JPH08128341A - Throttle valve control device of internal combustion engine - Google Patents

Abstract

PURPOSE: To provide a throttle valve control device by which ISC and cruise control can be realized and which can be downsized. CONSTITUTION: A safety stopper 61 can project in a rotary range of a control lever 41 so that a valve opening side end part 41b of the control lever 41 can be locked in upper limit opening of idle speed control. When the safety stopper 61 projects in the rotary range of the control lever 41, ISC becomes possible in a range up to opening in which the end part 41b locks on the safety stopper 61 from valve fully closed opening. When the safety stopper 61 retreats from the rotary range of the control lever 41, the end part 41b of the control lever 41 and an engaging part 40a of a throttle lever 40 engage with each other, and since the control lever 41 can rotate a throttle valve in the valve opening direction, a motor 50 can adjust opening of the throttle valve by exceeding the upper limit opening of the idle speed control. Therefore, cruise control becomes possible.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle valve control device for an internal combustion engine (hereinafter, "internal combustion engine" is called an engine) mounted on a vehicle.

[0002]

2. Description of the Related Art Conventionally, as a throttle valve control device for controlling the opening of a throttle valve according to the operating condition of an engine during idle speed control (ISC) in which a driver does not operate an accelerator pedal, Japanese Patent Laid-Open No. 2-61348 has been proposed.
The one disclosed in the publication is known.

In this device, a stopper is provided at the upper limit of the opening range of the throttle valve during ISC to adjust the opening of the throttle valve within the opening range up to the upper limit opening. For example, when a motor is used as a driving means for rotationally driving the throttle valve and the throttle valve is rotated in the opening direction due to a failure of the control circuit of the motor, the throttle valve opening is regulated by the stopper. This prevents the opening of the valve from becoming excessively large.

[0004]

However, in the throttle valve control device disclosed in Japanese Patent Application Laid-Open No. 2-61348, the throttle valve opening control by the motor or the like is performed only within the ISC opening range. I'm limited, so I
There is a problem that cruise control, which requires a wide range of throttle valve opening control beyond the SC opening control range, cannot be performed. Further, by removing the stopper that restricts the upper limit opening of the throttle valve in the ISC from the configuration of Japanese Patent Laid-Open No. 2-61348, it becomes possible to control the opening of the throttle valve in a wide range by the motor, and the cruise control is also realized. However, if an electrical failure occurs in the motor control circuit or the like, the throttle valve may excessively rotate in the valve opening direction.

The present invention has been made to solve the above problems, and an object of the present invention is to provide a miniaturized throttle valve control device which realizes ISC and cruise control.

[0006]

A throttle valve control device according to claim 1 of the present invention for solving the above-mentioned problems is an accelerator operation system operated by a driver and an electric operation system driven by the control device. And a throttle valve control device capable of adjusting the opening degree of the throttle valve of the engine by both, and a throttle valve that rotates together with the throttle shaft to adjust the air flow rate in the intake pipe of the engine, and a control device of the electric operation system. A motor that rotates in response to a signal from the motor, and a driving force transmission member that transmits the driving force of the motor capable of rotationally driving the throttle shaft to the throttle shaft,
The driving force transmitting member on the motor side is provided so as to be able to move in and out, and the driving force transmitting member on the motor side protrudes into the rotating range so that the motor side is opened at a predetermined opening of the throttle valve. And a safety stopper that locks the driving force transmission member on the valve opening side.

A throttle valve control device according to a second aspect of the present invention is the throttle valve control device for an engine according to the first aspect, having an urging means for urging the throttle shaft in a valve closing direction, Is characterized in that the throttle shaft can be rotationally driven only in the valve opening direction. A throttle valve control device according to claim 3 of the present invention is the throttle valve control device for an engine according to claim 1 or 2, wherein:
The driving force transmission member has a worm gear on the motor side and a worm wheel meshing with the worm gear on the throttle valve side.

A throttle valve control device according to a fourth aspect of the present invention is the throttle valve control device for an engine according to any one of the first to third aspects, wherein the driving force transmitting member has an electromagnetic clutch. Characterize.

