JPS61136046A - Throttle valve device - Google Patents

Abstract

PURPOSE:To make it possible to store first and second throttle valves in a limited space within a transmission casing, etc., by arranging the first and second throttle valves adjacent to each other, and by disposing a cam means in a bracket to be attached to the front surface of valve bodies. CONSTITUTION:First and second throttle valves 1, 31 are arranged in parallel with and adjacent with each other with their plungers being aligned, and first and second cams 51, 52 for displacing the plungers are disposed in a bracket 60 which is attached to the front surfaces of valve bodies 2, 32. With this arrangement, the entire throttle valve device may be miniaturized, and therefore, may be stored in a limited space within a transmission casing.

Description

Detailed Description of the Invention: An unfinished field of industrial application is to displace pressure regulating means for first and second throttle valves disposed in a hydraulic circuit of a day shift transmission in accordance with the throttle opening of an engine. Regarding the throttle valve device.

2. Description of the Related Art As vehicles with automatic transmissions become more widespread, the shifting performance of automatic transmissions has come to be critically evaluated. In particular, the shift shock that occurs when changing the gear ratio by changing the gear train 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 thick-friction engagement means that governs gear shift control, that is, the main pressure, in response to the output of one engine. 0 Normally, it is 151. The main pressure is changed by a throttle valve device that generates the same pressure (scotti-le pressure). Furthermore, this throttle pressure works together with the governor pressure corresponding to heavy speed,
It is also used as a signal to switch the shift control valve.

The first throttle jr' device of this type is the Utility Model 58-1.
There is one shown in No. 35547. This throttle gona device applies the throttle pressure generated by the second throttle valve as the back pressure of the accumulator for controlling the supply degree of pressure oil to the friction engagement means, and applies the throttle pressure generated by the first throttle valve to the governor pressure. The shift control valve is switched in conjunction with the shift control valve. 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 possible to use multiple throttle valves to generate pressures with different throttle pressure characteristics corresponding to the conditions of each throttle valve, and use these throttle pressure characteristics to control or operate the corresponding equipment in the hydraulic circuit. desirable.

For this purpose, it is necessary to apply the cam means to the two throttle valves and to 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 the shift stress, it is necessary to operate the throttle valve with high precision. However, conventional throttle valve regulators have a structure in which a lever is operated by a rotating shaft supported at an appropriate position in a transmission case, and the plunger of the throttle valve is displaced by the lever. With such a structure, the valve body and the lever means are installed separately and independently in the transmission case, so the positional relationship between the throttle valve and the lever cannot be determined with high accuracy, and the plunger must be adjusted according to the throttle opening. There is a problem that accurate displacement cannot be obtained.

Furthermore, this device uses a stopper that comes into contact with the lever 1 to determine the position of the lever when the throttle opening is zero.
The position of this stopper is only relative to the plunger of the throttle valve, and therefore there is a problem that control near zero throttle opening becomes unstable. In addition, from a macroscopic perspective, depending on the method of attaching the lever device, there may be variations in the shift characteristics of each automatic transmission.

This invention has been made in order to meet the above requirements and to solve the above problems.

Its purpose is to create a throttle valve that can be stored in a limited space within the transmission, where the position of the shaft that supports the cam means does not change significantly due to the bubble sealing method, and which can accurately generate throttle pressure that corresponds to the throttle opening. The goal is to provide equipment.

Means for Solving the Problems The throttle valve device according to the present invention includes two throttle valves, first and wI, arranged adjacent to each other, and a bracket attached to the front surfaces of the first and second throttle valves. A substantially U-shaped bracket having side parts extending from both sides of the bottom part and substantially parallel to each other and mounting parts bent from both sides thereof, and a cam means housed in the substantially U-shaped bracket. , a support shaft supported by a bracket; a first cam rotatably attached to the support shaft for displacing and operating the plunger of the first throttle valve; It is comprised of a cam means having a second cam that displaces and operates the plunger, and an input member that rotates the cam of the cam means in conjunction with the throttle of one engine.

