JPS5836182B2 - Throttle closer - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a throttle closer used as an accessory to an automobile engine equipped with a semi-automatic transmission or an automatic transmission equipped with an automatically controlled clutch device.

As is well known, when the above-mentioned transmission is shifting, the throttle closer temporarily shuts down the throttle valve in response to a gear shift signal indicating that the gear is shifting, even if the driver is still pressing the accelerator pedal. , is used to prevent engine racing and overspeeding caused by no load.

A throttle closer for this purpose has conventionally been constructed as shown in FIG. 1, for example.

That is, a primary arm 3 is fixed to one end of a primary shaft 2 to which a primary valve 1 of a carburetor is fixed, and an operating rod 5a of an actuator 5 is connected to the free end of this primary arm via a link rod 4.

The actuator 5 is connected to an electromagnetic switching valve 7 via a conduit 6, and the switching valve 7 selectively connects the conduit 6 to a vacuum tank 9 or an atmospheric release pipe 10 depending on the presence or absence of a speed change signal from a control circuit 8.

Negative pressure from the intake manifold is always stored at a constant value in the vacuum tank 9 via the check valve 11. When the vacuum tank 9 is communicated with the actuator 5 via the switching valve 7 and the conduit 6, the actuating rod 5a
retracts in the direction of the arrow, and rotates the primary shaft 2 via the primary arm 3 in the direction of the corresponding arrow (the direction in which the primary valve 1 is closed).

Note that while atmospheric pressure is introduced into the actuator 5 from the atmosphere release pipe 10 via the conduit 6, the actuating rod 5a of the actuator 5 can freely move in its axial direction, and the primary arm 3 and therefore the primary shaft 2 Does not restrict movement in any way.

The primary shaft 2 is biased in a direction in which the primary valve 1 is opened by a comparatively weak throttle open spring 13 via an arm 12 fixed thereto.

A bent piece 3a is provided on the primary arm 3, and this bent piece 3
a engages with a pawl 15a of a return arm 15 fixed to one end of the torsion shaft 14, thereby regulating the rotation of the primary shaft 2 caused by the spring 13;
A torsion shaft 14 is arranged coaxially with the primary shaft 2.

An accelerator arm 16 is fixed to the other end of the torsion shaft 14, and a relatively strong return spring 17 is attached to the free end of the accelerator arm 16.
At the same time, an accelerator link 19 from an accelerator pedal (not shown) is connected via a ball joint 18.

The spring IT is attached to the torsion shaft 14 in the direction of the arrow (
The spring force is made sufficiently larger than the spring force of the spring 13 so that the spring 1 rotates when the accelerator pedal is released.
7 through the accelerator arm 16, the torsion shaft 14, the return arm 15, its claw 15a, the bent piece 3a, the primary arm 3, and the primary shaft 2, so that the primary valve 1 can be held in a fully closed state against the spring 13. Make it.

The torsion shaft 14 is further fixed with a secondary valve drive arm 20 having a circular arc-shaped elongated hole 20a concentric therewith, and a secondary arm 23 provided on the secondary shaft 22 having the arc-shaped elongated hole 20a and the secondary valve 21. A connecting rod 24 connects the two.

Thus, at the rotational position of the torsion shaft 14 where the primary valve 1 is at a specific angle, the connecting rod 24 opens the elongated hole 20a.
During further rotation of the torsion shaft 14 in the primary valve opening direction, the secondary shaft 22 rotates in conjunction with the torsion shaft 14 via the connecting rod 24 and the secondary arm 23 to open the secondary valve 21. open.

The conventional throttle closer configured as described above operates as follows.

While the control circuit 8 is not issuing a speed change signal, the switching valve 7 communicates the conduit 6 with the atmosphere release pipe 10, and the actuator 5 is in a state where the actuating rod 5a can freely move in the axial direction as described above. Therefore, the rotation of the primary shaft 2 is not restricted in any way.

In this state, when the accelerator pedal (not shown) is released, the primary valve 1, the primary arm 3, and the return arm 15 assume the relative positions shown in FIG. 2, and the primary valve 1 is fully closed. There is.

At this point, press the accelerator pedal and press the accelerator link 1.
9 is displaced in the direction shown by the arrow in FIGS. 1 and 3, and the torsion shaft 14 is rotated together with the return arm 15 via the accelerator arm 16 in the direction opposite to the arrow in FIG. 1 (in the direction of the arrow in FIG. 3). do.

During this rotation, the primary shaft 2 is rotated following the torsion shaft 14 by the throttle open spring 13 while the bent piece 3a of the primary arm 3 integrated therewith is engaged with the pawl 15a of the return arm 15, and the third
Open the primary valve 1 as clearly shown in the figure.

