JPS61136045A - Throttle valve device - Google Patents

Abstract

PURPOSE:To make it possible to optionally change a hydraulic characteristic, by coupling a first cam for displacing a plunger in a first throttle valve with a second cam for displacing a plunger in a second throttle valve. CONSTITUTION:A first cam 51 for displacing a plunger in a first throttle valve 1 is coupled with a second can 52 for displacing a plunger in a second throttle valve 31 by a coupling means. With this arrangement, the cam profile of cam surface of each cam 51, 52 may be suitably selected so that an arbitrary hydrau lic characteristic may be set, corresponding to one input. Further, by selectively replacing the first and second cams 51, 52 with different one in accordance with variations in the output power of an engine or variations in the weight of a vehicle to change the hydraulic characteristic. With this arrangement the adaptation of era of small but multiproduct production system may be easily made.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention displaces pressure regulating means for first and second throttle valves disposed in a hydraulic circuit of an automatic transmission in accordance with the throttle opening of an engine. The present invention relates to a throttle valve device.

BACKGROUND OF THE INVENTION As vehicles equipped with automatic transmissions become more widespread, the shifting performance of automatic transmissions has also come to be critically evaluated. In particular, the shift shock that occurs when changing the gear train and changing the gear ratio is evaluated intuitively and is a matter of concern even if it is slight. There are many ways to alleviate or eliminate this shift shock.
A device has been proposed and put into practical use.

Additionally, with the shift to front-wheel drive vehicles (front-engine, front-wheel drive), there is a demand for automatic transmissions to be smaller and lighter.

By the way, the basic method of controlling automatic transmissions to smoothly shift gears is to change the pressure of the fluid that operates the frictional engagement means that governs gear shift control, that is, the main pressure, in response to the output of the engine. . Normally, the main pressure is changed by a throttle valve device that generates a pressure (throttle pressure) that corresponds to the throttle opening of the engine. Furthermore, this throttle pressure, in conjunction with the governor pressure corresponding to the vehicle speed, is also used as a signal to switch the shift control valve.

As this kind of throttle valve device, Utility Model Opening 58-135
There is one shown in No. 547. This throttle valve device uses the throttle pressure generated by the first throttle valve to work together with the governor pressure to switch the shift control valve, and uses the throttle pressure generated by the second throttle valve to control the degree of supply of pressure oil to the friction engagement means. It is applied as back pressure to the accumulator for this purpose. The pressure of the first and second throttle valves is adjusted by displacing a plunger inside the valve using a lever connected to the accelerator pedal, and using this plunger to change the load acting on the pressure regulating spring.

Alternatively, a rotating cam may be used instead of the lever, in which case a cable connected to the engine throttle causes the cam to rotate.

Problems to be Solved by the Invention When attempting to make automatic transmissions shift more smoothly,
It is desirable to use multiple throttle valves to generate pressure in each valve with different throttle pressure characteristics corresponding to various conditions, and to use these throttle pressure characteristics to control or operate the corresponding equipment in the hydraulic circuit. .

For this purpose, it is necessary to apply cam means to the two throttle valves and separately set the displacement of the pressure regulating means of the throttle valves with respect to the rotation of the cam means, as necessary.

However, on the other hand, with the shift to front-wheel drive vehicles, automatic transmissions are required to be smaller and lighter. There is a problem in that cam means must be attached to the engine, and each cam means must be connected to the throttle of the engine.

Furthermore, in order to alleviate or eliminate shift shock, it is necessary to design each cam surface in consideration of differences in engine output, vehicle weight, etc.

However, conventional throttle valve devices have a structure in which the lever is operated by a rotating shaft supported at an appropriate position in the transmission case, and this lever displaces the plunger of the throttle valve, making it difficult to replace the lever. The problem is that it is not suitable for production.

The present invention has been made in order to meet the above requirements and solve the above problems, and its purpose is to be able to accommodate the engine in a limited space within the Tranne Missigon, and to accommodate differences in engine output or vehicle weight. It is an object of the present invention to provide a throttle valve device whose design can be changed in consideration of differences in characteristics, etc., and which is suitable for high-variety, low-volume production.

