JPH0630449U - 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.
An accelerator lever interlocking plate 20 is fixed to the shaft 18, projections 20a and 20b are formed on the plate 18, and the valve opening actuating lever 25 and a link 27 are connected. The actuator 4 pulls the pin 26 of the valve opening operation lever 25 in the valve opening direction. The accelerator lever 10 is rotatably supported by a shaft 18 and is biased by a coil spring 24 in the valve closing direction. A protrusion 10a is formed on the accelerator lever 10, and a wire 11 connected to the accelerator pedal is connected to the protrusion 10.

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 according to 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 to act as an accelerator pedal. The driven accelerator lever is rotatably supported in a non-fixed state with the valve shaft, the accelerator lever interlocking plate is rotatably supported in a non-fixed state with the valve shaft lever and the accelerator lever, and the valve opening operation lever is a valve. A shaft lever, an accelerator lever, and an accelerator lever interlocking plate are rotatably supported on different axes and are connected to the accelerator lever interlocking plate by a link, and a protrusion provided on the valve shaft lever and the accelerator lever interlocking plate. The abutment of the accelerator lever interlocking plate enables the valve shaft lever to drive in the valve closing direction, and the accelerator lever interlocking plate moves in the valve closing direction by the spring. The valve shaft lever is urged with a torque larger than the torque for urging it with a spring, the accelerator lever is urged with a spring in the valve closing direction, and the accelerator lever interlocking plate and the protrusion provided on the accelerator lever are brought into contact with each other. By contact, the accelerator lever can drive the accelerator lever interlocking plate in the valve opening direction, and the diaphragm actuator that acts on the valve shaft lever in the valve closing direction and the diaphragm actuator that acts on the valve opening actuating lever in the valve opening direction And are attached 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 accelerator lever interlocking plate are separated from each other, and the diaphragm actuator rotates the valve shaft in the valve closing direction against the elastic force of the spring that biases the valve shaft in the valve opening direction.

Further, the negative pressure in the negative pressure chamber of the diaphragm actuator that acts in the valve opening direction with respect to the valve opening operating lever is controlled by the solenoid valve opened and closed by the engine control unit, so that the valve opening operating lever operates as a valve. It is rotated in the opening direction, and its movement is transmitted to the accelerator lever interlocking plate via the link, and the accelerator lever interlocking plate can be driven in the valve opening direction against the elastic force of the spring. The valve shaft lever follows the accelerator lever interlocking plate 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 auto cruise control can be performed. In this case, the protrusion of the accelerator lever interlocking plate is separated from the protrusion of the accelerator lever, and the accelerator lever is not driven by the accelerator lever interlocking plate, so that the wire is prevented from coming off the groove of the accelerator lever.

Since the valve opening actuating lever is arranged on a different axis from the valve shaft lever, the accelerator lever and the accelerator lever interlocking plate to form a multi-axial type, the distance from the engine to the shaft end when mounted on the engine is reduced. It can be shortened and the amplitude of vibration transmitted from the engine is reduced. In addition, the use of multiple axes increases the degree of freedom in arrangement of actuators and the like.

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 avoided. Both traction control and automatic cruise control can be performed without turning. Then, 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 throttle valve is opened by using the diaphragm actuator that acts in the valve opening direction with respect to the valve opening actuating lever, so that the minimum travel is performed. It is possible to carry out a limp home.

[0024]

【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, that is, in the clockwise 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 28 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 is rotatably supported by a bearing provided on the throttle body coaxially with the valve shaft 13, 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 interlocking plate 20 is fixed to the shaft 18, a protrusion 20b is formed at one end thereof so as to protrude into the rotation path of the protrusion 15a, and a protrusion 20a is formed at the other end. . The accelerator lever 10 is loosely fitted to the shaft 18 and rotatably supported. A protrusion 10a is formed on the accelerator lever 10 so as to protrude into the rotation path of the protrusion 20a. Further, a wire 11 connected to an accelerator pedal is wound around the arc of the peripheral edge of the accelerator lever 10.

The shaft 21 is rotatably supported by a bearing provided on the throttle body in parallel with the shaft 18, and a lever 22 is fixed thereto. The lever 22 is connected to the accelerator lever 10 via a link 23, and the shaft 21 interlocks with the shaft 18. The shaft 21 is biased in the valve closing direction by a coil spring 24.