Until the primary valve 1 reaches a certain opening degree, the secondary valve drive arm 20 rotates integrally with the torsion shaft 14, but due to the elongated hole 20a, this rotation is not transmitted to the connecting rod 24, The subsequent rotation of the arm 20 is transmitted to the secondary shaft 22 via the connecting rod 24 and the secondary arm 23, and the secondary valve 21 is opened.

During a speed change operation of the transmission, a speed change signal is inputted from the control circuit 8 to the electromagnetic switching valve 7, which switches and connects the conduit 6 to the vacuum tank 9.

As a result, negative pressure is introduced into the actuating chamber 5d of the actuator 5, which is isolated from the atmospheric pressure chamber 5C by the diaphragm 5b, and the actuating rod 5a is retracted in the direction of the arrow in FIGS. 1 and 4, and the link rod 4 and primary arm 3, the primary shaft 2 is rotated in the direction of the arrow in FIGS. 1 and 4 against the throttle open spring 13.

During the operation of the actuator 5, the stopper 5e
As clearly shown in FIG. 4, the primary valve 1 is fully closed at the end of its stroke when it moves against the spring 5f.

When the primary valve 1 is fully closed, the rotation of the primary shaft 2 is in a direction that does not interfere with the pawl 15a of the return arm 15.
Even if the engine is pressed down, the operation is performed without any problem, and the purpose of preventing the engine from revving or over-speeding caused by no load on the engine is achieved.

After the speed change operation of the transmission is completed, the speed change signal from the control circuit 8 disappears, and the switching valve 7 switches and connects the conduit 6 to the atmosphere release pipe 10 again, so that the actuator 5 and its operating rod 5a can move freely. Nasu.

As a result, the primary shaft 2 is rotated by the throttle open spring 13 via the arm 12 in the direction opposite to the arrow in FIG. It will stop at the matching position.

Thus, the primary valve 1 returns to the opening degree corresponding to the amount of depression of the accelerator pedal.

The timing of the above operation is shown in a waveform diagram as shown in FIG. 8a.

That is, the instant t1 at which the speed change signal from the control circuit 8 is issued.
The actuator operating chamber 5d is communicated with a negative pressure source, and at a speed uniquely determined by the negative pressure introduction speed, the throttle closer opens the primary valve 1 to an opening degree corresponding to the depression position of the accelerator pedal, for example 2/8. Opening degree, 4/
Stroke from the 8-degree open position or the fully open position to the fully closed position along the characteristics shown by the solid line, one-dot chain line, or two-dot chain line.

Further, the return opening rotation of the primary valve 1 after the instant t2 when the shift signal from the control circuit 8 is interrupted at the end of the shift operation is at a speed uniquely determined by the supply speed of atmospheric pressure to the actuator working chamber 5d. The process is carried out along the characteristics of the solid line, one-dot chain line, or two-dot chain line.

Further, the lower solid line shows an example of a clutch operation pattern (when shifting from 1st speed to 2nd speed).

However, in a conventional throttle closer having such operating characteristics, the throttle valve closes rapidly after instant t1, so a rich mixture is temporarily drawn into the combustion chamber due to a sudden rise in negative pressure in the intake pipe. This tends to disturb the predetermined air-fuel ratio, which may cause the automobile engine to emit a large amount of unburned harmful substances.

In order to prevent this, it may be possible to slow down the load introduction speed to the actuator working chamber 5cH and slowly close the throttle valve, but in this case, in the conventional structure C, the closing speed of the throttle valve is Since it is constant from beginning to end, the closing rotation of the throttle valve is not completed in time for the end of the shift operation (instant t2).
There is also a risk that the throttle closer will no longer be able to achieve its initial purpose of preventing the engine from racing.

Also, regarding the return opening rotation of the throttle valve after instant t2, this is performed at a constant speed determined by the supply rate of atmospheric pressure to the actuator working chamber 5d. Connections, etc., were not made in a timely manner, resulting in engine racing and engine braking, resulting in shift shock and a risk of deterioration of the rabbit angle shift feeling.

In the present invention, the throttle valve is closed slowly from a specific throttle valve opening degree to a fully closed position, where the discharge of unburned harmful substances is a problem. In addition to solving the exhaust problem, the return opening rotation of the throttle valve is controlled in accordance with the shift direction (upshift or downshift), gear shifting conditions, etc., and is timed to the engagement of the clutch. To provide a throttle closer which adjusts the return opening speed of a throttle valve and thereby prevents engine racing and engine braking from occurring.

Hereinafter, the present invention will be explained in detail with reference to illustrated embodiments.