Means for Solving the Problems A throttle valve device according to the present invention includes first and second throttle valves disposed adjacent to each other, and a cam means rotatably attached to a fixed member, the first and second throttle valves being arranged adjacent to each other, and a cam means rotatably attached to a fixed member. a first cam having a cam surface and an axially extending boss for displacing and operating the plunger of a second throttle valve; a second cam having a cam surface and an axially extending boss for displacing and operating the plunger of the second throttle valve; The first and second cams are comprised of a cam means connected via a meshing means formed on opposing boss parts, and an input member that rotates the cam of the cam means in conjunction with the throttle of the engine. .

The first and second throttle valves are arranged adjacent to each other, in which case the valve body can be of integral construction. It is desirable that the cam of the cam means rotatably attached to the fixed member be coaxially supported on the shaft member with a holding member interposed in the boss portion. For example, a bracket can be used as the fixing member, and the above shaft member can be fixed to the bracket.

Specifically, the engaging means formed on the boss portion may be a notch gear formed at the ends of the opposing bosses or a spline-shaped member formed inside and outside the boss. Also,
The cam can be provided with biasing means for the purpose of applying a return force. If a torsion spring is selected as this biasing means, the device can be made compact. In this case, the torsion spring is wound around the bosses of the first and second cams between the first and second cams, and has one end fixed to either the first or second cam and the other end fixed to either the first or second cam. Fixed to other parts.

The input member is connected to either the first or second cam.

The cam surface of the cam that applies displacement to the pressure regulating means of the throttle valve in accordance with the throttle opening is formed in a shape that provides desired throttle pressure characteristics. Each cam surface can be different for best shifting performance.

Function In this throttle valve device, for example, when the accelerator pedal is depressed, the cam is rotated by an input member that interlocks with the throttle of the engine, and the cam surface is formed to obtain desired throttle pressure characteristics in accordance with the throttle opening. The pressure regulating means is changed by displacing the plunger of the throttle valve. Since the first and second cams are set correspondingly to the first and second throttle valves, throttle pressures that improve shift performance are generated. Throttle pressure generated in each valve in response to the throttle opening can be used as back pressure to determine line pressure, allowing highly accurate pressure oil to be supplied to hydraulic equipment; One is to determine the precise switching timing of the shift valve by acting on the shift valve as a back pressure that opposes the governor pressure. Further, when the plunger is used as a switching valve for hydraulic equipment, the hydraulic equipment is operated accurately in accordance with the throttle opening. If the amount of depression of the accelerator pedal is increased, the cam will rotate further, and if the amount of depression of the accelerator pedal is decreased, the cam will be returned to its original position by the pressure regulating means or urging means.

Embodiments Hereinafter, specific embodiments of the present invention will be described with reference to the drawings.

The first throttle valve 1 shown in FIG. 2 is a throttle valve for shift control, and has an output boat connected to one back pressure boat of a plurality of shift valves, and a governor pressure boat connected to the other back pressure boat. The first throttle valve 1 operates the shift valve and appropriately selects the frictional engagement device connected to the shift valve to change gears in accordance with the throttle opening and vehicle speed. Send a release signal to the lock-up relay valve nearby.

The lock-up relay valve is a valve that receives a signal from the first throttle valve to release the direct connection between the pump and turbine of the torque converter.

The first throttle valve 1 is located on one side (
A spool 4 with a spring 3 installed in front of it (left side in the figure), a plunger 5 arranged in series with the spool 4, and a spool 4
and a pressure regulating spring (pressure regulating means) 6 disposed between the plunger 5 and the plunger 5. Plunger 5 is sleeve 7
Guided by. The sleeve 7 is fixed to the valve body 2 by a pin 8. Three lands 10, 11, 12 are formed on the spool 4 from the direction of the front spring 3, and correspondingly, three lands 10, 11, 12 are formed on the valve body 2.
3, 14, and 15 are formed.

In this example, lands 11 and 12 have the same diameter, and land 10 has a smaller diameter. The boat 14 in the center is a pressure oil supply boat from a pump, and the boat 15 on the right is an output boat, which is connected to the back pressure boat 13 on the left side through a throttle means, and also has a back pressure boat that counteracts the cabana pressure of the shift valve. Connected to a pressure boat.

The plunger 5 is also formed with three lands 16, 17 and 18, and correspondingly the valve body 2 has five ports 19a via the sleeve 7.