[0009]

According to the throttle valve control device of the first aspect of the present invention, since the safety stopper that can move in and out of the rotation range of the driving force transmission member on the motor side is provided, for example, the safety stopper is By locking the driving force transmission member on the motor side with the upper limit opening of ISC, the motor cannot rotate the throttle valve more than the upper limit opening, so during idle operation, the throttle valve opens due to a failure of the motor control circuit or the like. It is possible to prevent the degree from becoming excessively large. Further, by retracting the safety stopper from the rotation range of the driving force transmission member on the motor side, the opening of the throttle valve can be adjusted beyond the upper limit opening of ISC, so that cruise control can be realized.

According to the throttle valve control apparatus of the second aspect of the present invention, since the motor can drive the throttle valve only in the opening direction, the opening control in the opening direction and the closing direction with high responsiveness is performed. The throttle valve opening control is not performed during normal operation, which requires the above, but the throttle valve opening control is performed only during idle operation and cruise control in which there is little change in throttle valve opening. Therefore, the control of the opening degree of the throttle valve by the motor may have low responsiveness. That is, since the reduction ratio from the driving force transmitting member on the motor side to the driving force transmitting member on the throttle valve side of the next stage can be increased, a motor with a small torque can be used, so that the motor can be downsized.

According to the throttle valve control device of the third aspect of the present invention, since the driving force is transmitted from the motor to the throttle valve through the worm gear and the worm wheel, the reduction ratio can be increased with a small number of parts. . Further, since the torque transmission from the throttle valve is blocked at the meshing point between the worm gear and the worm wheel, it is not necessary to constantly drive the motor to maintain the opening. Therefore, control of the motor is simplified and the number of control circuits for the motor can be reduced.

According to the fourth aspect of the throttle valve control device of the present invention, since the driving force transmitting member has the electromagnetic clutch, the throttle is controlled when the driving force of the motor is not required, for example, at the end of cruise control. Since the transmission of the driving force to the valve can be cut off, it is possible to prevent unnecessary driving force from being applied to the throttle valve.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. (First Embodiment) A first embodiment of the present invention is shown in FIGS. As shown in FIG. 2, the accelerator operating system includes an accelerator lever 22 and an accelerator shaft 21 in which a driving force generated by operating an accelerator pedal (not shown in FIG. 2) is fixed to one end of the accelerator shaft 21 by press fitting or the like. From the engagement lever 23 fixed to the other end by press fitting, nut fastening, caulking, welding, etc., from the engagement lever 31 engaging with the engagement lever 23 on the valve opening side of the engagement lever 23 to the throttle shaft 11. Transmitted,
The opening degree of the throttle valve 12 can be adjusted.

The accelerator shaft 21 is rotatably supported by the accelerator housing 20 via bearings 101 and 102. The spring 24 biases the accelerator shaft 21 in the valve closing direction of the throttle valve 12. The accelerator lever 22 is fixed to one end of the accelerator shaft 21 by press fitting or the like, and is connected to the accelerator pedal by a wire or a link not shown in FIG. When the driver does not operate the accelerator pedal, the accelerator lever 22 is locked by the urging force of the spring 24 in the accelerator full-close stopper 71 shown in FIG. 3 in the valve closing direction. Accelerator fully closed stopper 71
The opening is set to be smaller than the opening of the valve full-close stopper 13 shown in FIG.

A resin rotor 25 is integrally formed on the accelerator shaft 21, and a contact 26 is attached to the rotor 25. Further, the contact 26 is in contact with the sensor substrate 27. Since a resistor whose output changes according to the rotation amount of the contact 26 is printed on the sensor substrate 27, the rotation amount of the accelerator lever 22 can be electrically detected and output from a connector (not shown). Further, since the accelerator shaft 21 is restricted from moving in the left-right direction in FIG. 2 by the urging force of the wave washer 28 even under engine vibration, contact failure between the contact 26 and the sensor substrate 27 can be prevented.

The engagement lever 23 is fixed to the other end of the accelerator shaft 21 by press fitting, nut fixing, caulking, welding or the like. The bent portion 23a of the engagement lever 23 engages with the engagement lever 31 in the valve opening direction. That is, when the driver depresses the accelerator pedal, the engaging lever 23 rotates together with the accelerator lever 22 connected to the accelerator pedal with a wire or a link (not shown), and engages with the engaging lever 31. The throttle valve 12 can be rotated in the valve opening direction against the biasing force of the pair of springs 32.

