WO2020091063A1 - Electronically controlled throttle device for internal combustion engine - Google Patents
Electronically controlled throttle device for internal combustion engine Download PDFInfo
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- WO2020091063A1 WO2020091063A1 PCT/JP2019/043107 JP2019043107W WO2020091063A1 WO 2020091063 A1 WO2020091063 A1 WO 2020091063A1 JP 2019043107 W JP2019043107 W JP 2019043107W WO 2020091063 A1 WO2020091063 A1 WO 2020091063A1
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- Prior art keywords
- throttle
- spring
- return spring
- joint lever
- gear
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
- F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
- F02D2009/0201—Arrangements; Control features; Details thereof
- F02D2009/0269—Throttle closing springs; Acting of throttle closing springs on the throttle shaft
Definitions
- the present invention relates to a throttle device for an internal combustion engine (engine), and more particularly to an electronically controlled throttle device that drives a throttle valve (throttle valve) by an electric actuator such as a motor.
- an electronically controlled throttle device that controls a throttle valve of an internal combustion engine by an electric actuator such as a motor is known.
- an electronically controlled throttle device of this type basically opens a throttle valve provided with a return spring by driving an electric actuator based on a control signal from an ECU based on an opening signal from a throttle sensor. In this way, the intake air to the engine is controlled.
- the throttle valve will be returned to the fully closed position by the action force of the return spring, and the vehicle will be unable to travel after sudden deceleration. .. If the throttle valve is left in a fully closed state for a long time when the engine is stopped, combustion products (tar or carbon) in the intake pipe adhere between the throttle valve and the inner wall of the intake pipe to bond them, and In the situation where the valve cannot be opened with the starting torque, the electronic control throttle device that controls the throttle valve with the electric actuator has a serious problem of security (limp home) when the actuator fails.
- Patent Document 1 Japanese Patent Laid-Open No. 2003-370002
- Patent Document 1 when the electric actuator malfunctions and the throttle valve is fully closed by the action of the return spring, the throttle valve
- Patent Document 2 Japanese Patent Laid-Open No. 2003-370002
- these safety stoppers slowly return to the fully open position so as to suppress the force of the return spring by the motor drive control.
- various sensors and electronic devices are required, complicated control is required, and an extra motor driving power source is consumed.
- Patent Document 2 JP-A-2002-256894 (Patent Document 2) and the like, in an electronically controlled throttle for controlling an intake air amount for an internal combustion engine, a return spring returning the throttle to a throttle portion and self-propelled operation from the throttle fully closed 2.
- an electronically controlled throttle device including two kinds of springs, which are default springs that return to a possible opening degree (default opening degree).
- the conventional electronically controlled throttle device using the default spring has a problem that the return spring resonates when the throttle valve is closed to cause abrasion between adjacent lines and wear of the guides, resulting in damage. ..
- a pressure-resistant (high-strength) seal member in the portion supported by the throttle body in order to ensure the sealing performance of the throttle shaft.
- a large frictional force is exerted when opening and closing as compared with the case where no seal member is used or the current normal strength seal member, and the life of the motor is shortened in the opening direction as the valve opening / closing hysteresis increases.
- the present invention is for transmitting a driving force in an opening direction of the throttle valve from an electric actuator arranged on the throttle body to a base end portion of a throttle shaft having a throttle valve axially supported on the conventional throttle body.
- a throttle lever is fixed, and a joint lever, which is locked to the throttle body at the time of default between the throttle gear of the throttle shaft and the throttle body, is allowed to rotate within a predetermined range with respect to the axial direction.
- the return spring is arranged on the outer periphery of the joint lever spring, and the load in the thrust direction of the joint lever spring is the above-mentioned. It is characterized in that it is set to be larger than the load in the thrust direction of the return spring.
- the return spring having a low spring constant can be set, it is possible to prevent the torque applied to the throttle shaft from increasing.
- the joint lever spring since the load in the thrust direction of the joint lever spring is set to be larger than the load in the thrust direction of the return spring, the joint lever is formed on the throttle body by the repulsive force of the joint lever spring. Since the thrust position is regulated by being pressed against the bearing of, the resonance that occurs when the return spring operates (returns) is suppressed.
- the return spring is set so as to be closely wound when assembled, or closely wound according to the rotation operation of the throttle, and the joint lever is moved together with the operation to cause resonance that occurs when the return spring is returned. It can be absorbed and reliably suppressed.
- the present invention it is possible to optimize the spring constant of the return spring according to the friction of the seal member, reduce the resistance in the opening direction of the throttle valve, increase the life of the motor, and close the throttle valve. It is possible to reliably return in the direction, prevent a return failure, and further suppress resonance of the return spring that occurs at the time of closing.
- FIG. 2 is a vertical sectional view of the embodiment shown in FIG. 1.
- 2 is a cross-sectional view of the embodiment shown in FIG.