The first and second throttle valves are arranged adjacent to each other, in which case the valve body can be of integral construction. A portion for mounting and fixing the mounting portion of the bracket is formed on the front surface of the throttle valve, and the cam means assembled within the bracket is assembled in alignment with the plunger of the throttle valve.

The interlocking of the M2 cam with the first cam by the cam means can be achieved by means of meshing means formed at opposing boss tips of both cams. Furthermore, if the cam means is provided with a stopper that comes into contact with the side surface of the plunger of the IF throttle valve on the cam surface of the first cam, it is possible to reliably determine the rotational position of the first cam when the throttle opening is zero. .

A biasing means may be attached to the cam means to ensure the return of the cam.

In this case, as the biasing means, a torsion spring is wound around the outer periphery between the first and second cams, one end of the torsion spring is fixed to either the first or second cam, and the other end is fixed to either the first or second cam. If the cam is fixed at a location after the second cam, a restoring force can be applied to the cam. In this way,
Effective biasing action can be performed in a narrower space.

Furthermore, if a cable connected to the throttle of the engine is used as the input member and the cable is guided to the right around the outer periphery of the rotating cam, the torque required to rotate the cam can be reduced.

It goes without saying that the cam surfaces of the cams that apply displacement to the pressure regulating means of the throttle valve in accordance with the throttle opening are formed in shapes that provide desired throttle pressure characteristics.

When assembling the throttle valve device, first, both cams connected by a meshing means are accommodated in a substantially U-shaped bracket, and a support shaft is passed through the holes of both cams from the side of the bracket to support the zero order rotatably. The mounting portions of the brackets are placed on predetermined positions on the front surfaces of the first and second throttle valves and fixed with fixing means such as bolts. Finally, an input member that is linked to the throttle of the engine, such as a cable that is linked to the throttle of the engine, is wound and fixed around the outer periphery of the cam.

Function In this throttle valve device, for example, when the accelerator pedal is depressed, the cam is rotated by an input member that is linked to the throttle of the engine, and the cam surface, which is formed to obtain desired throttle pressure characteristics in accordance with the throttle opening, rotates. The pressure regulating means is changed by displacing the plunger of the throttle valve. Since the first and second cams are set in correspondence with the first and second throttle valves, throttle pressures that improve gear shifting 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. Furthermore, when the plunger is used as a switching valve for hydraulic equipment, it accurately operates the hydraulic equipment in response to 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 restoring force of the pressure regulating means or the urging means. Even when the throttle opening decreases, the 100 I (lube and cam means are assembled with integrity by the bracket, so it is possible to generate an accurate throttle pressure corresponding to the throttle opening, and the hydraulic equipment can be operated accurately.) be able to.

Example 1 Hereinafter, a specific example 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 port connected to one back pressure port of a plurality of shift valves, and a gas/< Operates the shift valve in conjunction with the pressure,
I connected to the shift valve? Selects the restraining engagement device appropriately to perform gear changes that correspond to the throttle/torque opening and vehicle speed.
Also, this first throttle knob/lube 1 is throttle open W.
Use zero HM to issue a release signal to the mouth/tsuku7mprere1/'rubu.

The output relay valve is a valve that obtains the signal from the first slot ν torque valve and releases the direct connection between the torque converter/4-Y pump and the groove.

The first throttle valve 1 has a single force (
A spool 4 with seven springs 3 arranged on the left side of the drawing, 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 attached to the valve body 2 by a pin 8. There are three lands on the spool 4 from the direction of the pipe spring 3! 0, 11, 12 are formed, and correspondingly three ports) 1) are formed in valve pod 2.
3.14.15 are formed.