In the electric operation system, the driving force of the motor 50 shown in FIG. 1 is changed from the worm gear 52, the worm wheel clutch rotor 43, the armature 44, the leaf spring 45, the control lever 41, the throttle lever 40 to the throttle shaft 1.
1 to control the opening of the throttle valve 12. The engagement lever 31 is fixed to one end of the throttle shaft 11 by press fitting or the like, and rotates together with the throttle shaft 11. The throttle shaft 11 is rotatably supported by the throttle body 10 via bearings 103 and 104. The throttle valve 12 is fixed to the throttle shaft 11,
It rotates together with the throttle shaft 11. One end of the pair of springs 32 has an engaging lever 31 of the throttle shaft 11.
It is fixed to one end of the throttle body 10 and the other end of the spring 32 is fixed to the throttle body 10. The spring 32 moves the throttle shaft 1 in the closing direction of the throttle valve 12.
Energize 1. The reason why there are two springs 32 is to secure the urging force to the throttle shaft 11 when one is broken.

A throttle lever 40 is fixed to the other end of the throttle shaft 11 by press fitting and nut fixing, and the throttle lever 40 rotates together with the throttle shaft 11. As shown in FIG. 1, the throttle lever 40
The locking portion 40a on the valve closing side and the locking portion 40b on the valve opening side are formed in an L shape. The locking portion 40a is engageable with the valve-opening-side end portion 41b of the control lever 41, and the locking portion 40b is urged by the spring 32 to cause the valve full-close stopper 13 to close.
Can be locked in the valve closing direction. The locking portion 40a is the locking portion 4
Since the radial length is shorter than 0b, the locking portion 40a can rotate in the valve opening direction beyond the valve full-close stopper 13.

As shown in FIG. 2, the throttle lever 40
A control lever 41 is provided rotatably on the throttle shaft 11 on the outer periphery of the collar 42 between the collar 42 and the step portion 42a of the collar 42. The control lever 41 is biased by a spring 48 in the valve closing direction. Since the distance between the step portion 42a and the throttle lever 40 is determined by the shape of the collar, the armature 44 and the clutch rotor 43, which will be described later, will be described.
The clearance between and can be adjusted appropriately. The control lever 41 has a protrusion 41a, and when the control lever 41 rotates in the valve opening direction, the end portion 41b on the valve opening direction side of the protrusion 41a engages with the locking portion 40a of the throttle lever 40. The collar 42 is made of a non-magnetic material.

A bearing 105 is sandwiched between the step portion 11a of the throttle shaft 11 and the collar 42. That is, the bearing 105 is fixed so as not to move in the axial direction of the throttle shaft 11. Bearing 10
A clutch rotor 43 is fixed to the outer ring of No. 5 by press fitting or the like, and the clutch rotor 43 is rotatably supported by the throttle shaft 11. Wheel teeth 43a that mesh with a worm gear 52 described later are formed on the outer circumference of the clutch rotor 43, and the clutch rotor 43 constitutes a worm wheel.

The leaf spring 45 is fixed to the throttle valve 12 side of the control lever 41 by caulking or the like, and the armature 44
Is also fixed to the leaf spring 45 by caulking or the like. Leaf spring 45
When the armature 44 moves to the clutch rotor 43 side, the armature 44 moves away from the clutch rotor 43.
Energize. The clutch stator 46 is the clutch rotor 4
Around the throttle shaft 11 on the side of the throttle valve 12 of No. 3, a clutch coil 47 is wound around the clutch stator 46. Clutch stator 4
When the power supply to 6 is turned on, the armature 44 is attracted to the clutch rotor 43 against the biasing force of the leaf spring 45. Since the frictional force between the armature 44 and the clutch rotor 43 at this time is larger than the biasing force of the spring 32, when the motor 50 is rotated, the driving force of the motor 50 causes the motor gear 52, the clutch rotor 43, the armature 44, and the leaf spring 4 to rotate.
5, the control lever 41 and the throttle lever 40 are transmitted to the throttle shaft 11 so that the throttle valve 12 can be driven.