- FIG. 2 is a front view of a default position and a valve fully open position in the embodiment shown in FIG. 1, and an explanatory view showing states of a return spring, a joint lever and a joint spring at the respective positions.
- FIG. 3 is a relational diagram of valve opening and throttle shaft torque for the embodiment shown in FIG. 1.
- FIG. 6 is a diagram showing the relationship between the valve opening and the torque of the throttle shaft in the conventional example.
- a throttle body 1 cast from a light alloy such as aluminum has a cylindrical shape and is connected to an intake pipe (not shown) of an internal combustion engine (engine).
- a throttle shaft 3 is formed by penetrating an intake passage 11 to be connected therewith, and a circular throttle valve 2 which is inscribed in the intake passage 11 to open and close intake air is fixed by set screws 31 and 31. Is orthogonally attached to the central axis line C.
- the throttle shaft 3 has a tip end portion 32 supported by a shaft hole 12 formed in a wall surface of the intake passage 11 via a bearing 13, and a base end portion 33 of the throttle shaft 3 is a bearing portion of the intake passage 11.
- 13 is rotatably supported by a cylinder-shaped seal member 4 and a bearing 5, which is a bearing, arranged on the side opposite to 13 (for example, on the front side), and is supported in the intake passage 11 in an airtight state and smoothly rotatably.
- an electric actuator 6 which is a motor is housed with a rotary shaft 61 exposed in a housing recess 15 formed in the front surface.
- the base end portion 33 of the throttle shaft 3 exposed in the front concave portion 15 of the throttle body 1 has a circular arc meshing with a rotary gear 63 fixed to a rotary shaft 61 of the electric actuator 6 via a reduction gear 62.
- a throttle gear 7 having a plate-shaped gear portion 71 is fixed, and a joint lever 8 having a thin outer cylindrical shape is fitted between the bearing 5 and the throttle gear 7 so as to be movable in the axial direction. There is.
- the joint lever 8 is locked to a locking projection 16 formed in the housing recess 15 of the throttle body 1 when the opening of the throttle valve 2 is in the default position, and further rotation in the closing direction is restricted.
- a locking projection 81 is formed.
- a return spring 9 is connected between the front recess 15 of the throttle body 1 and the joint lever 8
- a joint lever spring 10 is connected between the joint lever 8 and the throttle gear 7.
- the joint lever spring 10 is embedded and arranged in the recess 72 formed on the throttle body 1 side of the throttle gear 7.
- the load in the thrust direction of the joint lever spring 10 is set to be larger than the load in the thrust direction of the return spring 9 due to the difference in spring constant. It is set so as to be wound (or a minute clearance) or closely wound (or a minute clearance) in accordance with the rotating operation of the throttle shaft 3, and the joint lever 8 is set to be movable by the rotating operation.
- the locking projection 81 of the joint lever 8 is locked to the locking projection 16 of the throttle body 1 to open the throttle valve 2.
- the return spring 9 is in a close contact state or in a minute clearance state.
- the joint lever spring 10 is in a length state in which it exerts an urging force at the time of initial setting, and the joint lever 8 is pressed toward the bearing 5 side by the load in the thrust direction set to be larger than that of the return spring 9.
- the return spring 9 installed between the throttle body 1 and the joint lever 8 increases the number of windings as the joint lever 8 rotates, and the contact height increases to increase the biasing force in the reverse direction. Exert.
- the load of the return spring 9 in the thrust direction increases and the biasing force is exerted so as to rotate the throttle shaft 3 in the direction of closing the throttle valve 2.
- the return spring 9 causes the joint lever 8 to jointly move.
- the lever spring 10 moves away from the bearing 5 in the proximal direction of the throttle shaft 3.
- the throttle valve 2 is transmitted to the electric actuator 6 so as to return the throttle valve 2 to the default position based on the traveling stop operation by the driver, the driving force from the electric actuator 6 is cut off and the return spring 9 is released.
- the throttle shaft 2 is rotated in the direction in which the throttle valve 2 closes to the default position by the return force when returning from the extended state to the original tightly wound state, in the present embodiment, the return spring 9 has an appropriate low load. Since the joint lever 8 closely contacts the return spring 9 by the load force of the joint lever spring 10 in the thrust direction, damage due to resonance of the return spring 9 can be prevented.
- the joint lever spring 10 is housed in the recess 72 formed in the throttle gear 7, and the axial length of the return spring 9 around the outer periphery of the throttle gear 7 is shortened. It is also possible to use the return spring 9 having a lower spring constant.
- the return spring 9 having a low spring constant is used, as shown in FIG. 5, when the seal member 4 having a high pressure resistance is used as compared with the conventional example shown in FIG. Also, the torque in the opening direction of the seal member 4 does not increase and the torque in the closing direction does not decrease, that is, the electric current of the electric actuator 6 increases due to the torque of the throttle shaft 3 in the opening direction of the throttle valve 2.
- the seal member 4 can be optimized and set so as to meet the conditions such that the life of the throttle valve is shortened, the speed of the throttle valve 2 in the closing direction (return direction) is not delayed, and the return failure does not occur.