FIG. 5 shows an embodiment of the throttle closer according to the present invention.
28 is connected to the conduit 6, negative pressure is introduced through one conduit 21, and atmospheric pressure is introduced through the other conduit 28.

The closing solenoid valve 25 and the opening solenoid valve 26 have solenoids 25a and 26a, respectively, and when these solenoids are energized, the solenoid valve 25 conducts the pipe 27, and the solenoid valve 26 has the action of blocking the pipe 28. Eggplant.

In the present invention, a sensor 29 for detecting the opening degree of the primary valve 1 and a sensor 30 for detecting the amount of depression of the accelerator pedal are further provided, and these sensors have the same structure as shown in FIGS. 6 and 7, for example. do.

That is, the shaft 32 is attached to the case 31 by the wave washer 3.
3 and a nut 34 to position it in the axial direction and provide a freely rotatable position.

A brush 36 is fixed to one end of the shaft 32 with a screw 35,
One contact piece 36a is brought into sliding contact with a resistor 37ac on an insulating panel 37 adhered to the inner surface of the case 31, and the other contact piece 36b is brought into sliding contact with a conductor 37b on the insulating panel 37.

The opening of the case 31 is closed with a waterproof cover 38, and three lead wires 40 to 42 are provided through a grommet 39 provided on the side wall of the case 31.

One end of the lead wire 40 is connected to one end of the resistor 37a, the other end is connected to the power source 43, and the other end of the resistor 3γa is grounded.

Further, one end of the conductor 37b is connected to a lead wire 421.

An arm 44 is fastened to the other end of the shaft 32, and the tip of this arm is connected via a ball joint 45 to connecting rods 46 and 47 extending from the primary arm 3 and the accelerator arm 16, respectively, as shown in FIG. do.

Thus, the sensors 29 and 30 are connected to the primary valve 1.
The arm 44. 44 is rotated, the brush contact pieces 36a, 36a for the resistors 37a, 37a are rotated.
The contact position of the lead wires 42 and 42 can be changed, and a partial voltage corresponding to the changing resistance value can be outputted from the lead wires 42 and 42.

The partial pressure from the sensor 29 corresponds to the opening degree of the primary valve 1, the partial pressure from the sensor 30 corresponds to the amount of depression of the accelerator pedal, and these partial pressures are connected to the husband lead wire 42. 42 and is input to the control circuit 48 in FIG.

This control circuit also includes a gear shift signal, a clutch stroke signal, a shift direction signal, a vehicle speed signal, etc.
, 26a to turn on and off the solenoid valve.

The throttle function of the present invention configured as described above is as follows:
The explanation will be as follows with reference to the characteristic diagram of FIG. 8b.

During normal running, the control circuit 48 receives no shift signal and deenergizes the electromagnetic valve solenoids 25a and 26a.

Therefore, the solenoid valve 25 shuts off the conduit 27, and the solenoid valve 26 conducts the conduit 28.

For this reason, the working chamber 5d of the actuator 5 (see FIGS. 2 to 4) is exposed to the atmosphere, and as described above with respect to the conventional device shown in FIG. ), allowing normal driving without being interfered with by the throttle closer.

During the period from the moment t1 in FIG. 8b when the speed change operation is started to the moment t2 when the speed change operation is completed, the control circuit 48
{This is where the gear shift signal is input.

When the instant t1E is applied to the control circuit 48, the solenoid valve solenoid 2
5a and 26a to open solenoid valve 25 and close solenoid valve 26.

As a result, the actuator 5 communicates with the negative pressure source, and the throttle closer closes the primary valve 1 even when the accelerator pedal is depressed, in the same manner as described above with respect to the conventional structure shown in FIG.

During this closing rotation, the opening degree of the primary valve 1 is determined by the sensor 2.
9 to the control circuit 48, and after the moment t3 when the primary valve 1 reaches a specific open position (for example, the opening degree indicated by α in FIG. This solenoid outputs a pulse signal to do this.

For this reason, the introduction speed of the negative pressure introduced into the actuator 5 via the solenoid valve 25 becomes slower than before after the instant t3, and the primary valve 1 changes over time in the closer stroke (2/8 As is clear from the following, the change over time in the case of the open position is shown by a solid line, the change over time in the case of 4/8 opening is shown by a dashed line, and the change over time in the case of the fully closed position is shown by a chain double dot line. After opening degree α, it slowly rotates closed,
Fully closed.

At this time, the control circuit 48 detects that the primary valve 1 is fully closed from the throttle opening signal from the sensor 29, and at any time thereafter, for example, instant t4 in FIG. 8b.
At this point, power to the solenoid 25a is cut off.

As a result, the solenoid valve 25 shuts off the conduit 27, and the throttle closer can maintain the primary valve 1 in the fully closed position using the negative pressure introduced to the actuator 5C.

