JPH09287485A - Engine valve system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To downsize a throttle chamber in an electronically controlled throttle valve. SOLUTION: A valve stem 4 of a throttle valve 3 is fitted at its one end to a disc member 6 to which magnets 7 are fixed. Coils 8 are fixed to face the magnets 7 such that the magnetic flux developed therebetween is made parallel to the valve stem 4. The coils 8 are divided into a valve-opening coil and a valve-closing coil which have reverse winding directions to each other. A throttle lever 11 fixed to the other end of the valve stem 4 is affected by two torsion coil springs 12 and 13 into its valve-closing or opening direction respectively, and its neutral position is set by the balanced springs.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine valve device in which a rotating motor is directly connected to a valve shaft of a valve body such as an electronically controlled throttle valve and an idle control valve of an automobile engine.

[0002]

2. Description of the Related Art Conventionally, for example, in an electronically controlled throttle valve, for the purpose of downsizing, cost reduction, and improvement of reliability of parts by simplifying constituent parts, Japanese Patent Laid-Open No. 5-1491.
54, JP-A-4-243939, JP-A-4-234
As shown in No. 540 or the like, a rotating motor is directly connected to one end of the valve shaft of the throttle valve.

[0003]

However, in the conventional motor, as disclosed in the above publication, a magnet is attached to the valve shaft so that the magnetic flux between the magnet and the magnet is perpendicular to the valve shaft. In addition, since the coil is arranged around the magnet, in order to secure the magnetic flux area, the magnet and the coil have to be increased in size in the valve axis direction or the outer diameter direction, and the motor part is used as the valve shaft. There is a problem that the size increases in the direction of the outer diameter or in the outer diameter direction. Therefore, further miniaturization is required.

Further, in the prior art, when the power source is cut off due to a failure, it is fully closed, which makes it difficult to travel at the time of failure (so-called limp home travel). Was required. The present invention aims to solve such conventional problems.

[0005]

Therefore, in the invention according to claim 1, in an engine valve device in which a rotating motor is directly connected to a valve shaft of a valve body, the motor is part of the valve shaft. Mounted on the fixed member and fixed to a disc-shaped member that rotates integrally, and a valve opening coil and a valve closing coil that are mounted on the fixed member and are arranged such that the magnetic flux between the magnet is parallel to the valve axis. It is characterized by including and.

As described above, by making the magnetic flux between the magnet and the coil (between the air gaps) parallel to the valve axis, the size of the disk-shaped member is set to secure the magnetic flux area, which is sufficient. Torque is obtained. Therefore, it is possible to reduce the size by shortening the valve axis direction. Further, since the valve shaft can be shortened, inertia of the valve shaft can be reduced, and a small and highly responsive valve device can be provided.

According to the second aspect of the invention, 2
The two springs act in the valve closing direction and the valve opening direction,
The feature is that the neutral position is set according to these balances. Thus, when the power is cut off, the two springs acting in the valve closing direction and the valve opening direction stop at a balanced position, so that a predetermined opening can be obtained at this neutral position. As a result, the lower limit opening can be maintained while the upper limit opening of the throttle valve can be set.

The invention according to claim 3 is characterized in that the capacity ratio between the valve opening coil and the valve closing coil is set according to the set neutral position. Since the driving force required for each of the valve opening coil and the valve closing coil differs depending on the neutral position of the two springs, in other words, the load force of these springs, the winding amount ratio and the like are changed. This is because it is good to make the capacity ratio appropriate.

In the invention according to claim 4, the valve-opening coil and the valve-closing coil are provided with a core having a biased plate surface so as to face the magnet, and the axial directions of the cores are arranged so that their winding directions are mutually opposite. Inversely, it is characterized by being wound. According to this, one core can be used. In the invention according to claim 5, the valve-opening coil and the valve-closing coil are provided with a fixed disc-shaped member facing the magnet, and a plurality of cores are projectingly formed on the plate surface of the disc-shaped member. The core is then wound around these cores.

In this case, as in the invention according to claim 6,
The valve-opening coil and the valve-closing coil may be separately wound around each core, but when the winding amount of the coil having the smaller capacity ratio is reduced, space is wasted. As in the invention according to 7, the coil for valve opening and the coil for valve closing are wound around each core together based on a predetermined capacity ratio, or like the invention according to claim 8, It is preferable to wind the valve opening coil and the valve closing coil together on some cores based on a predetermined capacity ratio.