A left end of the shaft 21 is connected to a rotary shaft of an accelerator position sensor 29, and a valve opening actuating lever 25 is loosely fitted and rotatably supported. The valve opening operation lever 25 is connected to the accelerator lever interlocking plate 20 by a link 27 and interlocks with the accelerator lever interlocking plate 20.

A pin 26 is provided upright on the valve opening actuating lever 25, and a rod of the actuator 4 is engaged with the pin 26 with play. The actuator 4 is a negative pressure actuated diaphragm actuator and is supported by the throttle body. When negative pressure is introduced into the negative pressure chamber of the actuator 4, the pin 26 is pulled in the direction of opening the valve 12.

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 26, and the valve 12 is opened and closed. Within the range of movement, the pins 16 and 26 move in the slit of the rod.

At this time, if the wire 11 is not pulled, the accelerator lever 10 is rotated by the elasticity of the coil spring 24 in the valve closing direction until it comes into contact with a stopper (not shown), and is in the idle throttle position. .

The accelerator lever interlocking plate 20 rotates in the valve closing direction so as to follow the access lever 10 by the elasticity of the coil spring 19, and the protrusion 15a of the valve shaft lever 15 is pushed by the protrusion 20b. The valve 12 is closed 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 springs 24 and 19, and the protrusion 20a is pushed by the protrusion 10a, thereby the accelerator lever interlocking plate. 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 20b 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 a 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 are balanced. 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 a 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 26 is pulled, the valve opening actuating lever 25 is rotated in the valve opening direction, and the accelerator lever interlocking plate 20 interlocked with it is rotated in the valve opening direction against the elasticity of the coil spring 19. The valve spring 13 is rotated in the valve opening direction so that the protrusion 15a follows the protrusion 20b by the elasticity of the coil spring 14, 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 20a 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 brings the negative pressure chamber of the actuator 6 into 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.

In this way, both traction control and auto cruise control can be performed by the two actuators provided in the throttle valve without laying extra wires.

[0045]

As described above, according to the throttle valve of the present invention, the opening of the throttle valve is 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. As a result, both traction control and auto cruise control can be achieved with a compact mechanism.

Also, since the levers related to the opening and closing of the valve are supported on multiple axes, the distance from the engine to the shaft end when mounted on the engine can be shortened, and the amplitude of vibration transmitted from the engine is small. Become. In addition, the use of multiple axes increases the degree of freedom in the arrangement of actuators and the like.

In addition, since the accelerator lever is not moved by the actuator when the automatic cruise control is performed, there is no discomfort caused by 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 passage 18 Shaft 19 Coil spring 20 Accelerator lever interlocking plate 21 Shaft 22 Lever 23 Link 24 Coil spring 25 Valve opening actuating lever 26 Pin 27 Link 28 Throttle position sensor 29 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 integrally with a valve, and the valve shaft is biased by a spring in a valve opening direction and driven by an accelerator pedal. The accelerating lever is rotatably supported in a non-fixed state with the valve shaft, the accelerator lever interlocking plate is rotatably supported in a non-fixed state with the valve shaft lever and the accelerator lever, and the valve opening actuation lever is a valve shaft lever, The accelerator lever and the accelerator lever interlocking plate are rotatably supported on an axis different from that of the accelerator lever and are linked to the accelerator lever interlocking plate by a link, and the accelerator lever is brought into contact with the protrusion provided on the valve shaft lever and the accelerator lever interlocking plate. The interlocking plate allows the valve shaft lever to be driven in the valve closing direction, and the accelerator lever interlocking plate is springed to move the valve shaft lever in the valve closing direction. Urging with a torque that is larger than the torque urging with, and accelerating the accelerator lever in the valve closing direction with a spring,
A diaphragm actuator that allows the accelerator lever to drive the accelerator lever interlocking plate in the valve opening direction by contact between the accelerator lever interlocking plate and the protrusion provided on the accelerator lever, and acts on the valve shaft lever in the valve closing direction. A throttle valve in which a diaphragm actuator that acts in the valve opening direction with respect to the valve opening lever is attached to the throttle body.