JPH0552409B2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a throttle valve control device for an internal combustion engine.
More specifically, the present invention relates to the structure of a linkage for driving a throttle valve shaft.

[Conventional technology]

The throttle valve control device in an automobile internal combustion engine is
A structure is adopted in which a lever (linkage) fixed to the throttle valve shaft and the accelerator are connected with an accelerator wire. In general, the amount of accelerator depression is directly transmitted to the throttle valve shaft via a wire and a lever directly connected to the throttle valve shaft, so the relationship between the amount of accelerator depression and throttle valve opening is linear. It was determined uniquely.

Such a linear throttle valve opening characteristic does not necessarily match the acceleration feeling required by the driver when accelerating the vehicle, but it is intended to meet the driver's requirements in terms of drivability and responsiveness. Yes, it's difficult.

Therefore, conventionally, for example, as disclosed in JP-A-57-198329, the wire leading to the accelerator was not directly connected to the throttle valve opening/closing lever directly connected to the throttle valve shaft, but the wire was connected via a relay lever. In addition to indirectly connecting the throttle valve opening/closing lever, the relay lever and the throttle valve opening/closing lever are connected by forming a cam groove on one side and providing a roller (cam pin) etc. that engages with the cam groove on the other side. Measures have been proposed. That is, if such a system is adopted, the functional relationship between the amount of depression of the accelerator and the amount of opening of the throttle valve can be arbitrarily changed by changing the shape of the cam groove.

Furthermore, as disclosed in Japanese Utility Model Publication No. 41-11372, an accelerator lever pivotally supported on the carburetor body is installed between the throttle valve lever and the accelerator wire,
It has been proposed to have one end connected to an accelerator cable and the other end connected to a throttle valve lever via a lever. This method also allows the accelerator depression amount and throttle valve opening characteristics to be changed arbitrarily.

[Problem to be solved by the invention]

By the way, like the former of the above conventional techniques,
If a method is adopted in which the relay lever and the throttle valve opening/closing lever are connected using a cam groove and roller, the cam groove will wear over time, causing the cam to wobble, which will impair the required operating characteristics. There are concerns about accuracy issues.

In addition, in order to deal with such problems, it has been proposed to adopt a means to adjust the play between the cam groove and the roller to a certain amount or less, but this requires time and effort for adjustment, and There was a tendency for the number of parts to increase and the cost to rise.

On the other hand, in the latter case, the above problem can be solved, but since the number of parts of the lever as a linkage mechanism increases, sufficient consideration has not been given to making the device compact and attaching it easily. Particularly in recent years, with the increase in the number of various devices and parts installed in automobile engine compartments, it is desired that the throttle device be made as compact as possible to improve its ease of installation.

The present invention has been made in view of the above points, and its purpose is to make the device more compact without using a lever mechanism such as a cam groove that wears out over time, and even if the number of parts of the linkage mechanism increases.
The object of the present invention is to provide a highly accurate and reliable throttle valve control device that satisfies the operability and responsiveness that meet the needs of customers.

[Means to solve the problem]

In order to achieve the above object, the present invention is configured as follows. The gist of the present invention will be explained with reference to the reference numerals used in the embodiment shown in FIG.

That is, a throttle valve 3 fixed to a throttle valve shaft 4 is arranged in a throttle body 2 having an intake passage of an internal combustion engine, and the power of the accelerator is transmitted to the throttle valve shaft 4 via an accelerator wire 10 and a linkage. , a device for controlling the opening of the throttle valve 3, in which the linkage includes a lever A.5 whose one end is fixed to the throttle valve shaft 4, and a hook connected to the accelerator wire 10 and whose one end 7a is pivotally supported by the throttle body 2. shaped lever B.7, lever A.5, lever B.7
These linkage elements are arranged on one side of the outer wall of the throttle body 2, and this linkage is designed to operate when the accelerator wire 10 is pulled at zero and the throttle valve 3 opens at zero. In the initial state, the hook-shaped folded tip 7b on the opposite shaft support side of the lever B.7 faces towards the lever A.5 side on the throttle valve shaft side.
The tip 5a of lever A.5 is behind the hook-shaped folded tip 7b of lever B.7 (rear here means lever B.
Lever A.5 and lever B.7 are arranged so that the lever A.5 and lever B.7 are located in a direction opposite to the pulling direction of the accelerator wire 10 when viewed from the tip 7b of lever A. The lever C.8 is connected to the tip 5a of the lever C.5, and the pulling force of the accelerator wire 10 causes the lever B.7 to pull the lever C.8 and the lever A.5 in conjunction with each other, so that the lever C.8 is connected to the throttle valve 3. It is set so that force is applied in the opening direction.