The invention according to claim 9 is characterized in that a potentiometer-type sensor for outputting a signal corresponding to the rotational position of the valve shaft is incorporated. Incorporating the sensor in this way facilitates feedback control and also makes it easy to combine the coil energization terminal and the sensor output terminal in a single connector.

The invention according to claim 10 is characterized in that the coils are separately arranged on both sides of the magnet. As a result, it is possible to prevent the attraction force of the magnet and the coil from being applied in the thrust direction of the valve shaft, and it is possible to reduce the load on the bearing. In the invention according to claim 11, the valve element is a throttle valve in an intake passage, and a limp home lever interlocking with an accelerator pedal is provided, and the limp home lever and a throttle lever fixed to a valve shaft of the throttle valve are provided with play. It is characterized in that it can be held and engaged.

As a result, when the power source is cut off, the throttle valve can be operated in the opening direction near the fully open position of the accelerator pedal, and output control can be performed to some extent even in the event of a failure, which facilitates traveling in the event of a failure. Become.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with an example of an electronically controlled throttle valve. FIG. 1 shows an embodiment. A butterfly type throttle valve (valve body) 3 is provided in a portion of the throttle chamber 1 that forms an intake passage 2. Both ends of a valve shaft 4 of the throttle valve 3 are rotatably supported by bearings 5 and a wall portion of the throttle chamber 1 is provided. Penetrates through.

A rotating motor is formed at one end of the valve shaft 4. That is, the disk member 6 is attached to one end of the valve shaft 4, and the magnet 7 is fixed to the disk member 6. The magnet 7 forms a pair of semi-annular magnetic poles N and S as shown in FIG. 2 (a). Further, the coil 8 is attached to the wall portion (fixing member) of the throttle chamber 1 so that the magnetic flux with the magnet 7 is parallel to the valve shaft 4. Specifically, as shown in FIG. 2 (b), a core 9 having a biased plate surface is provided so as to face the magnet 7, and the shaft portions 10 of the core 9 are wound in opposite directions.
A valve opening coil 8a and a valve closing coil 8b are wound.

A throttle lever 11 is attached to the other end of the valve shaft 4. One end of each of the two torsion coil springs 12 and 13 is locked to the throttle lever 11, the springs 12 and 13 are reversely wound, and the other ends of the torsion coil springs 12 and 13 are projectingly formed on the wall of the throttle chamber 1. It is locked to the stop pin portions 14 and 15. In this way, the two springs 12 and 13 are operated in the valve closing direction and the valve opening direction, and the neutral position is set by the balance between them. The neutral position is set to a position slightly open from the fully closed position.
The valve opening coil 8 is set based on the setting of the neutral position.
The capacity ratio of a to the valve closing coil 8b is set, and specifically, the winding amount of the valve opening coil 8a is made larger than the winding amount of the valve closing coil 8b.

The throttle lever 11 has a stopper piece.
16 is formed in a protruding manner, and a stopper portion 17 is formed in a protruding manner on the wall portion of the throttle chamber 1 in order to restrict the rotation range of the stopper piece 16. Although there are two stoppers 17 for the fully closed position regulation and the fully opened position regulation, only one is shown in the drawing. Further, an engaging piece 18 is formed on the throttle lever 11 so as to project, and an accelerator wire 19 is attached to an accelerator pedal (not shown).
By providing a limp home lever 20 that is linked via a lever, the engaging piece 18 of the limp home lever 20 and the throttle lever 11 is provided.
It is possible to engage with and having play. That is, in the normal depression range of the accelerator pedal, even if the limp pom lever 20 moves, it does not engage in the play range even if the throttle lever 11 is in the fully closed position. The lever 20 is adapted to rotate above the neutral position of the throttle lever 11.

The throttle chamber 1 also incorporates a potentiometer type throttle sensor 21 for outputting a signal corresponding to the rotational position of the valve shaft 4. The throttle sensor 21 corresponds to the rotational position of the valve shaft 4 by providing a movable contact 23 on a rotor 22 attached to the valve shaft 4 and sliding the movable contact 23 on a resistor of a fixed substrate 24. It outputs a voltage signal.