19b, 20a, 20b, and 20c are formed. The port 19a on the left side of the figure is connected to the boat 13 on the spool 4 side, and when the throttle opening is substantially fully open, the port 19b communicates with the boat 1 of a reshift valve, for example, a 3-4 shift valve. In this case, the output of 19b is used as a kickdown signal. The boat 20a is provided very close to the land 18 of the plunger 5,
Pump pressure is introduced near zero throttle opening.

Port) 20b is an output boat and is connected to the back pressure boat of the lock-up relay valve. Boat 20c is located slightly to the left of output boat 20b and is used as the outlet port for the mouth-up relay valve.

The first throttle valve 1 is arranged between a transmission case 22 and an oil pan 23, and a lower valve pod 26 is arranged below the valve pod 2 with a gasket 24 and a plate 25 in between. Furthermore, a strainer 28 is provided below.

The second throttle valve 31 is constructed as shown in FIG. This second throttle valve 31 is a throttle valve for main pressure control, and by making the hydraulic pressure regulated corresponding to the throttle opening act as back pressure on the regulator valve, the pressure oil from the pump is adjusted to the throttle opening. Adjust the main pressure of the oil passage.

The second throttle valve 31 has a spring 3 attached to one side (left side in the figure) within a valve body 32 that is integrally constructed adjacent to the valve body 2 of the first throttle valve 1 described above.
3, a plunger 35 arranged in series with the spool 34, and a plunger 35 arranged in series with the spool 34.
A pressure regulating spring (pressure regulating means) 36 disposed between the
It is equipped with This plunger 35 is guided by a sleeve 37. The sleeve 37 is secured to the valve body 32 by a pin 38.

Four lands 39, 40, 41, and 42 are formed on the spool 34 from the direction of the front spring 33. In this example, the lands 41 and 42 have the same diameter, the land 40 has a smaller diameter, and the land 39 has a larger diameter. Correspondingly, four ports 43, 44, 45, and 46 are formed in the valve body 32. Port 45 is the input port from the pump. The pressure oil whose pressure is regulated in the land 41 is outputted from the port 46.

The port 46 is connected to the back pressure boat of the regulator valve, to the drain port through a throttle means, to the port 43 through a cutback valve, and to the date 44 through a throttle means. The cutback valve operates under gas pressure to communicate ports 46 and 43.

There are two lands 47 and 48 on the plunger 35.
The diameter of the land 47 is larger than that of the valve body 32, and a port 49 is formed in the valve body 32 via the sleeve 37. This port 49 is connected to a back pressure port 43 on the spool 34 side. Pressure oil input from the port 49 acts to move the plunger 35 to the left.

As shown in FIG. 1, these two throttle valves 1 and 31 are arranged in parallel and adjacent to each other with their plunger sides aligned. In the figure, the second throttle valve 31
is arranged in front of the first throttle valve l.

The cam means 50 is configured to actuate the plunger 5 of the first throttle valve 1 at the W position as shown in FIGS. 4 to 7.
a cam 51 and a second cam 5 that displaces and operates the plunger 35 of the second throttle valve 31 in conjunction with the first cam 51;
Consists of 2.

A cam surface 53 for displacing the plunger 5 is formed on the outer periphery of the first cam 51, and a boss 54 is formed in the axial direction.

As can be seen from FIG. 2, the cam surface 53 is provided with a stopper 53a that comes into contact with the plunger 5 to determine the position of the cam 51 when the throttle opening is zero. Second cam 52
Similarly, a cam surface 55 for displacing the plunger 35 is formed on the outer periphery, and a boss 56 is formed in the axial direction.

A meshing means 57 is provided at the ends of the opposing bosses 54 and 56 so that the t4 second cam 52 can rotate in conjunction with the first cam 51.
(Fig. 4) is provided. The meshing means 57 in this example includes opposing bosses 54.52 of both cams 51.52 such that the first and second cams 51.52 are interlocked in parallel.
Half of the tip is cut out, and the remaining tip half 58.59 is fitted into the notch of the mating boss 56.54. In addition to this example, the meshing means can also be configured such that tooth profiles formed on the side surfaces of both bosses 54, 56 mesh with each other.