Abstract
The purpose of the present invention is to prevent, by enabling the use of a return spring having a spring constant adapted to the seal performance of a seal member used, an increase in the reduction of the life of a motor even when a high pressure-resistant seal is used, and to prevent damage by reducing friction due to resonance of the return spring. The return spring 9 is disposed externally around a joint lever spring 10, and the load of the joint lever spring 10 in a thrust direction is set greater than the load of the return spring 9 in the thrust direction.
Description
本発明は内燃機関（エンジン）のスロットル装置、特にモーターなどの電動アクチュエーターによってスロットル弁（絞り弁）を駆動する電子制御スロットル装置に関するものである。
The present invention relates to a throttle device for an internal combustion engine (engine), and more particularly to an electronically controlled throttle device that drives a throttle valve (throttle valve) by an electric actuator such as a motor.
従来、例えばモーターなどの電動アクチュエーターにより内燃機関のスロットル弁を制御する電子制御スロットル装置が知られている。
Conventionally, an electronically controlled throttle device that controls a throttle valve of an internal combustion engine by an electric actuator such as a motor is known.
ところで、この種の電子制御スロットル装置は、基本的にリターンスプリングが備えられたスロットル弁をスロットルセンサからの開度信号を基にＥＣＵからの制御信号に基づいて電動アクチュエーターを駆動して開弁することによりエンジンへの吸気を制御するものである。
By the way, an electronically controlled throttle device of this type basically opens a throttle valve provided with a return spring by driving an electric actuator based on a control signal from an ECU based on an opening signal from a throttle sensor. In this way, the intake air to the engine is controlled.
従って、走行中に電動アクチュエーターへの電力供給が不作偽に遮断されるとスロットル弁はリターンスプリングの作用力で全閉位置に戻されてしまい、急激な減速後、走行不能に陥いることになる。エンジン停止時にスロットル弁が全閉状態のまま長期間放置されると吸気管内の燃焼生成物（タールやカーボン）が絞り弁と吸気管内壁との間に付着して両者が接着され、電動アクチュエーターの起動トルクでは開弁できなくなってしまう、という事態となり、電動アクチュエーターでスロットル弁を制御する電子制御スロットル装置では、このアクチュエーターが故障した時の安全保障（リンプホーム）が重大な課題であった。
Therefore, if the electric power supply to the electric actuator is improperly cut off during traveling, the throttle valve will be returned to the fully closed position by the action force of the return spring, and the vehicle will be unable to travel after sudden deceleration. .. If the throttle valve is left in a fully closed state for a long time when the engine is stopped, combustion products (tar or carbon) in the intake pipe adhere between the throttle valve and the inner wall of the intake pipe to bond them, and In the situation where the valve cannot be opened with the starting torque, the electronic control throttle device that controls the throttle valve with the electric actuator has a serious problem of security (limp home) when the actuator fails.
この問題を解決するために、例えば特開２００３－３７０００２号公報（特許文献１）などに電動アクチュエーターが故障してスロットル弁がリターンスプリングの作用力で全閉方向に回動された時、スロットル弁が全閉になるのを阻止する保障ストッパを設けたものが提示されているが、これらの保障ストッパは、モーター駆動制御によりリターンスプリングの力を抑制するようにゆっくりと全開位置に戻すものであり、各種のセンサや電子機器が必要であるとともに複雑な制御が必要で且つモーター駆動電源が余分に消費されるとの問題があった。
In order to solve this problem, for example, in Japanese Patent Laid-Open No. 2003-370002 (Patent Document 1), when the electric actuator malfunctions and the throttle valve is fully closed by the action of the return spring, the throttle valve Although it is proposed to provide a safety stopper that prevents the fully closed position, these safety stoppers slowly return to the fully open position so as to suppress the force of the return spring by the motor drive control. However, there is a problem that various sensors and electronic devices are required, complicated control is required, and an extra motor driving power source is consumed.
この点について、例えば特開２００２－２５６８９４号公報（特許文献２）などに、内燃機関用の吸入空気量を制御する電子制御スロットルにおいて、スロットル部にスロットルを戻すリターンスプリングとスロットル全閉から自走可能な開度（デフォルト開度）に戻すデフォルトスプリングの２種のスプリングを備えた電子制御スロットル装置が知られている。
Regarding this point, for example, in JP-A-2002-256894 (Patent Document 2) and the like, in an electronically controlled throttle for controlling an intake air amount for an internal combustion engine, a return spring returning the throttle to a throttle portion and self-propelled operation from the throttle fully closed 2. Description of the Related Art There is known an electronically controlled throttle device including two kinds of springs, which are default springs that return to a possible opening degree (default opening degree).