Next, the operation will be described. FIG. 3 is a principle diagram, whereby a valve opening coil 8a and a valve closing coil 8b are provided.
The method of energizing will be described. An engine control module 25 calculates a target throttle opening degree based on signals from an accelerator sensor, a vehicle speed sensor, an engine speed sensor, etc., which are not shown, and outputs a signal corresponding thereto.

Reference numeral 26 is a throttle control module, which feeds back the actual throttle opening detected by the throttle sensor 21 based on the target throttle opening from the engine control module 25.
Duty control is performed by increasing or decreasing the valve opening duty (%). Specifically, the target throttle opening degree is compared with the actual throttle opening degree, and when the actual throttle opening degree is smaller, the valve opening duty (%) is increased.

When the valve opening duty (%) is set, the valve opening duty is turned on for the valve opening coil 8a.
Duty signal of time ratio is output and the valve closing coil 8b
, The duty signal is output by inverting the duty signal. As a result, the valve opening duty (%)
The driving in the valve opening direction and the valve closing direction is continuously repeated at a ratio according to, and the opening degree is controlled according to the valve opening duty.

Here, in the present invention, the magnet 7 is used.
The magnetic flux between the coil 8 and the coil 8 (between the air gaps) is parallel to the valve shaft 4. Therefore, the size of the disc-shaped member 6 can be set to secure a magnetic flux area and a sufficient torque can be obtained.
Therefore, miniaturization is possible by shortening the valve shaft 4 direction. Further, since the valve shaft 4 can be shortened, the inertia of the valve shaft 4 can be reduced, resulting in a small size and high response.

Further, when the power is cut off due to a failure or the like, the throttle valve 3 is stopped at a position where the valve closing direction spring 12 and the valve opening direction spring 13 are in balance with each other, and at the neutral position, a predetermined opening degree is obtained. Thus, the engine stall can be prevented while avoiding a runaway. Further, when the power is cut off due to a failure or the like, if the accelerator pedal is operated to a position near the fully open position, the limp home lever 20 engages with the throttle lever 11 at the neutral position, so that the throttle valve 3 is opened in the opening direction. It can be operated and output control can be performed to some extent even in the event of a failure, so traveling in the event of a failure becomes easier.

In this embodiment, the coil 8 side is shown in FIG.
Although it is configured as in (b), as shown in a modification in FIG. 4, two cores 32 are provided on a fixed disc-shaped member 31, and one of the cores is wound with the valve opening coil 8a. The valve closing coil 8b may be wound around the other core. But,
In the case of FIG. 4, the winding amount of the coil cannot be increased. Therefore, as shown in FIG. 5, four cores 32 are provided on the fixed disk-shaped member 31, and the valve opening coil 8a is provided on the two cores on the diagonal line. It is preferable that the coils are wound so that they respectively have N and S poles when energized, and the valve closing coil 8b is wound around the remaining two cores of the diagonal lines so that they respectively have N and S poles when energized.

FIG. 6 shows another embodiment. In the case of FIG. 1, since the coil is arranged only on one side of the magnet, the force in the thrust direction acts on the valve shaft by the attractive force between the magnet and the coil. In order to solve this, in this embodiment, the coils are arranged on both sides of the magnet so as to sandwich it.

That is, the disk-shaped member 6 is attached to one end of the valve shaft 4, and the magnet 7 is fixed to the disk-shaped member 6. The magnet 7 has a pair of semi-circular magnetic poles N and S formed on one surface as shown in FIG. . Further, the coil 8 is attached to both sides of the magnet 7 so that the magnetic flux with the magnet 7 is attached to the wall portion (fixing member) of the throttle chamber 1 so as to be parallel to the valve shaft 4.

Specifically, a fixed disc-shaped member 31 is provided on one side of the magnet 7, and four cores 32 are provided on the disc-shaped member 31 as shown in FIG. 7 (b). The coil 8a for valve opening is wound around one core so that two adjacent cores have N poles and the other two cores have S poles when energized. Further, a fixed disk-shaped member 33 is provided on the other side of the magnet 7, and four cores 34 are similarly provided on the disk-shaped member 33, and the valve closing coil 8b is provided on these four cores.
Is wound so that two adjacent cores become N poles and the remaining two cores become S poles when energized.