In this example, lands 11 and 12 have the same diameter, and rung 10 has a smaller diameter. The port 14 in the center is a pressure oil supply port from the pump, and the port 15 on the right side is an output port, which is connected to the back pressure boat 13 on the left side via a throttle means, and further supplies back pressure to counter the Kapana pressure of the shift go f. connected to a port.

Three lands 16, 17 and 18 are also formed on the plunger 5, and correspondingly, five ports 19a are provided on the valve body 2 via the sleeve 7.

Port 19b, 20a, 20b, and 2Qc are formed on the left side of Figure 0. Port 19a is connected to port 13 on the spool 4 side, and when the throttle opening is approximately full, the port 19a is connected to port 13 on the spool 4 side.
19b communicates with port 1 of a shift valve, for example, a 3-4 shift valve. The output of port 19b in this case is used as a kickdown signal. 2Qa is provided close to the plunger 50 land 18, and pump pressure is introduced near zero throttle opening.

Port 20b is an output port and is connected to a back pressure port of the lock-up relay valve. Port 20c is located slightly to the left of output port 20b and is used as the exhaust port for the zero-tsuk-up relay valve.

This first throttle valve 1 is located between the transmission case 22 and the oil pan 23! 'l! ! A lower valve pod 26 is arranged below the valve pod 2 with a gasket 24 and a plate 25 interposed therebetween. 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 according to the throttle opening act as back pressure on the regulator valve, the pressure oil from the pump is slowed down (y=) The main pressure of the oil passage is adjusted according to the opening degree of the oil passage.

This 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 the spool 34 and the plunger 3.
Pressure regulating spring (31 pressure means) disposed between 5 and 3
6. This plunger 35 is connected to the sleeve 37.
Guided by. The sleeve 37 is secured to the valve body 32 by a pin 38.

Four lands 39, 40, 41, 42 are formed on the spool 34 from the direction of the pipe 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.

Port 46 is the back pressure port of the regulator valve.

It is connected to a drain port via a throttle means, to a date 43 via a cutback valve, and to a port 44 via a throttle means. The cutback valve is operated by governor pressure to communicate ports 46 and 43.

Plunger 351- has two lands 47.48 l-
! The diameter of the land 47 is larger than that of the ball 14 through the sleeve 37.
9 is formed. 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 1.31 are arranged in parallel and adjacent to each other with their plunger sides aligned.
The cam means 50 disposed in front of the first throttle valve l operates the plunger 5 of the first throttle valve l to a position t as shown in Figs.
a cam 51 and a second cam 5 that operates the plunger 35 of the second throttle valve 31 in conjunction with the first cam 51;
Consists of 2.

The tJSl cam 51 is a cam surface 5 that displaces the plunger 5.
3 is formed on the outer periphery, and a boss 54 is formed in the axial direction. As can be seen from FIG.
Add -2 to the Samurai of 1 [Tsuno].

53a is provided. Similarly, the second cam 52 has a cam surface 55 on its outer periphery that displaces the planar jaw 35, and a boss 56 in the axial direction.

At the tips of the opposing bosses 54 and 56, a meshing means 57 (
Figure 4) are cut out three times. In this example, the meshing means 57 includes first and second cams 51 and 52 in parallel? t
! The opposing bosses 54. of both cams 51.52 are movably moved.
Cut out half of the tip of 56, and cut out the remaining tip half of 58.59
are fitted into the notches of the mating bosses 56 and 54. In addition to this example, the meshing means can also be configured such that tooth profiles formed on the side surfaces of the bosses 54, 56 mesh with each other.

A bracket 60 (FIG. 5) housing the cam means 50 has substantially parallel sides 62.63 folded up from both sides of the bottom 61 and the same sides 62.63. , 63 with bent portions 64, 85
．． 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, 65.88 has a bolt hole 67°68.
．． 69 is formed. The plastic bushing) 80 is directly attached to the front surface of the valve body 2.32 which is in contact with the body by the three bolts 70! ? It will be worn.