The bracket 60 (FIG. 5) that accommodates the cam means 50 has substantially parallel side portions 62.63 extending from both sides of the bottom portion 61 and mounting portions 64.65 bent from both sides f1!62.63.
．． 66, and the overall shape is approximately U-shaped. Two mounting parts 64°65 are throttle valve 1.31
The remaining mounting portion 66 (Fig. 4) is bent parallel to the front surface of the
is bent perpendicular to the front. Each mounting part 64, 65, 66 has a bolt hole 67°68
．． 69 is formed. The bracket 6° is screwed by three bolts 70 directly onto the front side of the adjacent integral valve body 2.32.

The cam means 50 is mounted on both sides 6 within the bracket 6o.
It is supported by a support shaft 71 passing through 2.63. Bearings 72 and 73 for smooth rotation are arranged between the support shaft 71 and the cam means 5o, and both bearings 72.
A cylindrical holding member 74 for keeping both cams 51, 52 concentrically is fitted between the two bosses 54, 56. Apart from this example, it is also possible to keep both cams 51, 52 concentric by fitting retaining members around the outer peripheries of both bosses 54, 56. In this case, the above-mentioned meshing means can also be provided between the bosses 54, 56 of both cams and the holding member 74, and the meshing means in that case will be a spline fit. The support shaft 71 is prevented from being pulled out by a snap ring 75 provided on the outside of the side surface 62, and is prevented from rotating by a member 76 provided on the outside of the side surface 63.

The force means 8o for returning the cam means 50 is composed of a torsion spring. The torsion spring 80 is wound around the outer periphery of the bosses 54 and 56 of both cams 51 and 52, one end 81 is engaged with an appropriate part of the first cam 51, and the other end 82 is formed by cutting out a part of the bracket 60. The torsion spring 80 is locked to the formed hook portion 83 by giving some degree of twist to the torsion spring 80 itself (FIG. 6). One end 81 of the torsion spring 80 has a second cam parallel to the first cam.
It can also be locked to the cam 52.

As shown in FIG. 2, a cable 84 can be used as an input member for rotating the cam means 5° in response to the throttle opening of the engine. One end of the cable 84 is connected to the throttle of the engine, and the other end is guided by a groove 85 formed on the outer periphery of the first cam 51 in a portion that does not constitute the cam surface 53, and further connected to a locking piece 86 of the cable 84 at the tip. are locked to four portions 87 formed at appropriate positions on the outer periphery of the cam.

Note that the cam surfaces 53.5 of the first and second cams 51.52
A roller 88 is installed at the tip of the plunger 5, 35 that contacts the plunger 5.
, 89 are arranged to ensure smooth rotation of the first and second cams 51, 52.

In assembling the throttle valve device having the above configuration, first, the torsion spring 8 serving as the biasing means is attached to the boss 54, 56 of the first or second cam 51, 52.
Both cams 51.5 are wound around the cylindrical holding member 74.
The two meshing means 57 are made to face each other and fit together. Furthermore, the bearings 72.7 are inserted from both sides so that the holding member 74 is in the middle.
Insert 3. Cam means 5 assembled in this way
0 indicates both sides 62 of the U-shaped plaque (60).
The bearings 72, 73 and the holding member 7 are housed from the upper part of the bracket 60 in parallel with the support shaft 71 inserted from the side 63 of the bracket 60.
It is supported through 4. The support shaft 71 is a bracket) 60
A snap ring 75 is fitted from the outside of the side 62 to prevent it from coming out, and a member 76 is inserted from the outside of the opposite side 63 to prevent rotation. Next, torsion spring 8
One end of the bracket 0 is locked to the first cam 51 at an appropriate location, and the other end is locked by twisting the hook portion 83 of the bracket 60. The bracket (60) assembled in this way is the front surface of the integrated valve body 2.32, and the mounting portions 64.65 parallel to this surface and the mounting portion 66 perpendicular to the front surface are connected to the valve body by bolts 70. 2.32 Screwed onto the main body. Are there three brackets 60 as shown in FIGS. 1 and 8? In the direction, the valve body 2, 32
Since it is fixed directly, the dimensional accuracy of the position is high, and it is possible to minimize the throttle pressure setting error caused by the mounting method. Finally, the locking pieces 86 of the cable 84 are fitted into the four parts 87 of the first cam 51, and the cable 84 is placed in the groove 85 of the first cam 51. The rear end of the cable 84 is connected via a support member to, for example, an accelerator pedal that is connected to the throttle operation of the engine.