ところが、前記従来のデフォルトスプリングを使用する電子制御スロットル装置においては、スロットル弁の閉成時にリターンスプリングによる共振により、隣接する線同士の摩耗やガイドの摩耗が発生し、損傷するという問題があった。
However, the conventional electronically controlled throttle device using the default spring has a problem that the return spring resonates when the throttle valve is closed to cause abrasion between adjacent lines and wear of the guides, resulting in damage. ..
そのため、リターンスプリングにおけるガイドのクリアランスを可能な限り狭くして振幅を抑制する手段や線間クリアランスを多くとり、スラスト荷重を高く設定したばね定数の高い圧縮スプリングにより共振点の重なりをなくす手段などが講じられているが、前記従来のリターンスプリングによる共振の防止手段は設計や組み立てが困難であるか高価なスプリングが必要であるという課題があった。
Therefore, there are means to suppress the amplitude by making the guide clearance in the return spring as narrow as possible, to increase the clearance between lines, and to eliminate the overlap of resonance points by using a compression spring with a high thrust load and a high spring constant. Although it has been taken, there is a problem that the above-mentioned conventional means for preventing resonance by the return spring is difficult to design and assemble or requires an expensive spring.
一方、例えば高加給エンジンなどではスロットルボディに支持される部分にスロットルシャフトのシール性を担保するために耐圧（高強度）シール部材を用いることが要求されるが、その場合には図６に示すように、シール部材を用いない場合や現行の通常強度のシール部材の場合に比べて開閉時に大きな摩擦力が働くことになり、バルブ開閉ヒステリシス増加に伴い開方向ではモーターの寿命の低下が生じ、閉方向では戻り速度の遅延が生じるという問題があり、一方、シール部材の摩擦力が低下すると高加給エンジンではシール性の悪化により耐久性が劣るという問題があり、特に、前記リターンスプリングとしてばね定数の高いものを使用するとスロットルシャフトは更に大きなトルクを必要とするので耐久性が更に低下することになる。
On the other hand, in a high-charge engine, for example, it is required to use a pressure-resistant (high-strength) seal member in the portion supported by the throttle body in order to ensure the sealing performance of the throttle shaft. In that case, as shown in FIG. As described above, a large frictional force is exerted when opening and closing as compared with the case where no seal member is used or the current normal strength seal member, and the life of the motor is shortened in the opening direction as the valve opening / closing hysteresis increases. There is a problem that the return speed is delayed in the closing direction, and on the other hand, when the frictional force of the seal member decreases, there is a problem that the durability of the high-charge engine deteriorates due to the deterioration of the sealing property. If you use a high value, the throttle shaft needs more torque, so durability will decrease further. That.
本発明は、前記従来のスロットルボディに軸支されているスロットルバルブを有するスロットルシャフトの基端部に前記スロットルボディに配置した電動アクチュエーターからの前記スロットルバルブを開く方向に駆動力を伝達するためのスロットルギアを固定するとともに前記スロットルシャフトの前記スロットルギアと前記スロットルボディとの間にデフォルト時に前記スロットルボディに係止して回転を規制されるジョイントレバーを軸線方向に対して所定範囲で回転可能に且つ軸線方向に移動可能に配置し、前記スロットルギアと前記スロットルボディとの間に前記電動アクチュエーターからの駆動力を切断した際に前記スロットルバルブをデフォルト位置に戻すためのリターンスプリングを連結するとともに前記ジョイントレバーと前記スロットルギアとの間にジョイントレバースプリングを連結した内燃機関の電子制御スロットル装置において、使用するシール部材のシール性能に適したばね定数のリターンスプリングを用いることを可能として高耐圧シールを用いた場合にもモーターの寿命の低下を増大することを防止するとともにリターンスプリングの共振による摩耗を低減することにより損傷を防止することを課題とする。
The present invention is for transmitting a driving force in an opening direction of the throttle valve from an electric actuator arranged on the throttle body to a base end portion of a throttle shaft having a throttle valve axially supported on the conventional throttle body. A throttle lever is fixed, and a joint lever, which is locked to the throttle body at the time of default between the throttle gear of the throttle shaft and the throttle body, is allowed to rotate within a predetermined range with respect to the axial direction. And arranged so as to be movable in the axial direction, connecting a return spring for returning the throttle valve to a default position when the driving force from the electric actuator is cut off between the throttle gear and the throttle body, and Joint lever In the electronically controlled throttle device for an internal combustion engine in which a joint lever spring is connected between the throttle gear and the throttle gear, it is possible to use a return spring having a spring constant suitable for the sealing performance of the seal member to be used, and a high withstand pressure seal is used. It is another object of the present invention to prevent an increase in the life of the motor from increasing and to prevent damage by reducing the wear of the return spring due to resonance.
前記課題を解決するためになされた本発明である内燃機関の電子制御スロットル装置は、前記リターンスプリングが前記ジョイントレバースプリングの外周に配置されており、且つ前記ジョイントレバースプリングのスラスト方向の荷重が前記リターンスプリングのスラスト方向の荷重よりも大きく設定されていること特徴とする。
In the electronic control throttle device for an internal combustion engine according to the present invention made to solve the above-mentioned problems, the return spring is arranged on the outer periphery of the joint lever spring, and the load in the thrust direction of the joint lever spring is the above-mentioned. It is characterized in that it is set to be larger than the load in the thrust direction of the return spring.