The cam means 50 is within the bracket 6o.

It is supported by a support shaft 71 passing through both sides 82.63. A bearing 72.73 for smooth rotation is arranged between the support shaft 71 and the cam means 5o, and a cylindrical holding member 74 that keeps the Oka cam 51.52 concentric is arranged between both bearings 72.73. It is fitted into the inner periphery of both the power sockets 54 and 56. Apart from this example, the retaining member is attached to both bosses 54.5.
It is also possible to keep both cams 51, 52 concentric by fitting around the outer periphery of the cams 51, 52. In this case, the mesh f
It is also possible to provide fi between the bosses 54 and 56 of both cams and the holding member 74, and the engagement means in that case will be spline fitting. The support shaft 71 is prevented from being removed by a snap ring 75 provided on the outside of the side portion 62, and is prevented from rotating by a member 76 provided on the outside of the side portion 63.

The biasing means 80 for returning the cam means 50 is made up of a torsion spring. Toshi Seal Sbring 8
0 is wound around the outer periphery of the bosses 54 and 56 of both cams 51 and 52, one end 81 is locked to an appropriate part of the first male cam 51, and the other end 82 is formed by cutting out a part of the bracket 60. The torsion spring 80 itself is locked to the hook portion 83 by giving some degree of twist (Fig. 6).
The cam 52 can also be engaged.

As shown in Fig. 12, a cable 84 is used as an input member for rotating the cam hand 50 in response to the throttle opening between IR and IR.
There are three ways to do this. One end of the cable 84 is connected to the engine throttle! ! Iu, the other end is the outer periphery of the first cam 51,
A locking piece 86 of the cable 84 is guided by a structure 85 formed on a portion that does not constitute the cam surface 53, and further has a locking piece 86 at the tip.
is secured to four portions 87 formed at appropriate 46 mm on the outer periphery of the cam.

Note that the cam surfaces 53.5 of the first and second cams 51.52
A roller 8B is placed at the tip of the plunger 5.35 in contact with the plunger 5.
, 89 are arranged to ensure smooth rotation of the first and second cams 51, 52.

In assembling the throttle 1'r device having the above configuration, first the first or second cam 51, 52
The bosses 54 and 56 of the cams 51 and 52 are rotated 8 times by the torsion spring 801 serving as the biasing means, and the engaging means 57 of both cams 51 and 52 are fitted into the cylindrical holding member 74 so as to face each other. Further, the bearings 72 and 73 are fitted from both sides so that the holding member 74 is located in the middle.The thus assembled cam means 50 has both sides parallel to both sides a62 and 63 of the substantially U-shaped bracket 60. Like, Brake I Toro 0
The support shaft 71 is inserted from the side 63 of the bracket 60 and is supported by the support shaft 71 passing through the bearings 72, 73 and the holding member 74. The support shaft 71 is attached to the snap-7 puller 75 from the outside of the side 62 of the bracket 60.
The member 76 is inserted from the outside of the side 63 on the opposite side and rotated once.Then, one end of the torsion spring 80 is connected to the first cam 5! The other end of the bracket 60 is twisted and locked at an appropriate location. The bracket 60 assembled in this way is integrated with the valve body 2.
On the front side of the valve body 2.32, a mounting part 64, 65 parallel to this plane and a mounting part 66 perpendicular to the front surface are screwed onto the main body of the valve body 2.32 by a bolt 70. Are there three brackets 60 as shown in FIGS. 1 and 8? Since it is directly fixed to the valve body 2.32 in the direction, the dimensional accuracy of the first position is high, and the throttle pressure setting error due to the mounting method can be minimized.Finally, the locking piece 86 of the cable 84 is The cable 84 is fitted into the recess 87 of the first cam 51 and disposed within the groove 85 of the first cam 51.The rear end of the cable 84 is connected to the throttle operation of the engine via a support member. Ru.