[Effect]

With this configuration, when the accelerator wire 10 is pulled by operating the accelerator, the lever B.7 is moved around the throttle valve shaft 4 and another shaft 6 by the force of the throttle valve return spring, depending on the amount of pulling of the wire 10. Rotate against the
This rotation causes the levers C.8 and A.5 to rotate (interlock) so as to be pulled, and the throttle valve 5 operates in the opening direction.

The series of operations of these levers A.5, B.7, and C.8 always involves a change in the relative position of each lever.
By the time power is transmitted to
A portion of the zero pull amount is absorbed by the relative position change between these levers.

As a result, the rotation angle (opening degree) of the lever A.5 and the throttle valve 3 are not linearly proportional to the rotation of the lever B.7, in other words, the amount of pull of the lower gear. The opening characteristics of the levers A.5, B.7, and C.8 that make up the linkage can be varied by changing the shape and dimensions of the levers A.5, B.7, and C.8, and the mounting position of the shaft. ) can be set to any required characteristic.

When operating the accelerator in the direction of decreasing the opening, lever A.5,
lever. C8 and lever B.7 perform an interlocking operation opposite to the opening operation described above, and the throttle valve opening degree is controlled in the direction of decreasing.

As mentioned above, when the throttle valve is opened, lever C.8 and lever A.5 are rotated as lever B.7 is rotated.
In order to rotate the lever so that it is pulled, in the initial state of the linkage, the tip 5a of lever A.5 must be
Lever A.5 and lever B.7 are arranged so that the tip 7b of lever B.7 is located behind the tip 7b of lever B.7, and the lever C. .8 concatenation is required.

The tip 5a of lever A.5 and lever B.
Regarding the positional relationship between the lever B.7 and the tip 7b, it is possible to make the lever B.7 linear, but there are the following problems. In Figures 4 and 5, all of the linkage elements mentioned above are made straight, and the symbols corresponding to levers A.5, B.7, and C.8 are marked with a ``'. There is. As shown in Figure 4,
In the initial position of the linkage, in order to position the tip 5a' of lever A.5 behind the tip 7b' of lever B.7', if lever B.7' is placed close to the throttle valve shaft 4' side, the lever B.7' interferes with the protruding end of the throttle valve shaft 4', making it impossible to operate.

In addition, as shown in Fig. 5, in order to avoid the above-mentioned interference, when lever B.7' is moved away from throttle valve shaft 4', lever A.5' is lengthened and its tip 5'
a' must be positioned behind lever B.7'; in this case, lever A.5' protrudes beyond the side wall of throttle body 2', creating a larger space for the range of movement of the entire linkage. However, there is a problem in that the device cannot be made more compact.

On the other hand, in the present invention, the lever B.7 is hook-shaped, and the hook-shaped folded end 7b is attached to the lever A.
5 side, this ensures that the lever B.7 rotates without interfering with the protruding end of the throttle valve shaft 4 in the initial position of the linkage, and also shortens the lever A.5 together with the relay lever C.8. It becomes possible to position the tip 5a at the rear of the lever B.7 side, which solves the above-mentioned problems, and allows the linkage elements to be centrally arranged, the operating space to be consolidated, and the entire device to be made more compact.

〔Example〕

An embodiment of the present invention will be described based on the drawings.