Function In the throttle valve device of the present application, for example, when the accelerator pedal is depressed, the throttle of the engine opens according to the amount of depression, and in conjunction with this, the cable 84 wound and guided in the outer circumferential groove 85 of the first cam 51 is pulled. It will be done. First cam 51
is rotated by the cable 84 according to the amount of depression, and the second cam 52 is rotated in conjunction with the engaging means 57.

The plunger 5.35 is driven within the sleeve 7.37 via the roller 88.89 with which each cam surface 53.55 comes into contact with the rotation of both cams 51.52, and the pressure regulating springs 6.36 are deflected separately. Each gives a different load. The supplied hydraulic pressure is regulated in accordance with the load on the pressure regulating spring 6゜36, and the respective throttle pressures are output.
It is output from 6.

Slow and torque pressures are the back pressure ports of each valve 1 and 31) 1
3 and 44, and when the amount of hydraulic oil coming out of the output boat 15.46 increases and the throttle pressure decreases, the spool 4 retreats and the valve (land 11.4)
1) opens, bringing the throttle pressure close to the throttle opening degree, and at the same time stably supplying hydraulic oil. Conversely, when the amount of hydraulic oil decreases, the spools 4 and 34 move forward, closing the valve (land 11.41) and regulating the throttle pressure to a predetermined throttle pressure.

When the amount of depression of the accelerator pedal is reduced, both cams 51, 52 are rotated in the opposite direction by the pressure regulating spring 6, 36 and the torsion spring 80 until the accelerator is opened.

Following this, the plunger 5.35 also operates, and the valve operation as described above is performed.

Next, the operation of this throttle valve device will be explained based on the hydraulic circuit diagram shown in FIG. In this figure, 100 is a pump, 101 is a regulator valve, 102 is a governor valve, 10
For example, 3 is a 3-4 shift valve, 104 is a lock-up control circuit, and 105 is a cutback valve.

When the engine is started with such a circuit diagram, the bomb 100
Pressure oil flows from the regulator valve 101 through the line Ll,
It is supplied to the governor valve 102, the shift valve 103, the input ports 14.19a, 20a of the first throttle valve l, and the input port 45 of the second throttle valve 31. Second
The main pressure of the line L1 input to the boat 45 of the throttle valve 31 is outputted from the pressure regulating boat 46 as throttle pressure by the pressure regulating spring 36. The throttle pressure is further regulated by being fed back to the back pressure boat 44 on the spool 34 side via the back pressure boat 49 on the plunger 35 side and the orifice. The throttle pressure of the second throttle valve 31 acts on the back pressure boat of the regulator valve 101 via the line L2, and the regulator valve 101 causes the line L1 to act on the back pressure boat of the regulator valve 101.
The main pressure is regulated to a pressure according to the throttle opening.

The main pressure of the line Ll input to the boat 14 of the first throttle valve 1 is regulated by the pressure regulating spring 6 and output from the boat 15 as throttle pressure. This throttle pressure is normally set to a different value from the throttle pressure of the second throttle valve 31. The throttle pressure of the first throttle valve 1 is transmitted to the shift valve 103 via line L5.
The back pressure is applied to one of the boats.

Governor valve 102 outputs an output corresponding to the vehicle speed to line L3. The output of line L3 is the governor pressure at the shift valve 10.
3, that is, the back pressure boat opposing the throttle pressure, and also acts on one back pressure boat of the cutback valve 105.

When the amount of depression of the accelerator pedal connected by the cam 51 and the cable 84 is shallow and the throttle opening is close to zero, the boat 20a of the first throttle valve 1 and the boat 20
b is in communication, and the main pressure of line L1 is output to the lockup control circuit 104 via line L4. The lock-up control circuit 104 operates the torque converter in its normal operation while the pressure on line L4 is input.

When the accelerator pedal is slightly depressed from around zero throttle opening, the cam 51 and the cam 52 interlocked with the cam 51 are rotated by the connected cable 84, and the ports 20b and 20c of the first throttle valve 1 are communicated with each other. . This communication eliminates the pressure in line L4, and lockup control circuit 104 directly connects the torque converter pump and turbine. Furthermore, the rotation of the cam 51 displaces the plunger 5, compressing the pressure regulating spring 6, increasing the output of the port 15, and increasing the force acting on the shift valve 103. At the same time, the second throttle valve 31
The rotation of the cam 52 displaces the plunger 35, compresses the pressure regulating spring 36, and increases the output of the port 46. As the output of the engine increases, the discharge force of the pump 100 also increases, but since the output of the port 46 of the second throttle valve 31 acts on the regulator valve 101, the line L1
The main pressure is proportional to the throttle opening. Furthermore, as the throttle opening increases, the vehicle speed increases, and the governor f
The output of j 102 also begins to increase rapidly.