本発明によると、ばね定数の低いリターンスプリングを設定することができるのでスロットルシャフトに掛かるトルクの上昇を防止することができる。
According to the present invention, since the return spring having a low spring constant can be set, it is possible to prevent the torque applied to the throttle shaft from increasing.
また、前記ジョイントレバースプリングのスラスト方向の荷重が前記リターンスプリングのスラスト方向の荷重よりも大きく設定されていることにより前記ジョイントレバーが前記ジョイントレバースプリングの反発力により前記スロットルボディに形成されるスロットルシャフトの軸受に押しつけられてスラスト位置を規制されていることによりリターンスプリングの作動時（戻し時）に生じる共振を抑制する。
Further, since the load in the thrust direction of the joint lever spring is set to be larger than the load in the thrust direction of the return spring, the joint lever is formed on the throttle body by the repulsive force of the joint lever spring. Since the thrust position is regulated by being pressed against the bearing of, the resonance that occurs when the return spring operates (returns) is suppressed.
特に、本発明において、前記リターンスプリングは、組み付け時に密着巻きまたはスロットルの回転動作に従って密着巻きになるように設定され、作動とともに前記ジョイントレバーが可動することにより、リターンスプリングの戻り作動時に生じる共振を吸収して確実に抑制することができる。
In particular, in the present invention, the return spring is set so as to be closely wound when assembled, or closely wound according to the rotation operation of the throttle, and the joint lever is moved together with the operation to cause resonance that occurs when the return spring is returned. It can be absorbed and reliably suppressed.
本発明によると、リターンスプリングのばね定数をシール部材の摩擦に合わせて最適な設計とすることを可能とし、スロットル弁の開方向への抵抗を減らしてモーターの寿命を増大するとともにスロットル弁の閉方向への戻りを確実として戻り不良を防止し、更に、閉成時において生じるリターンスプリングの共振を抑制することができる。
According to the present invention, it is possible to optimize the spring constant of the return spring according to the friction of the seal member, reduce the resistance in the opening direction of the throttle valve, increase the life of the motor, and close the throttle valve. It is possible to reliably return in the direction, prevent a return failure, and further suppress resonance of the return spring that occurs at the time of closing.
図１乃至図３は本発明の好ましい実施の形態を示すものであり、アルミニウムなどの軽合金により鋳造されたスロットルボディ１には円筒形で内燃機関（エンジン）の吸気管（図示せず）へ接続される吸気通路１１が貫通して形成されているとともに前記吸気通路１１に内接して吸気を開閉する円形のスロットル弁２を止めねじ３１，３１により固着されているスロットルシャフト３が吸気通路１１の中心軸線Ｃに直交して軸着されている。
1 to 3 show a preferred embodiment of the present invention, in which a throttle body 1 cast from a light alloy such as aluminum has a cylindrical shape and is connected to an intake pipe (not shown) of an internal combustion engine (engine). A throttle shaft 3 is formed by penetrating an intake passage 11 to be connected therewith, and a circular throttle valve 2 which is inscribed in the intake passage 11 to open and close intake air is fixed by set screws 31 and 31. Is orthogonally attached to the central axis line C.
更に詳細に説明すると、前記スロットルシャフト３は先端部３２が前記吸気通路１１の壁面に形成した軸孔１２に軸受１３を介して支持されているとともに基端部３３が、前記吸気通路１１の軸受１３に対向する側（例えば前面側）に配置された円柱形のシール部材４およびベアリングである軸受５を介して軸支されて前記吸気通路１１に気密状態で且つ円滑に回転可能に支持されている。
More specifically, the throttle shaft 3 has a tip end portion 32 supported by a shaft hole 12 formed in a wall surface of the intake passage 11 via a bearing 13, and a base end portion 33 of the throttle shaft 3 is a bearing portion of the intake passage 11. 13 is rotatably supported by a cylinder-shaped seal member 4 and a bearing 5, which is a bearing, arranged on the side opposite to 13 (for example, on the front side), and is supported in the intake passage 11 in an airtight state and smoothly rotatably. There is.
また、前記スロットルボディ１の前記吸気通路１１の下方に形成したケース１４にはモーターである電動アクチュエーター６が前面に形成した収納凹部１５に回転軸６１を露出させた状態で収納されている。
Further, in the case 14 formed below the intake passage 11 of the throttle body 1, an electric actuator 6 which is a motor is housed with a rotary shaft 61 exposed in a housing recess 15 formed in the front surface.