Fig. 1 is a schematic explanatory diagram of the throttle valve control device according to the present embodiment, Fig. 2 is a front view showing a specific configuration example thereof, and Fig. 3 is the relationship between the wire drawing length and the throttle valve opening degree in the present embodiment. FIG.

1 is an intake passage of an internal combustion engine, 2 is a throttle body, and the intake passage 1 is formed within the throttle body 2. 3 is a throttle valve arranged in the intake passage 1;
A throttle valve shaft 4 is rotatably mounted on the throttle body 2 through the intake passage 1, and the throttle valve 3 is fixed to the throttle valve shaft 4.

On one side of the side wall of the throttle body 2, levers A.5, B.7, and C.8, which are linkage elements for controlling the opening of the throttle valve 3, are arranged.

One end of the lever A.5 is fixed to the protruding end of the throttle valve shaft 4 (the portion protruding from the outer wall of the throttle body 2). The throttle body 2 has a throttle valve shaft 4.
A shaft 6 whose axes are parallel to each other is fixed, one end 7a of a lever B.7 is fitted onto the shaft 6, and the lever B.7 is rotatably supported by the shaft 6. Lever B.7 and lever A.5 are interlockably connected via relay lever C.8. The lever B.7 has a hook shape, and one end of an accelerator wire 10 is connected via a pin 9 near the bent position.

In the above linkage, when the pull amount of the accelerator wire 10 is zero and the throttle valve 3 is in the initial state of zero opening, the hook-shaped folded tip 7b on the opposite shaft support side of the lever B.7 is connected to the lever on the throttle valve shaft side. A.5 side, the tip 5a of lever A.5 is behind the hook-shaped folded tip 7b of lever B.7 (rear here means lever B.7
A lever A.5 and a lever B.7 are arranged so as to be located in a direction opposite to the direction in which the accelerator wire 10 is pulled when viewed from the tip 7b of the accelerator wire 10.

The lever C.8 is connected to the tip 7b of the lever B.7 and the tip 5a of the lever A.5, and the pulling force of the accelerator wire 10 moves the lever B.7 to the lever C.8 and the lever A.5. It is set so that a force in the opening direction is applied to the throttle valve 3 by pulling the throttle valve 3 in an interlocking manner.

A return spring (not shown) is inserted into each of the shafts 4 and 6, and applies a return torque in the direction in which the throttle valve 3 closes. Also, Asiast Screw 1
1, the initial position of the throttle valve 3 is set to the idle opening degree.

Next, the operation of this embodiment will be explained.

When the accelerator is depressed, the wire 10 is pulled, and the power of the accelerator is converted into rotational movement by lever B.7. Further, following the rotation of the lever B.7, the lever C8 and the lever A.5 are rotated (interlocked) so as to be pulled, and the throttle valve 5 is operated in the opening direction.

The series of operations of these levers A.5, B.7, and C.8 always involves a change in the relative position of each lever.
By the time power is transmitted to
A portion of the zero pull amount is absorbed by changes in the relative positions of these levers.

As a result, the rotation angle (opening degree) of the lever A.5 and therefore the throttle valve 3 is not linearly proportional to the rotation of the lever B.7, in other words, the amount of wire pull. The opening characteristics of the levers A.5, B.7, and C.8 that make up the linkage can be varied by changing the shape and dimensions of the levers A.5, B.7, and C.8, and the mounting position of the shaft. ) can be set to any required characteristic.

When operating the accelerator in the direction of decreasing the opening, lever A.5,
lever. C8 and lever B.7 perform an interlocking operation opposite to the opening operation described above, and the throttle valve opening degree is controlled in the direction of decreasing.