With such a configuration, the attraction between the magnet 7 and the coil 8 is offset on the left and right, and no thrust load is applied to the valve shaft 4, so the load on the bearing 5 can be reduced. Next, referring to the examples of FIGS. 8 to 10, regarding the capacity ratio of the valve opening coil 8a and the valve closing coil 8b,
Further explanation will be given.

When the capacity ratio of the valve opening coil 8a and the valve closing coil 8b is set by setting the neutral position of the springs 12 and 13 (a position slightly open from the fully closed position), the coil opening valve 8 is wound. It is necessary to make the amount larger than the winding amount of the valve closing coil 8b. Then, the magnet 7 of the disc-shaped member 6 on the rotating side
A fixed disk-shaped member 31 is provided, and a plurality of cores 32 are formed to project on the plate surface (back surface) of the disk-shaped member 31.
The core 32 is provided with a valve opening coil 8a and a valve closing coil 8
When winding b, as shown in the embodiment of FIG.
If the valve-opening coil 8a and the valve-closing coil 8b are separately wound around 32, the amount of winding of the valve-closing coil 8b is small, so that space is wasted.

Therefore, as in the embodiment of FIG. 9, each core 32 is
Further, when the valve opening coil 8a and the valve closing coil 8b are wound together based on a predetermined capacity ratio, waste of space is eliminated. In this example, a large amount of the valve opening coil 8a is first wound around each core 32, and a small amount of the valve closing coil 8a is wound thereon.
b is wound. Alternatively, as in the embodiment of FIG. 10, only the valve opening coil 8a is wound around one core 32 and the other core 32 is wound.
The valve opening coil 8a and the valve closing coil 8b may be wound around 32 together.

In the above description, the example applied to the electronically controlled throttle valve has been described, but the present invention can also be applied to an idle control valve provided in an auxiliary air passage that bypasses the throttle valve. Furthermore, it is also used for intake air amount control for reducing the torque difference generated at the time of switching between homogeneous mixed combustion and stratified mixed combustion in a direct injection gasoline engine, and intake passage control for negative pressure control for EGR in a diesel engine. Can be used.

[0032]

As described above, according to the first aspect of the present invention, by making the magnetic flux between the magnet and the coil parallel to the valve axis, the magnetic flux area in a plane perpendicular to the valve axis can be reduced. Since it is ensured and sufficient torque can be obtained, the size can be reduced by shortening the valve axis direction, and effects such as cost reduction and easy vehicle layout can be obtained. Further, the response of the valve shaft can be improved by reducing the inertia of the valve shaft, and the vibration resistance can be improved by reducing the amount of overhang.

According to the second aspect of the invention, the neutral position is set by the balance between the valve closing direction spring and the valve opening direction spring. Therefore, when the power source is cut off, the neutral position is set. By obtaining the predetermined opening degree, it is possible to obtain the effect that the lower limit opening degree can be secured while limiting the upper limit opening degree of the throttle valve. According to the invention of claim 3, by setting the capacity ratio of the valve opening coil and the valve closing coil according to the set neutral position,
The effect that it is possible to appropriately respond to the difference in the required driving force is obtained.

According to the invention of claim 4, it is possible to obtain the effect that one core can be used by using a core having an uneven plate surface. According to the invention of claim 5, it is possible to obtain an effect that the action direction of the opening / closing force can be appropriately set by using the plurality of cores. In this case, the valve opening coil and the valve closing coil may be separately wound around each core as in the invention according to claim 6, but the winding amount of the coil having the smaller capacity ratio is When the number is small, space is wasted. Therefore, as in the invention according to claim 7 or 8, the valve opening coil and the valve closing coil should be wound together based on a predetermined capacity ratio. In this case, it is possible to obtain an effect that waste of space can be eliminated.

According to the ninth aspect of the invention, since the potentiometer type sensor is incorporated, feedback control is facilitated, and the coil energization terminal and the sensor output terminal are combined into one connector. As a result, the cost can be reduced. According to the invention of claim 10, by disposing the coil separately on both sides of the magnet, it is possible to prevent the attraction force by the magnet and the coil from being applied in the thrust direction of the valve shaft, and reduce the load on the bearing. The effect is obtained.