Furthermore, when the throttle opening degree increases due to depression of the accelerator pedal, the governor pressure acting on the shift valve 103 increases to the first level.
The shift valve 103 is switched overcoming the throttle pressure of the throttle valve L, and the gear is changed from L to H.

The accelerator pedal is further depressed and the throttle opening is 85.
When the temperature approaches 10°, the cam 51 rotates in conjunction with the cable 84, the plunger 5 of the first throttle valve 1 is displaced, and the bow 19a and port 19b communicate with each other. Due to this communication, the main pressure in line L1 acts on shift valve 103 through line L6 in opposition to governor pressure. As a result, a kickdown is performed.

Apart from this operation, when a certain vehicle speed is reached, the cutback valve 105 is operated by the governor pressure, and the port 46 of the second throttle valve 31 and the port 43 communicate with each other. Due to this communication, the output of the port 46 decreases and the regulator valve 10
1 increases, the main pressure in line L1 decreases and is maintained at a certain predetermined value.

The operation for reducing the amount of depression of the accelerator pedal to reduce the accelerator opening degree is performed by the reverse of the above operation.

Effects of the Invention According to the present invention, since the first cam and the second cam are connected by the meshing means, the cam profiles of the cam surfaces of both cams can be set appropriately, and one input (throttle opening) can be used. It is possible to obtain arbitrary hydraulic characteristics corresponding to In addition, it is possible to change the hydraulic characteristics by replacing the first and second cams as appropriate according to differences in engine output or vehicle weight, etc., and can easily adapt to the era of high-mix, low-volume production, which is extremely useful in industry. It is. Furthermore, since a biasing means such as a torsion spring can be wound between both cams, the entire throttle valve device can be made compact, and two throttle valves can be placed in the limited space of the automatic transmission case. and each is provided with a cam means,
Each cam can be easily linked to the engine throttle.

[Brief explanation of the drawing]

