the shaft 18, and a rotary shaft of an accelerator position sensor 22 is connected to the right end of the shaft 18. A protrusion 10a is formed on the accelerator lever 10 so as to protrude into the rotation path of the protrusion 15a. Further, a wire 11 connected to an accelerator pedal is wound around a circular arc portion of the accelerator lever 10.

A pin 20 is further erected on the accelerator lever 10. The actuator 4 is a negative pressure actuated diaphragm actuator and is supported by the throttle body. The rod of the actuator 4 is in play with the pin 20. When a negative pressure is introduced into the negative pressure chamber of the actuator 4, the pin 20 is pulled in the direction to open the valve 12.

In the above configuration, when the negative pressure is not introduced into the negative pressure chambers of the actuators 4 and 6, the rod of the actuator is not retracted to the position where the pin 16 or the pin 20 is pulled, and the opening / closing of the valve 12 is performed. The pin 16 or the pin 20 moves within the slit of the rod within the range of movement.

At this time, if the wire 11 is not pulled, the accelerator lever 10 is rotated by the elasticity of the coil spring 19 in the valve closing direction until it comes into contact with a stopper (not shown) to reach the idle accelerator position. . Then, the projection 15a of the valve shaft lever 15 is pushed by the projection 10a to rotate in the valve closing direction, and the valve 12 closes the intake passage 17.

When the wire 11 is pulled by the accelerator pedal, the accelerator lever 10 rotates 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 15 a to follow the protrusion 10 a. Then, the valve shaft 13 rotates in the valve opening direction to open the valve 12. 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. At this time, the protrusion 15a and the protrusion 10a are separated from each other, and the accelerator lever 10 is not driven by the actuator 6.

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 are balanced. When the pin 20 is pulled, the accelerator lever 10 is rotated in the valve opening direction against the elasticity of the coil spring 19 and the valve 12 is opened beyond the opening set by the accelerator pedal.

FIG. 3 shows a case where the 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 the engine control unit 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 the 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 less than a certain level, or The negative pressure of the actuator 6 is controlled so that the vehicle speed does not become excessive with respect to the steering angle. At this time, even if the automatic cruise control is being performed by the actuator 4, the actuator 6 can close the valve without being affected by the operation of the actuator 4.

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

FIG. 2 is a perspective view showing a main part of a throttle valve according to a second embodiment of the present invention. In this throttle valve, the accelerator position sensor 22 is connected to a shaft 23 other than the shaft 18 to which the accelerator lever 10 is fixed. The shaft 23 is rotatably supported by the throttle body and has a lever 24 fixed thereto. The lever 24 is connected to the accelerator lever 10 via a link 26.

A pin 25 is provided upright on the lever 24, and the rod of the actuator 4 supported by the throttle body engages with the pin 25 with play. When a negative pressure is introduced into the negative pressure chamber of the actuator 4, the pin 25 is pulled so as to rotate the lever 24 in the counterclockwise direction. When the lever 24 rotates counterclockwise, the movement is transmitted to the accelerator lever 10 via the link 26, and the accelerator lever 10 rotates in the valve opening direction. Other configurations are the same as those of the first embodiment, and the traction control is performed by the actuator 6 and the auto cruise control is performed by the actuator 4.

In this way, if the accelerator lever is driven via a lever fixed to a shaft different from the shaft of the accelerator lever and the accelerator position sensor is connected to the shaft, the distance from the valve to the accelerator position sensor is increased. This shortens the vibration amplitude transmitted from the engine. In addition, the overall length can be shortened and the degree of freedom in design is increased.

[0044]

[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 more than the opening set by the accelerator pedal by the two actuators provided integrally with the throttle body. Both automatic cruise control and automatic cruise control can be achieved with a compact mechanism.

Further, when both the traction control and the automatic 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 a first embodiment of the present invention.

FIG. 2 is a perspective view showing a main part of a throttle valve that is a second embodiment of the present invention.

FIG. 3 is a system diagram showing a case where the throttle valve of the present invention is used in an automobile engine.

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

FIG. 5 is a diagram showing an example of a conventional traction control mechanism.

[Explanation of Codes] 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 passage 18 Shaft 19 Coil spring 20 pin 21 Throttle position sensor 22 Accelerator position sensor 23 Shaft 24 Lever 25 pin 26 Link

 ─────────────────────────────────────────────────── ─── 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 integrally with a valve. The valve shaft is biased by a spring in the valve opening direction and is driven by an accelerator pedal. An accelerating lever that is rotatably supported coaxially with the valve shaft in a non-fixed state with the valve shaft, and urges the accelerator lever in a valve closing direction with a torque that is greater than the torque that urges the valve shaft lever with a spring A diaphragm actuator and an accelerator lever that act in the valve closing direction with respect to the valve shaft lever by the accelerator lever driving the valve shaft lever in the valve closing direction by contact between the valve shaft lever and the protrusion provided on the accelerator lever A throttle valve in which a diaphragm actuator that acts in the valve opening direction is attached to the throttle body.