An opening sensor 49 for outputting an opening signal of the throttle shaft 11 is provided on the throttle body 10 facing the throttle lever 40. A DC motor, for example, is used as the motor 50 shown in FIG. 1, and the throttle shaft 11 and the motor shaft 51 are arranged so as to be orthogonal to each other. A worm gear 52 is fixed to the outer periphery of the motor shaft 51, and the worm gear 52 rotates together with the motor shaft 51. The outer circumference of the worm gear 52 has spiral gear teeth 52a.
Is provided. The gear teeth 52a mesh with the wheel teeth 43a provided on the outer periphery of the clutch rotor 43 which is a worm wheel, and when the motor 50 makes one rotation, the clutch rotor 43 rotates by one wheel tooth 43a,
The driving force is finally transmitted to the throttle shaft 11. The driving force of the motor 50 is from the worm gear 52 to the throttle shaft 11 via the clutch rotor 43, which is a worm wheel.
Since the torque from the throttle shaft 11 is transmitted to the motor 50, the torque from the throttle shaft 11 is blocked at the meshing portion between the worm gear 52 and the clutch rotor 43 and is not transmitted to the motor 50. In the first embodiment, the gear ratio between the worm gear 52 and the clutch rotor 43 is set to about 1: 100.

The safety stopper 61 is the negative pressure actuator 6
The control lever 4 is connected to the control lever 4 so that the valve opening side end 41b of the control lever 41 can be locked at the upper limit opening of ISC.
It is possible to project into the rotation range of 1. The position of the safety stopper 61 is controlled by controlling the negative pressure of the negative pressure chamber 60a with a solenoid valve or the like not shown. When the safety stopper 61 projects into the rotation range of the control lever 41, the end 41b is locked to the safety stopper 61 even if the control lever 41 rotates in the valve opening direction. I can't rotate. Therefore, from the valve fully closed opening degree to the end portion 41b
The opening degree of the throttle valve 12 can be adjusted by the motor 50 within a range up to the opening degree at which the safety stopper 61 is locked, that is, within the opening control range of the ISC. When a negative pressure is applied to the negative pressure chamber 60a, the safety stopper 61 retracts from the rotation range of the control lever 41, so that the rotation of the control lever 41 in the valve opening direction is not restricted. At this time, the control lever 41
41b of the throttle lever 40 engages with the locking portion 40a of the throttle lever 40, and the control lever 41 can rotate the throttle valve 12 in the opening direction beyond the upper limit opening of ISC, so that the cruise control by the motor 50 is possible. Becomes . Since the position of the safety stopper 61 can be detected by the position switch 62 shown in FIG. 3, which is composed of a Hall element or the like, it is possible to detect an abnormal occurrence such as when the safety stopper 61 does not operate.

Next, the operation of the throttle valve control device according to the first embodiment during (1) normal operation, (2) cruise control, and (3) ISC will be described with reference to FIGS. 3, 4 and 5. To do. Here, the accelerator sensor unit 81
Represents the rotor 25, the contact 26, and the sensor substrate 27. The electromagnetic clutch 82 is the clutch stator 4
6, clutch coil 47, clutch rotor 43, armature 44, and leaf spring 45. (1) During normal operation When the ignition is turned on, energization of the clutch stator 46 is turned on and the electromagnetic clutch 82 is connected. As a result, the driving force of the motor 50 is transmitted to the control lever 41.
The negative pressure chamber 6 of the negative pressure actuator 60 is controlled by the solenoid valve.
0a is positive pressure, and the safety stopper 61 is the control lever 41.
Of the control lever 41 as it projects into the rotation range of the control lever 41.
1b is locked by the safety stopper 61. As shown in FIG. 3, when the driver operates the accelerator pedal 70, the engagement lever 23 and the engagement lever 31 engage with each other, and the accelerator pedal 7
The opening degree of the throttle valve 12 changes according to the depression amount of 0. At this time, even if the motor 50 rotates in the valve opening direction due to an electrical failure, the end 41b of the control lever 41 is locked by the safety stopper 61, so that the control lever 41 does not rotate in the valve opening direction any more. Therefore, the throttle valve 1
It is possible to prevent the opening degree of 2 from becoming excessively large. Further, during normal operation, the opening degree of the throttle valve 12 is controlled only by the accelerator operation system, not by the motor 50 that is an electric operation system.