According to the eleventh aspect of the present invention, when the power is cut off, the throttle valve can be operated in the opening direction by the limp home lever near the fully open position of the accelerator pedal. As a result, it is possible to obtain an effect that traveling at the time of failure becomes easier.

[Brief description of drawings]

FIG. 1 is a sectional view of a throttle chamber showing an embodiment of the present invention.

FIG. 2 is a schematic view of a magnet side and a coil side.

[Figure 3] Principle diagram

FIG. 4 is a schematic view of a modification on the coil side.

FIG. 5 is a schematic view of a modification on the coil side.

FIG. 6 is a sectional view of a throttle chamber showing another embodiment.

FIG. 7 is a schematic view of a magnet side and a coil side.

FIG. 8 is a diagram showing an example 1 regarding a capacity ratio of a valve opening coil and a valve closing coil.

FIG. 9 is a diagram showing an example 2 of the capacity ratio of the valve opening coil and the valve closing coil.

FIG. 10 is a diagram showing Example 3 of the capacity ratio of the valve opening coil and the valve closing coil.

[Explanation of symbols]

1 Throttle chamber 2 Intake passage 3 Throttle valve 4 Valve shaft 5 Bearing 6 Disc member 7 Magnet 8 (8a, 8b) Coil (Coil for opening and closing) 9 Core 10 Shaft part 11 Throttle lever 12 Closing valve Directional spring 13 Valve opening Directional springs 14, 15 Locking pin section 16 Stopper piece 17 Stopper section 18 Engaging piece 19 Accelerator wire 20 Limp home lever 21 Throttle sensor 22 Rotor 23 Movable contact 24 Fixed board 31 Disc-shaped member 32 Core 33 Disc-shaped member 34 core

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Keiichi Kai 1370 Onna, Atsugi-shi, Kanagawa Inside Unisex Jex Co., Ltd.

Claims (11)

[Claims] 1. An engine valve device comprising a valve shaft of a valve body directly connected to a rotating motor, wherein the motor is fixed to a disc-shaped member attached to a part of the valve shaft and rotating integrally. An engine valve device comprising a magnet and a valve opening coil and a valve closing coil which are attached to a fixing member and are arranged such that a magnetic flux between the magnet and the magnet is parallel to the valve axis. . 2. The engine according to claim 1, wherein two springs are made to act on the valve shaft in a valve closing direction and a valve opening direction, and a neutral position is set by a balance between them. Valve device. 3. The engine valve device according to claim 2, wherein the capacity ratio between the valve opening coil and the valve closing coil is set according to the set neutral position. 4. The valve-opening coil and the valve-closing coil are provided with a core having a biased plate surface facing a magnet, and winding is performed on shaft portions of the core with winding directions being opposite to each other. Any one of claims 1 to 3 characterized in that
Valve device for an engine according to item 3. 5. The valve opening coil and the valve closing coil are provided with a fixed disk-shaped member facing a magnet, and a plurality of cores are formed to project on a plate surface of the disk-shaped member, The engine valve device according to any one of claims 1 to 3, which is wound around these cores. 6. The valve device for an engine according to claim 5, wherein a valve opening coil and a valve closing coil are separately wound around each core. 7. The valve apparatus for an engine according to claim 5, wherein a valve opening coil and a valve closing coil are wound around each core together based on a predetermined capacity ratio. 8. The valve device for an engine according to claim 5, wherein a valve opening coil and a valve closing coil are wound together on a part of the core based on a predetermined capacity ratio. 9. The engine valve device according to claim 1, further comprising a potentiometer-type sensor that outputs a signal corresponding to a rotational position of the valve shaft. . 10. The valve device for an engine according to claim 1, wherein the coils are separately arranged on both sides of the magnet. 11. The valve body is a throttle valve of an intake passage, a limp home lever interlocking with an accelerator pedal is provided, and the limp home lever and a throttle lever fixed to a valve shaft of the throttle valve are provided with play. Any one of claims 1 to 10 characterized in that the engagement is possible.
Valve device for an engine according to item 3.