FIG. 3 shows the relationship between the amount of wire pull (length) and the opening degree of the throttle valve in this embodiment. In Figure 3, by using three levers as linkages, the first half of the throttle valve opening from 0 to 40 degrees is
The slope characteristic of the throttle valve opening degree with respect to the amount of wire pull is small, and the slope characteristic of the throttle valve opening degree with respect to the amount of wire pull is larger in the second half of the throttle valve opening from 40 degrees to 80 degrees than in the first half, By doing this, in the acceleration region of the low-speed driving range, the speed increases quietly and smoothly to improve drivability, and in the acceleration region of the high-speed driving range, the rate of speed increase is accelerated, improving driving responsiveness. It becomes possible to improve the performance.

As described above, according to this embodiment, a link consisting of three levers is used, and the shape, radius, etc. of each lever can be varied to meet the specifications of the required opening characteristic, which is not linear. .

In other words, the dimensions of each member that makes up the linkage
By appropriately selecting l ₁ to _{l 5} and arbitrarily setting the mounting positions of shafts 4, 6, etc., the throttle valve opening characteristics can be determined in accordance with the requirements from the aspects of driveability and responsiveness. be able to.

In addition, all the levers that make up the linkage can be centrally arranged in one place, the relay lever C.8 can also be shortened, and the space for the operation of each lever can also be consolidated, making it possible to make the linkage mechanism and the entire device more compact. .

〔Effect of the invention〕

As described above, according to the present invention, by appropriately selecting the shape, dimensions, shaft position, etc. of the levers constituting the linkage, the throttle valve opening characteristics can be set in accordance with the requirements for driveability, responsiveness, etc. can. In addition, even when setting such required opening characteristics, it can be achieved with a link mechanism that does not use the conventional cam groove method, so there is no need to worry about problems such as wear of the cam groove over time and the resulting throttle valve opening. This ensures stable operation of the throttle valve control device over a long period of time without causing accuracy errors in the temperature characteristics.

Furthermore, by making improvements to the shape and arrangement of the linkage mechanism, we have made the entire device more compact.
The wearability can be improved. Furthermore, since the invention does not use a motor or the like and is simply a mechanical structure, the cost is relatively low, making it suitable for mass production.

[Brief explanation of drawings]

Fig. 1 is a schematic explanatory diagram of a throttle valve control device that is an embodiment of the present invention, Fig. 2 is a front view showing a specific example of its configuration, and Fig. 3 is a wire drawing length and throttle valve opening degree in this embodiment. 4 and 5 are explanatory diagrams pointing out problems when a linkage mode other than the present invention is adopted. 1...Intake passage, 2...Throttle body, 3
... Throttle valve, 4... Throttle valve shaft, 5... Lever A,
6...Shaft, 7...Lever B, 8...Lever C, 9
... Pin, 10 ... Throttle wire (linear connection member), 11 ... Adjustment screw.

Claims (1)

[Scope of Claims] 1. A throttle valve 3 fixed to a throttle valve shaft 4 is disposed in a throttle body 2 having an intake passage of an internal combustion engine, and the power of the accelerator is transmitted to the throttle valve shaft 4 via an accelerator wire 10 and a linkage. In the throttle valve control device that controls the opening of the throttle valve 3 by transmitting information to It consists of a hook-shaped lever B7 that is pivotally supported by the lever B7, and a lever C8 that connects the lever A5 and the lever B7, and these linkage elements are arranged on one side of the outer wall of the throttle body 2, and this linkage is connected to the accelerator wire. When the pull amount of 10 is zero and the throttle valve 3 is in the initial state of zero opening, the hook-shaped folded tip 7b on the opposite shaft support side of the lever B7 faces toward the lever A5 side on the throttle valve shaft side, and the tip of the lever A5 5a is located behind the hook-shaped folded end 7b (here, "rear" refers to the direction opposite to the pulling direction of the accelerator wire 10 when viewed from the end 7b of the lever B7).
The lever C8 is connected at the position of the tip 7b of the lever B7 and the tip 5a of the lever A5, and the pulling force of the accelerator wire 10 moves the lever B.
A throttle valve control device for an internal combustion engine, characterized in that the throttle valve 7 is set so that a force in the opening direction is applied to the throttle valve 3 by pulling levers C8 and A5 in conjunction with each other.