(2) During cruise control When the driver turns on a cruise control switch (not shown) in a normal state, the vehicle speed at the time of turning on is stored in an arithmetic unit (not shown) and the negative pressure chamber 6 is controlled by a control signal.
A negative pressure is applied to 0a, and the safety stopper 61 is retracted from the rotation range of the control lever 41, so that the rotation restriction of the control lever 41 in the valve opening direction is released. Therefore, the control lever 4
Since 1 can rotate beyond the safety stopper 61, the spring 3 can be rotated even when the accelerator pedal 70 is released.
The motor 50 can freely control the opening of the throttle valve 12 against the biasing forces of 2 and 48. Therefore, cruise control traveling becomes possible if the motor 50 is controlled so that the vehicle speed stored in the calculation unit is reached.

Further, during cruise control, when the driver depresses the accelerator pedal 70 to accelerate, the engagement lever 23 and the engagement lever 31 engage with each other, and the throttle valve 12
Can be opened. In this case, the opening of the throttle valve 12 becomes equal to or larger than the stored opening corresponding to the vehicle speed, but at this time, the output of the accelerator sensor unit 81 changes, so it can be distinguished from the increase of the vehicle speed due to the system failure. it can.

When the driver depresses a brake pedal (not shown) during cruise control or turns off the cruise control switch, the energization of the clutch coil 47 is turned off. Then, the electromagnetic clutch 82 is disconnected and the driving force of the motor 50 is not transmitted to the control lever 41.
Therefore, the control lever 41 is returned in the valve closing direction by the biasing force of the spring 48, and the throttle valve 12 is returned in the valve closing direction by the biasing force of the spring 32. When the cruise control is terminated, the motor 50 is controlled to operate in the valve closing direction so that the throttle valve 12 does not maintain the open state even when the electromagnetic clutch 82 cannot be disengaged for some reason, thereby providing system redundancy. It is also possible to up. After the cruise control is completed, the electromagnetic clutch 82 is in the disengaged state, so that the urging force of the spring 48 returns the control lever 41 in the valve closing direction from the opening position of the safety stopper 61.
Then, the safety stopper 61 protrudes, and when the position switch 62 determines that the operation of the safety stopper 61 is normal, the electromagnetic clutch 82 is engaged. Since the driving force of the motor 50 is transmitted to the control lever 41 when the electromagnetic clutch 82 is connected, the motor 50 can control the opening of the throttle valve 12 within the range up to the opening of the safety stopper 61.

(3) At ISC At idle, as shown in FIG. 6, the driver does not operate the accelerator pedal 70, so the engaging lever 23 is at the accelerator full-closed stopper 71 position. Since the opening degree of the accelerator full-closed stopper 71 is smaller than the opening degree of the valve full-closed stopper 13, the throttle valve 12 is controlled from the opening degree of the accelerator full-closed stopper 71 to the valve fully closed state by controlling the rotational position of the motor 50. It is controlled within a range up to the opening degree of the stopper 13, so that the idle speed can be kept constant even when the engine load changes. At this time, even if the motor 50 tries to rotate excessively in the valve opening direction due to an electrical failure, the end portion 41b of the control lever 41 is locked to the safety stopper 61, so that the throttle valve 12 exceeds the ISC opening range. You can prevent it from opening.

As described above, in the first embodiment, the electric operation is performed during the normal operation in which it is necessary to control the opening degree of the throttle valve 12 responsively in the valve opening direction and the valve closing direction according to the depression amount of the accelerator pedal 70. The opening degree of the throttle valve 12 is not controlled by the motor 50 that is a system, and the opening degree of the throttle valve 12 is controlled by the motor 50 only during ISC and cruise control without opening degree control of the accelerator operation system. For this reason, since the control direction by the motor 50 is only the valve opening direction, the control of the motor 50 becomes simple.
Further, since the response of the rotation of the throttle valve 12 to the rotation of the motor 50 does not have to be high, the gear ratio between the motor 50 side and the throttle valve 12 side is 1: as described above.
It can be increased to about 100. As a result, the torque of the motor can be reduced, and the size of the motor can be reduced.