In the main throttle ff device, for example, when you step on the accelerator pedal, the engine throttle opens according to the pedal position, and this and 1! ! In this way, the cable 84 guided on the right side by the outer circumferential groove 85 of the first cam 51 is pulled. The 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 rotation of the Oka cam 51, 52 causes the plunger 5.35 to follow within the sleeve 7.37 via the rollers 88, 89 against which the respective cam surfaces 53, 55 abut! J pressure spring 63
6 are bent separately and a different load is applied to each.

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.
．． 46.

Throttle pressure is determined by each valve! , 31 prepressure ports) 13
．． 44, and when the output port throttle pressure decreases, the spool 4 retreats and the valve (land 11
．． 41) opens, and at the same time approaches the throttle pressure according to the throttle opening, and at the same time supplies a stable hydraulic oil.On the contrary, when the acidity of the hydraulic oil decreases, the spool 4.34
closes the front 11 valve (land 11.41) and adjusts the throttle pressure to a predetermined value.

When the accelerator pedal depression 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, let's see how this throttle device works! The explanation will be based on the hydraulic circuit diagram shown in Figure P19. In this figure, ioo is a pump, 101 is a regulator valve, 102 is a governor valve,
103 is, for example, a 3-4 seat jt, 104 is a lock-up control circuit, and 105 is a cutback valve.

In this circuit diagram, when at'A is started, pump 1
．． From OO to J "oil or line Lll to recure η
button t101, governor valve 102. Input port of 1st Nulottlenotlubu 1! 4,19a,2
0a and the human-powered boat 45 of the second throttle valve 31
supplied to Port 45 of second throttle valve 31
The main pressure of the line Ll input to the pressure regulating spring 36
The pressure is regulated and output from port 46 as throttle pressure. The throttle pressure is further regulated by being fed back to the back pressure boat 44 of the spool 34 via the back pressure port 49 and orifice on the plunger 35 side. Second throttle valve 31
Throttle pressure of is applied to regulator f- via line L2
It acts on the back pressure boat of r101, and this regulator valve 1
01, the main pressure of the line Ll is regulated to a pressure corresponding to the throttle opening.

The main pressure of the line L1 input to the port 114 of the first throttle valve 1 is regulated by the pressure regulating spring 6 and outputted from the port 15 as throttle pressure. This throttle pressure is normally equal to the throttle pressure of the second throttle loop 31 (set to tn. 170-
The throat pressure of 7 Torr 8 Lube 1 is applied to one back pressure boat of shift door 103 via line L5.

Governor if 02 outputs an output corresponding to the vehicle speed to line L3. The output of line L3 is the governor pressure at shift valve 1.
03, that is, the back pressure boat that opposes 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, which is connected to the cam 51 and the cable 84, is shallow and the throttle opening is close to zero, the port 20a of the first throttle valve 1 and the port 20
b is in communication, and the main pressure of line Ll 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 rotate by the connected cable 84, and the port 20b and port 20C of the first slow 2 torque valve l are communicated with each other. do. This communication eliminates the pressure in line L4,
A lock-up control circuit 104 directly couples 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 3
1, the plunger 35 is displaced by the rotation of the cam 52, the pressure regulating spring 36 is compressed, and the output of the port 46 increases. 0. The discharge force of the pump 100 also increases as the output of the engine increases. Since the output of the line L acts on the regulator valve 101,
The main pressure of No. 1 is a pressure proportional to the throttle opening. Furthermore, as the throttle opening increases, the vehicle speed increases, and the output of the governor valve 102 also rapidly increases.

Furthermore, when the throttle opening degree increases by depressing the accelerator pedal, the governor pressure acting on the shift valve 103 increases to the first level.
Overcoming the throttle pressure of the throttle valve 1, the shift valve 103 is switched and the gear is shifted from L to H.