When the shift signal is turned off at instant t2c, the control circuit 48
deactivates solenoid 26a.

This power reduction causes the electromagnetic valve 26 to conduct through the pipe line 28, and the actuator 5 is supplied with atmospheric pressure.

As a result, the throttle closer rotates the primary valve 1 back to the degree of darkness corresponding to the depression position of the accelerator pedal in the same manner as described above with respect to the conventional structure shown in FIG.

At this time, the control circuit 48 outputs a pulse signal to the solenoid 26a to intermittently deenergize the solenoid 26a, and adjusts the pulse width to the conditions at the time of gear change, such as the amount of accelerator depression, the shift direction signal, and the vehicle speed signal. , a clutch stroke signal, etc. (by selecting an appropriate width, the change over time of the closer stroke, that is, the return opening rotational speed of the primary valve 1 can be set to an optimal value after the instant t2.

The control circuit 48 performs the settings after the instant t2 as follows.

That is, the control circuit 48 receives from the sensor 30 at the instant t2 a signal related to the amount of depression of the accelerator pedal, in other words, the opening degree at which the throttle valve should return and open, and this signal, a shift direction signal, a vehicle speed signal, etc. The primary valve 1 rotates at the opening speed set by the clutch stroke signal until the moment t5 when the clutch shifts from "disengaged" to "engaged", which is detected by the clutch stroke signal.

After that, by reducing the width of the pulse supplied to the solenoid 26a, the primary valve 1 slowly returns to the position G corresponding to the accelerator pedal opening at instant t2 in synchronization with the clutch engagement.

Figure 8b shows the clutch stroke operation pattern (an example of shifting up from 1st to 2nd gear is shown in the lower part of the figure as a solid line) and the corresponding 2/8 of the primary valve 1.
, 4/8, and 8/8 opening degrees.

Since the throttle closer of the present invention is configured to have such operating characteristics, the throttle valve is closed slowly from the opening before the closed position to the fully closed position, and a large amount of unburned harmful substances are emitted. In addition, the throttle valve return opening rotation is controlled according to the conditions during gear shifting operation, and the speed is controlled so that the clutch engagement C is adjusted accordingly. It has various features such as being able to achieve a good shifting feeling by eliminating the problem.

[Brief explanation of drawings]

FIG. 1 is a schematic perspective view showing a conventional throttle closer;
2 to 4 are explanatory diagrams of the functions thereof, FIG. 5 is a schematic perspective view of the throttle closer of the present invention, and FIG. 6 is an example of the throttle opening sensor and accelerator pedal depression amount sensor used in the throttle closer of the present invention. 7 is a longitudinal side view of the same, and FIG. 8 is a conventional throttle closer and the operation timing of the clutch "on" and "off", and the throttle closer of the present invention and the operation of the clutch "on" and "off". It is a waveform chart showing timing comparison. 1...Primary valve, 2...Primary shaft, 3...Primary arm, 4...Link rod, 5...Actuator, 8...Control circuit , 9...
・Vacuum tank, 11...Check valve, 12
... Arm, 13... Throttle open spring, 14... Torsion shaft, 15... Return arm, 16... Accelerator arm, 17... Return spring, 19... Accelerator link, 20...・
・Secondary valve drive arm, 22... Secondary shaft, 23... Secondary arm, 21... Secondary valve, 24... Connecting rod, 25... Solenoid valve for closing, 26... Solenoid for opening Valve, 29...
Throttle opening sensor, 30...Accelerator pedal depression amount sensor, 31...Case, 32...Shaft,
33...Wave washers, 36...Brush, 37
...Insulation panel 38...Cover 40-42...
Lead wire, 43...Power supply, 44...Arm, 45.
...Ball joint, 46, 47...Connecting rod,
48... Control circuit, 49, 50... Electric circuit.

Claims (1)

[Claims] 1 Equipped with an actuator, the throttle valve can be opened and closed in conjunction with the accelerator pedal while its working chamber is open to the atmosphere, and the throttle valve is closed regardless of the accelerator pedal by introducing negative pressure into the working chamber. In the throttle closer, a closing solenoid valve that appropriately communicates the working chamber with a negative pressure source and an opening solenoid valve that appropriately supplies atmospheric pressure are connected and provided, and
A sensor for detecting the throttle opening degree and a sensor for detecting the amount of depression of the accelerator pedal are added, and a control circuit is provided for inputting signals from these sensors together with a gear change signal etc. to control the solenoids of the two electromagnetic valves on and off. A throttle closer characterized in that the opening and closing of the throttle valve is performed at a speed that matches conditions during gear shifting.