In the first embodiment, the transmission of the driving force from the motor 50 to the throttle shaft 11 is transmitted through the meshing of the worm gear 52 and the clutch rotor 43, which is a worm wheel. The driving force will not be transmitted in the opposite direction. For this reason,
When a current signal for giving a predetermined amount of rotation to the motor 50 is supplied, it is not necessary to supply a current for holding the motor 50 at the predetermined opening position, so the motor 50 is in the free state during this period. Therefore, the control of the motor 50 is simplified and the control circuit of the motor 50 is reduced.

Further, in the first embodiment, since the safety stopper 61 for locking the control lever 41 in the valve opening direction of the control lever 41 is provided, the throttle valve can be operated even when the electric operation system such as the control device and the motor is abnormal. 12 does not move excessively in the opening direction. (Second Embodiment) A second embodiment of the present invention is shown in FIG. First
The same components as those in the embodiment are designated by the same reference numerals.

In the second embodiment, as a means for urging the control lever 41 in the valve closing direction, a return lever 91 that is engaged on the valve opening side of the control lever 41 and is urged by the spring 92 in the valve closing direction is used. It is provided. When the electromagnetic clutch 82 is disengaged at the end of cruise control, the return lever 92 urges the control lever 41 in the valve closing direction. In the embodiment of the present invention described above, the motor 50 to the throttle shaft 1
Although the driving force is transmitted to No. 1 through the meshing of the worm gear and the worm wheel, in the present invention, the driving force can be transmitted by, for example, a flat gear or a pulley.

Further, in this embodiment, the negative pressure actuator 6
The safety stopper 61 was driven by 0, but in the present invention,
For example, it can be driven by the electromagnetic force of an electromagnetic solenoid. Further, in the present invention, the clutch mechanism can be omitted if the cruise control is ended by rotating the motor in the valve closing direction at the end of the cruise control.

Further, in this embodiment, the electromagnetic clutch 82 is connected even during normal operation, but in the present invention, the electromagnetic clutch may be disconnected during normal operation.

[Brief description of drawings]

FIG. 1 is a sectional view taken along line II-II of FIG. 2 showing a throttle valve control device according to a first embodiment of the present invention.

FIG. 2 is a sectional view showing a throttle valve control device according to a first embodiment of the present invention.

FIG. 3 is a schematic diagram showing the operation of the first embodiment during normal operation.

FIG. 4 is a schematic diagram showing an operation during cruise control according to the first embodiment.

FIG. 5 is a schematic view showing an operation during ISC of the first embodiment.

FIG. 6 is a schematic diagram showing a throttle valve control device of a second embodiment of the present invention.

[Explanation of symbols]

11 Throttle shaft 12 Throttle valve 40 Throttle lever (driving force transmitting member) 41 Control lever (driving force transmitting member) 43 Clutch rotor (driving force transmitting member, electromagnetic clutch) 44 Armature (driving force transmitting member, electromagnetic clutch) 45 Leaf spring (Driving force transmission member, electromagnetic clutch) 46 Clutch stator (driving force transmission member, electromagnetic clutch) 47 Clutch coil (driving force transmission member, electromagnetic clutch) 50 Motor 52 Worm gear (driving force transmission member) 61 Safety stopper

Claims (4)

[Claims] 1. A throttle valve control device in which an opening degree of a throttle valve of an internal combustion engine can be adjusted by both an accelerator operation system operated by a driver and an electric operation system driven by a control device. A throttle valve that rotates together with the throttle valve for adjusting the air flow rate in the intake pipe of the internal combustion engine; a motor that rotates in response to a signal from the control device of the electric operation system; and a motor that can rotationally drive the throttle shaft. A driving force transmitting member that transmits a driving force to the throttle shaft, and a driving force transmitting member that is provided so as to be able to move in and out within a rotation range of the driving force transmitting member on the motor side, And a safety stopper that locks the driving force transmission member on the motor side at the valve opening side at a predetermined opening degree of the throttle valve. Throttle valve control device for combustion engine. 2. A urging means for urging the throttle shaft in a valve closing direction, wherein the motor is capable of rotationally driving the throttle shaft only in a valve opening direction.
A throttle valve control device for an internal combustion engine as described above. 3. The throttle for an internal combustion engine according to claim 1, wherein the driving force transmission member has a worm gear on the motor side, and has a worm wheel meshing with the worm gear on the throttle valve side. Valve control device. 4. The throttle valve control device for an internal combustion engine according to claim 1, wherein the driving force transmission member has an electromagnetic clutch.