The accelerator pedal is further depressed and the throttle opening is 85.
11, the cam 51 rotates in conjunction with the cable 84, the plunger 5 of the first throttle valve 1 is displaced, and the ports 19a and 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
As the amount of leakage in line L1 increases, the main pressure in line L1 decreases and is maintained at a certain level.

The operation of decreasing the accelerator opening by decreasing the accelerator opening by 1- to the depressing position of 7 is performed by the inverse of the two-legged operation.

-V Example 2 FIG. 1O is a sectional view showing another embodiment of the present invention.

The bracket) 110 is formed into a substantially U-shape by a bottom portion 111 and substantially parallel side portions 112 that are folded up from both sides of the bottom portion 111, and mounting portions 113 are bent from both side portions 112 (-5). There is.

The cam means 120 is a cylindrical cam, and the first cam 12 is disposed on the end face of the first cam 12 for displacement operation with the plunger 5 of the first throttle valve 1.
1 cam surface and the plunger 3 of the second throttle valve 31
The cam surface of the wEJ2 cam that displaces and operates 5 is formed into a body.

The cam means 120 is fixed to the bottom of the cam means 120.
The support shaft 130 supporting the bottom part 11 of the bracket 110
It is rotatably supported at 1.

Although not shown, the support shaft 130 is connected to the engine throttle and i! by an input member. ! ! It is designed to move and rotate.

EFFECTS OF THE INVENTION According to the present invention, the first and second throttle valves are arranged adjacent to each other, and the cam means is housed in a bracket and attached to the front surface of the valve body, so that the entire throttle valve device can be made compact. , Two throttle valves were arranged in the limited space of the transmission case, and a cam means was attached to each, making it possible to connect each cam to the throttle of the engine. Since they are installed in a direct relationship, there is little error in the set positional relationship between the cam means and the plunger, making it possible to accurately generate slow and torque pressures corresponding to the throttle opening at each throttle valve. became. Also, since the position of the cam when the throttle angle is zero is regulated in relation to the plunger, QTffl is required to perform an accurate sequence.

[Brief explanation of drawings]