更に、前記スロットルシャフト３のスロットルボディ１の前面凹部１５に露出している基端部３３には、減速ギア６２を介して前記電動アクチュエーター６の回転軸６１に固着した回転ギア６３に噛合する円弧板状のギア部７１を有するスロットルギア７が固着されているとともに前記軸受５とスロットルギア７との間に外形が薄型の円筒形を呈するジョイントレバー８が軸線方向に移動可能に嵌挿されている。
Further, the base end portion 33 of the throttle shaft 3 exposed in the front concave portion 15 of the throttle body 1 has a circular arc meshing with a rotary gear 63 fixed to a rotary shaft 61 of the electric actuator 6 via a reduction gear 62. A throttle gear 7 having a plate-shaped gear portion 71 is fixed, and a joint lever 8 having a thin outer cylindrical shape is fitted between the bearing 5 and the throttle gear 7 so as to be movable in the axial direction. There is.
尚、前記ジョイントレバー８はスロットル弁２の開度がデフォルト位置において前記スロットルボディ１の収納凹部１５内に形成された係止突起１６に係止してそれ以上の閉方向の回転が規制される係止突片８１が形成されている。
The joint lever 8 is locked to a locking projection 16 formed in the housing recess 15 of the throttle body 1 when the opening of the throttle valve 2 is in the default position, and further rotation in the closing direction is restricted. A locking projection 81 is formed.
加えて、前記スロットルシャフト３の基端部３３のスロットルギア７の外周囲には、前記スロットルボディ１の前面凹部１５と前記ジョイントレバー８との間にリターンスプリング９が連結されているとともに、前記ジョイントレバー８とスロットルギア７との間にジョイントレバースプリング１０が連結されている。
In addition, on the outer periphery of the throttle gear 7 at the base end portion 33 of the throttle shaft 3, a return spring 9 is connected between the front recess 15 of the throttle body 1 and the joint lever 8, and A joint lever spring 10 is connected between the joint lever 8 and the throttle gear 7.
特に、本実施の形態では前記ジョイントレバースプリング１０は前記スロットルギア７のスロットルボディ１側に形成された凹部７２に埋没、配置されている。
Particularly, in the present embodiment, the joint lever spring 10 is embedded and arranged in the recess 72 formed on the throttle body 1 side of the throttle gear 7.
また、本実施の形態では、ばね定数の違いによりジョイントレバースプリング１０のスラスト方向の荷重がリターンスプリング９のスラスト方向の荷重よりも大きく設定されており、更に、前記リターンスプリング９は、組み付け時に密着巻き（或いは微少のクリアランス）またはスロットルシャフト３の回転動作に従って密着巻き（或いは微少のクリアランス）になるように設定され、前記回転動作によりジョイントレバー８が可動するように設定されている。
In addition, in the present embodiment, the load in the thrust direction of the joint lever spring 10 is set to be larger than the load in the thrust direction of the return spring 9 due to the difference in spring constant. It is set so as to be wound (or a minute clearance) or closely wound (or a minute clearance) in accordance with the rotating operation of the throttle shaft 3, and the joint lever 8 is set to be movable by the rotating operation.
以上の構成を有する本実施の形態は、図３および図４に示すように、前記ジョイントレバー８の係止突片８１がスロットルボディ１の係止突起１６に係止してスロットル弁２の開度が例えばアイドリング時のようなデフォルト位置ではリターンスプリング９は密着或いは微少クリアランス状態にある。また、ジョイントレバースプリング１０は初期セット時の付勢力を発揮する長さ状態にあり、そのリターンスプリング９よりも大きく設定されているスラスト方向の荷重よりジョイントレバー８は軸受５側に押圧された状態に位置する。
In the present embodiment having the above configuration, as shown in FIGS. 3 and 4, the locking projection 81 of the joint lever 8 is locked to the locking projection 16 of the throttle body 1 to open the throttle valve 2. At a default position, for example, when the engine is idling, the return spring 9 is in a close contact state or in a minute clearance state. Further, the joint lever spring 10 is in a length state in which it exerts an urging force at the time of initial setting, and the joint lever 8 is pressed toward the bearing 5 side by the load in the thrust direction set to be larger than that of the return spring 9. Located in.
そして、前記デフォルト位置から運転者による操作に基づくスロットル弁２の開方向へのスロットル信号が発せられると、前記電動アクチュエーター６が駆動して回転軸６１からの駆動力が減速ギア６２を介してスロットルギア７に伝動されてスロットルシャフト３がスロットル弁２を全開する方向に回転する。
Then, when a throttle signal in the opening direction of the throttle valve 2 is issued from the default position based on an operation by the driver, the electric actuator 6 is driven and the driving force from the rotary shaft 61 is throttled through the reduction gear 62. Driven by the gear 7, the throttle shaft 3 rotates in a direction to fully open the throttle valve 2.
このとき、前記スロットルボディ１とジョイントレバー８との間に設置されているリターンスプリング９は、ジョイントレバー８の回転に伴って巻き数を増加するとともに密着高さが増加して反転方向の付勢力を発揮する。
At this time, the return spring 9 installed between the throttle body 1 and the joint lever 8 increases the number of windings as the joint lever 8 rotates, and the contact height increases to increase the biasing force in the reverse direction. Exert.