Fig. 1 is a plan view showing an embodiment of the present invention, Fig. 2 is a cross-sectional view taken along TI-II of Fig. 1, and Fig. 3 is a -m--m of Fig. 1.
4 is a plan view of the bracket housing the cam means, FIG. 5 is a sectional view taken along line AA in FIG. 4, FIG. 6 is a sectional view taken along line BB in FIG. 5, and FIG. 4 is a left side view, FIG. 8 is a front view of FIG. 1, and FIG. 9 is a hydraulic circuit diagram in which the throttle valve device of the present invention is used. 1. First throttle valve, 2.32. ,,
, valve body, 5.35. ,,,Plunger, 6.36. , Pressure regulating spring 31, Second throttle valve 50, Cam means, 51. ,,,first cam,5
2. Second cam 53.55. ,,cam surface, 54.56. , Boss portion, 57, Engaging means, 60, Bracket, 61. ,,bottom,62.
63. ,,,Side part, 64,65.66,,,,Mounting part, 71,,,,Support shaft, 74. ,,,holding member, 80
) - John Spring. 84, Cable (input member). Applicant: Aisin Seiki Co., Ltd. Toyota Motor Corporation Agent: Patent Attorney Kato Asamichi 1・・・・・・・・・Floating 1 Throttle Help 232・・・・
・・・・・・K Lubebodief 535・・・・・・Full 6 Ranjaf 31・・・・・・vI2 Throttle 8゛Heave. 51・・・・・・・・・F77A
+-52162 Sword 5355...Cam A Komafu 5456...Hojin Fu 57...Shima Rei Samurai Dan 84...Input sound μ neo
31/Figure 1 2, J ■ し - ■ [ te ■ Figure 4 Figure 5 Figure 6 Figure 7 Procedure:? Hi Author (Spontaneous) October 5, 1985 Michibe Uga, Commissioner of the Patent Office 1 Display of the case Patent Application No. 137870 of 1988 (filed on July 5, 1988) 2 Name of the invention Throttle valve device 3 Relationship with the case of the person making the amendment Patent applicant name (001) Aisin Seiki Co., Ltd. (1 other person)
4 Agent address: 4th floor, Fuji Annex Building, 1-12-6 Nishi-Shinbashi, Minato-ku, Tokyo 105 Telephone: (03) 508-0295 Claims column 1 Detailed description of the invention column of the specification, and drawings 6. Contents of the amendment The contents of the amendment (■) and the claims section of the specification are amended as shown in the attached sheet. (2) The detailed description of the invention column in the specification is amended as follows. l) On page 1, line 19 of the specification, "pressure regulating means" is corrected to "valve element." 2) Page 3, lines 5-10, “At the first throttle valve...
·ing. ” is corrected as if it were a written sentence. "The throttle pressure generated by the second throttle valve is applied as back pressure to the accumulator for controlling the supply level of pressure oil to the frictional engagement means, and the throttle pressure generated by the first throttle valve is made to work together with the governor pressure. 3) On page 4, line 7, "pressure regulating means" is changed to "valve element." 4) Change “Plunger” on page 5, lines 16 and 18 to 19 to “
Corrected to "valve element". 5) Replace “meshing means” in lines 1 and 13 of page 6 with “connection means”
Correct to. 6) In lines 2 and 3 of the same page, correct "interlocked with throttle" to "response to torque request signal." 7) Correct "pressure regulating means" in lines 6-7 and 17 of page 7 to "valve element". 8) Line 13 of the same page, change "interlocked with engine throttle" to "response to engine torque request signal (for example, interlocked with throttle)"
Correct to. 9) On page 8, line 7, correct "plunger" to "valve element." 10) In lines 11-12 of the same page, "pressure regulating means" is corrected to "valve element". 11) On page 9, line 11, "plunger 5" is corrected to "plunger (valve element) 5". 12) Delete "(pressure regulating means)" in line 12 of the same page and line 2 of page 12. 13) No. 12 pages 16-17. Correct "cutback valve" in lines 18-19 to "cutback valve 105 J." 14) Correct "meshing" in lines 8.9.1.4.15 of page 14 to "connection." 15) Page 15, lines 19-20, page 16, lines 1-2, 1st
Correct "meshing" to "connection" on page 7, line 12 and page 19, line 8. 16) Page 18, lines 9-10, “In front of 32...6
6 is the front side of 32, and the first mounting part 84.65 is the valve hole 2a.
is corrected to be a plane parallel to a plane containing at least two axes of the valve holes 2a and 32a. 17) On page 21, line 11, correct "phytoback" to "feedback." 18) On page 25, line 5, correct "meshing" to "connection". 19) On line 19 of the same page, "coupled with the throttle" is corrected to "response to the torque request signal." 20) On page 26, line 19, correct "meshing" to "connection". ■Replace Figures 1, 2, 3, 5, and 9 of one drawing with the attached ones. What is claimed is: first and second throttle valves disposed adjacent to each other; a cam means rotatably attached to a fixed member; a cam surface for displacing and operating a valve element of the first throttle valve; a first cam having a boss extending in the axial direction; and a second cam having a cam surface displacing and operating the valve element of the second throttle valve and a boss extending in the axial direction, the first and second cams facing each other. A throttle valve device comprising a cam means connected via a spring means formed in a boss portion for controlling the engine, and an input member for rotating the cam of the cam means in response to a request signal of two engines. -3= 1...'$1's death, Toruharu 232...
...Valve body 535...Plunger 31...72 Throttle 8 valves. 51 ・・・・・・・・・Field 1flA 52 ・・・Fujitomu 5355°°°°tomu product 84・・・・・・・・・Input sound Book January S, 1986

Claims (1)

[Claims] first and second throttle valves arranged adjacent to each other; and a cam means rotatably attached to the fixed member, the cam means extending in the axial direction with a cam surface for displacing and operating the plunger of the first throttle valve. A first cam having a boss, and a second cam having a cam surface that displaces and operates the plunger of the second throttle valve and a boss extending in the axial direction, the first and second cams being formed on opposing boss portions. A throttle valve device comprising a cam means connected through a meshing means, and an input member that rotates the cam of the cam means in conjunction with a throttle of an engine.