Fig. 1 is a plan view showing an embodiment of the present invention, Fig. 2 is a sectional view taken along line H-11 in Fig. 1, Fig. 3 is a sectional view taken along -■ in Fig. 1, and Fig. 4 is a cam means. Fig. 5 is a cross-sectional view taken along line A-A in Fig. 4, and Fig. 6 is a cross-sectional view taken along line B-B in Fig. 5.
7 is a left side view of FIG. 4, FIG. 8 is a front view of FIG. 1, FIG. 9 is a hydraulic circuit diagram in which the throttle valve device of the present invention is used, and FIG. 10 is a diagram of this invention. FIG. 3 is a sectional view showing another embodiment of the invention. 1. First throttle valve, 2.32. ,,
, valve body, 5.35. ,,,Plunger. 6.36. ,,． 31 pressure spring. 31,..., second throttle valve. 50, cam means. 51.121. ,,,first cam, 52.122. ,,second cam, 53.55. ,,cam surface. 54.5B, Boss, 57... Engaging means, B 60.110. ,,, Bracket, 61.111. ,,, bottom. 62.63,112,,,,side part, 64.65,66.113,,,,mounting part. 71.130. ,,,support axis. 74,..., Holding member, 80,...)-Shin spring. 84, Cable (input member). Applicant Aisin Seiki Co., Ltd. Toyota Motor Corporation Agent Patent Attorney Asami Kato 1 ・ °゛°°°° 纂 1 THROTTLE 8 RUB. 232・・・・・・・ Valve Boy 535・・・・・・・Pranzo Yahu 3I・・・・・・・・・・・・・2 Slots 1. Toru 8'
Lube 51・・・・・・・・・・・・Collection 177A52
・・・・・・・・・・・・・・・乎2力A60・・・・・・
・・・・・・・・・−f-7汀、7ト6263・・・・
...)yA11!1564 65 66...
・M father's size Total 84・・・・・・・・・・・・・・・
・・・In-n combination P talent Figure 1 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 10 Procedure amendment band (voluntary) October 5, 1985 Commissioner of the Patent Office Michi Uga Department: 1 Display of the case Patent Application No. 137871 (filed on July 5, 1988) 2 Name of the invention Throttle valve device 3 Person making the amendment Relationship to the case Name of the patent applicant (001) Aisin Seiki Co., Ltd. Company (1 other person)
4 Agent address: 4th floor, Fuji Annex Building, 1-12-6 Nishi-Shinbashi, Minato-ku, Tokyo 105 'rli talk (03) 508-029
5 Claims column 1 Detailed description of the invention column of the specification, and Drawing 6 Contents of the amendment Contents of the amendment ① The Claims column of the specification will be amended as shown in the attached sheet. (2) The detailed description of the invention section of the specification is amended as follows. l) "Pressure regulating means" on page 2, line 2 and page 4, line 10 of the specification is corrected to "valve element." 2) Correct "plunger" to "valve element" in lines 18 and 20 of page 6. 3) On page 7, line 1, correct "interlocked with throttle" to "response to torque request signal." 4) Line 9 of the same page, lines 11-12 of page 9, line 2 of page 1O, “
Correct "plunger" to "valve element". 5) “Mesh” on page 7, line 13 and page 8, line 17 as “connection”
Correct. 6) On page 8, line 4, correct "returning force to the cam" to "returning force to the cam (i.e., rotational force that opposes the input signal)". 7) Correct "pressure regulating means" to "valve element" in lines 12-13 of page 8 and lines 6-7 of page 1O. 8) Delete page 9, line 12, "Change the pressure regulating means." 9) Correct "support" to "support" on page 8, lines 18 and 19. 10) On page 11, line 11, "plunger 5" is corrected to "plunger (valve element) 5". 11) Delete "(pressure regulating means)" in line 12 of the same page and line 2 of page 14. 12) Correct "cutback valve" in lines 16-17 and 18-19 on page 14 to "cutback valve 105". 13) Page 16, lines 8, 9, 14, and 15; 17th member, lines 19-20; page 18, lines 1-2; page 19, line 12.
Correct "meshing" to "connection". 14) Page 20, lines 9-10, “In front of 32...6
6 is the front side of 32, and the first mounting part 64.85 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. 15) Correct "meshing" to "connection" on page 21, line 8 and page 29, line 20. ■Replace Figures 2, 3, and 9 of the 0 drawings with the attached ones. The above claims include first and second throttle valves disposed adjacent to each other, and brackets attached to the front surfaces of the first and second throttle valves, which are folded up from both sides of the bottom and are substantially spaced from each other. A substantially U-shaped bracket having parallel sides and mounting portions bent from both sides, a cam means housed within the substantially U-shaped bracket, and a support shaft supported by the bracket. , is rotatably mounted on this support shaft,
A cam means having a first cam that displaces and operates the valve element of the first throttle valve, and a second cam that displaces and operates the valve element of the second throttle valve in conjunction with the first cam, and a torque request signal of one engine. an input member for responsively rotating a cam of cam means. Procedural amendment January g, 1986

Claims (1)

[Claims] first and second throttle valves disposed adjacent to each other; and a bracket attached to the front surfaces of the first and second throttle valves, the brackets being folded up from both sides of the bottom and substantially parallel to each other; A substantially U-shaped bracket having mounting portions bent from both sides, a cam means housed within the substantially U-shaped bracket, a support shaft supported by the bracket, and a cam means mounted on the support shaft. Rotatably mounted,
cam means having a first cam that displaces and operates a plunger of a first throttle valve; a second cam that displaces and operates a plunger of a second throttle valve in conjunction with the first cam; and a cam that displaces and operates a plunger of a second throttle valve; and an input member for rotating a cam of the means.