そのため、リターンスプリング９のスラスト方向の荷重が増加するとともにスロットル弁２を閉じる方向にスロットルシャフト３を回転させるように付勢力を発揮させることになり、そのリターンスプリング９によって、前記ジョイントレバー８はジョイントレバースプリング１０のスラスト方向の荷重に抗して縮設することで前記軸受５から離れてスロットルシャフト３の基端方向に移動する。
Therefore, the load of the return spring 9 in the thrust direction increases and the biasing force is exerted so as to rotate the throttle shaft 3 in the direction of closing the throttle valve 2. The return spring 9 causes the joint lever 8 to jointly move. By contracting against the load of the lever spring 10 in the thrust direction, the lever spring 10 moves away from the bearing 5 in the proximal direction of the throttle shaft 3.
そして、再び運転者による走行停止操作などに基づいてスロットル弁２を前記デフォルト位置へ戻すように前記電動アクチュエーター６に送信されると、前記電動アクチュエーター６からの駆動力が切断されてリターンスプリング９が延長した状態から元の密着巻の状態に復帰する際の戻り力により前記スロットル弁２がデフォルト位置に閉じる方向にスロットルシャフト３を回転させるが、本実施の形態ではリターンスプリング９は適切な低荷重で前記ジョイントレバースプリング１０のスラスト方向の荷重力により前記ジョイントレバー８が元のように前記リターンスプリング９を密着させることからリターンスプリング９の共振による損傷を防止することができる。
Then, when the throttle valve 2 is transmitted to the electric actuator 6 so as to return the throttle valve 2 to the default position based on the traveling stop operation by the driver, the driving force from the electric actuator 6 is cut off and the return spring 9 is released. Although the throttle shaft 2 is rotated in the direction in which the throttle valve 2 closes to the default position by the return force when returning from the extended state to the original tightly wound state, in the present embodiment, the return spring 9 has an appropriate low load. Since the joint lever 8 closely contacts the return spring 9 by the load force of the joint lever spring 10 in the thrust direction, damage due to resonance of the return spring 9 can be prevented.
また、本実施の形態では、ジョイントレバースプリング１０をスロットルギア７に形成した凹部７２に収容するとともにそのスロットルギア７の外周囲にリターンスプリング９の軸線方向の長さが短縮されたことから小型化を図ることが可能で且つ、リターンスプリング９としてよりばね定数の低いものを使用することも可能である。
Further, in the present embodiment, the joint lever spring 10 is housed in the recess 72 formed in the throttle gear 7, and the axial length of the return spring 9 around the outer periphery of the throttle gear 7 is shortened. It is also possible to use the return spring 9 having a lower spring constant.
そして、本実施の形態はリターンスプリング９としてばね定数の低いものを用いているので図５に示すように前記図６の従来例に比べてシール部材４として耐圧性の高いものを用いた場合にも、シール部材４を開方向のトルクの上昇ならびに閉方向のトルクの低下が生じない、即ち、スロットル弁２の開方向へのスロットルシャフト３のトルクに伴う電動アクチュエーター６の電流増加による電動アクチュエーター６の寿命の低下、スロットル弁２の閉方向（戻り方向）への速度の遅延や戻り不良を生じないような条件に合致するようにシール部材４を最適化して設定することができる。
In this embodiment, since the return spring 9 having a low spring constant is used, as shown in FIG. 5, when the seal member 4 having a high pressure resistance is used as compared with the conventional example shown in FIG. Also, the torque in the opening direction of the seal member 4 does not increase and the torque in the closing direction does not decrease, that is, the electric current of the electric actuator 6 increases due to the torque of the throttle shaft 3 in the opening direction of the throttle valve 2. The seal member 4 can be optimized and set so as to meet the conditions such that the life of the throttle valve is shortened, the speed of the throttle valve 2 in the closing direction (return direction) is not delayed, and the return failure does not occur.
１ スロットルボディ、２ スロットル弁、３ スロットルシャフト、４ シール部材、５ 軸受、６ 電動アクチュエーター、７ スロットルギア、８ ジョイントレバー、９ リターンスプリング、１０ ジョイントレバースプリング、１１ 吸気通路、１２ 軸孔、１３ 軸受、１４ ケース、１５ 収納凹部、１６ 係止突起、３１ 止めねじ、３２ 先端部、３３ 基端部、６１ 回転軸、６２ 減速ギア、６３ 回転ギア、７１ ギア部、７２ 凹部、８１ 係止突片、Ｃ 吸気通路の中心軸線
1 throttle body, 2 throttle valve, 3 throttle shaft, 4 seal member, 5 bearing, 6 electric actuator, 7 throttle gear, 8 joint lever, 9 return spring, 10 joint lever spring, 11 intake passage, 12 shaft hole, 13 bearing , 14 case, 15 storage recess, 16 locking protrusion, 31 set screw, 32 tip, 33 base end, 61 rotating shaft, 62 reduction gear, 63 rotating gear, 71 gear, 72 recess, 81 locking protrusion , C Central axis of intake passage
Claims (2)
- スロットルボディに軸支されているスロットルバルブを有するスロットルシャフトの基端部に前記スロットルボディに配置した電動アクチュエーターからの前記スロットルバルブを開く方向に駆動力を伝達するためのスロットルギアを固定するとともに前記スロットルシャフトの前記スロットルギアとスロットルボディとの間にデフォルト時に前記スロットルボディに係止して回転を規制されるジョイントレバーを軸線方向に対して所定範囲で回転可能に且つ軸線方向に移動可能に配置し、前記スロットルギアと前記スロットルボディとの間に前記電動アクチュエーターからの駆動力を切断した際に前記スロットルバルブをデフォルト位置に戻すためのリターンスプリングを連結するとともに前記ジョイントレバーと前記スロットルギアとの間にジョイントレバースプリングを連結した内燃機関の電子制御スロットル装置において、前記リターンスプリングが前記ジョイントレバースプリングの外周に配置されており、且つ前記ジョイントレバースプリングのスラスト方向の荷重が前記リターンスプリングのスラスト方向の荷重よりも大きく設定されていることを特徴とする内燃機関の電子制御スロットル装置。 A throttle gear for transmitting a driving force in a direction to open the throttle valve from an electric actuator arranged on the throttle body is fixed to a base end portion of a throttle shaft having a throttle valve pivotally supported on the throttle body, and Between the throttle gear of the throttle shaft and the throttle body, the joint lever that is locked to the throttle body at the time of default and is restricted in rotation is rotatable in a predetermined range with respect to the axial direction and movable in the axial direction. And a return spring for returning the throttle valve to the default position when the driving force from the electric actuator is cut off between the throttle gear and the throttle body and the joint lever and the throttle gear. In an electronic control throttle device for an internal combustion engine in which a joint lever spring is connected between the return lever and the joint lever spring, the return spring is arranged on the outer circumference of the joint lever spring, and the thrust load of the joint lever spring is in the thrust direction of the return spring. An electronically controlled throttle device for an internal combustion engine, wherein the load is set to be larger than the load.
- 前記リターンスプリングは、組み付け時に密着巻きまたはスロットルの回転動作に従って密着巻きになるように設定され、作動とともにジョイントレバーが可動することを特徴とする請求項１記載の内燃機関の電子制御スロットル装置。 The electronically controlled throttle device for an internal combustion engine according to claim 1, wherein the return spring is set so as to be tightly wound or closely wound in accordance with a rotation operation of the throttle when assembled, and the joint lever is movable upon operation.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018207489A JP7260894B2 (en) | 2018-11-02 | 2018-11-02 | Electronic control throttle device for internal combustion engine |
| JP2018-207489 | 2018-11-02 |
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| WO2020091063A1 true WO2020091063A1 (en) | 2020-05-07 |
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| PCT/JP2019/043107 WO2020091063A1 (en) | 2018-11-02 | 2019-11-01 | Electronically controlled throttle device for internal combustion engine |
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|---|---|
| JP (1) | JP7260894B2 (en) |
| CN (1) | CN111140378B (en) |
| WO (1) | WO2020091063A1 (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03271528A (en) * | 1990-03-22 | 1991-12-03 | Aisan Ind Co Ltd | Throttle valve control device |
| US20160265447A1 (en) * | 2013-06-03 | 2016-09-15 | Hyundai Kefico Corporation | Valve assembly |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3271528B2 (en) | 1996-10-04 | 2002-04-02 | 日本鋼管株式会社 | Slag aggregate production equipment |
| JP2007218166A (en) * | 2006-02-16 | 2007-08-30 | Hitachi Ltd | Multiple electronic control throttle device |
| JP4255961B2 (en) * | 2006-06-20 | 2009-04-22 | 愛三工業株式会社 | Throttle control device |
| JP4490402B2 (en) * | 2006-08-28 | 2010-06-23 | 日立オートモティブシステムズ株式会社 | Throttle device for internal combustion engine |
| CN201474782U (en) * | 2009-09-01 | 2010-05-19 | 常州士林电机有限公司 | Electronic throttle valve structure |
-
2018
- 2018-11-02 JP JP2018207489A patent/JP7260894B2/en active Active
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- 2019-10-11 CN CN201910964093.2A patent/CN111140378B/en active Active
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Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03271528A (en) * | 1990-03-22 | 1991-12-03 | Aisan Ind Co Ltd | Throttle valve control device |
| US20160265447A1 (en) * | 2013-06-03 | 2016-09-15 | Hyundai Kefico Corporation | Valve assembly |
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| JP2020070791A (en) | 2020-05-07 |
| CN111140378A (en) | 2020-05-12 |
| CN111140378B (en) | 2024-01-02 |
| JP7260894B2 (en) | 2023-04-19 |
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