JPH0726988A - Throttle device - Google Patents

Abstract

PURPOSE:To attempt simplification of control by using an electric actuator for constant speed traveling having small output torque as the electric actuator and dispensing with any electrification treatment during accelerator pedal traveling. CONSTITUTION:A throttle assembling body wherein first and second throttle valves 11, 12 are arranged in series is used, and both throttle valves 11, 12 are simultaneously interlock-operated by an accelerator pedal 13 in the accelerator pedal traveling. The first throttle valve 11 is held in the opening state by a negative pressure actuator 14 in the constant speed traveling, and the second throttle valve 12 is operated by a motor 16. An energizing member for giving leg-power to the accelerator pedal 13 can be divided into two parts by the first and second throttle valves 11, 12, thereby the second throttle valve 12 can be operated by a motor 16 of small output.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle device having two throttle valves provided in series.

[0002]

2. Description of the Related Art The current type of constant-speed traveling realized by a throttle device is, as shown in FIG. 4, a constant-speed traveling via a rotary drive section b connected to a throttle valve a via engaging means c. Generally, an electric actuator d for vehicle and an accelerator pedal e are interlocked and connected. An example of this type of conventional device is A1-708.

The schematic operation with reference to FIG. 4 is that, when the accelerator pedal e is operated during normal traveling, the pedaling force is transmitted to the rotary drive section b through the engaging means c, and the throttle valve a is responsive to the stepping amount. A desired engine torque is obtained by adjusting the throttle opening. When the vehicle is traveling at a constant speed, the electric actuator d is operated so that a force equivalent to the accelerator pedal force is generated to obtain an engine torque that enables constant speed traveling at the target speed.

The throttle device uses an urging means having a relatively large spring constant for urging the accelerator pedal, which applies a pedaling force to the accelerator pedal e, to its original position. The biasing means also has a function of normally closing the throttle valve. By the way, in the above-mentioned throttle device, it is possible to avoid a situation in which the driving torque applied to the driving wheels during acceleration of the vehicle is excessively large in relation to the friction coefficient of the road surface, so that the driving wheels slip on the road surface and the vehicle is not effectively accelerated. Therefore, there is a throttle device having a two-valve throttle valve. Control that deals with such a friction coefficient of the road surface is known as traction control.

[0005]

Therefore, conventionally, the throttle device is provided with one throttle valve for constant speed running, and is equipped with two throttle valves for traction control. There is a problem in that two types of throttle devices must be managed as parts during manufacturing.

Further, in the case of the one-valve type throttle device compatible with constant speed running, as described above, the electric actuator has a large output equivalent to the depression force of the accelerator pedal so as to resist the biasing means having a large spring constant. The one with torque must be used. Such an electric actuator with a large output torque specification needs to increase the number of turns of the coil or use a coil with a large diameter, which is bulky in size and weight, has a problem in mountability in a vehicle, and consumes a lot of power. It has the drawback of high power consumption.

INDUSTRIAL APPLICABILITY The present invention can be used in common with a traction type throttle device, can simplify control of constant speed traveling, and further, is constant speed traveling control using an electric actuator of small size and small output torque. It is an issue to be solved to make possible.

[0008]

SUMMARY OF THE INVENTION According to the present invention, a throttle assembly having first and second throttle valves arranged in series in an intake passage of an engine and the first and second throttle valves are interlocked. An accelerator pedal for performing normal traveling by means of a vehicle, a first actuator for constant speed traveling that operates the second throttle valve, and a second actuator that holds the first throttle valve open during the constant speed traveling. ing.

[0009]

In the throttle device of the present invention, the first and second throttle valves are interlocked by the accelerator pedal during normal traveling, and the first throttle valve is kept open by the second actuator during constant speed traveling to maintain the second state.
Operate the throttle valve with the first actuator. That is, when traveling at a constant speed, only the second throttle valve is operated by the first actuator. At this time, the first throttle valve is held in the open state by the second actuator.

In the present invention, the first throttle valve can be provided with a biasing means having a large spring constant for sensing the depression amount of the accelerator pedal, and the second throttle valve can be a biasing means having a small spring constant. Alternatively, a large spring constant for detecting the depression amount of the accelerator pedal can be divided into two spring constants by the respective biasing means mounted on the first and second throttle valves. Therefore, the urging means attached to the second throttle valve may have a small spring constant, and the first actuator for operating the second throttle valve at the time of traveling at a constant speed is provided with a force equivalent to the pedaling force of the accelerator pedal. Not required.

In addition, since the first actuator does not need to perform any operation during normal traveling, the control becomes simple. Further, since the throttle device of the present invention uses the two-valve type throttle device, it is a common component with the throttle device for performing traction control.

[0012]

As described above, according to the present invention, the first throttle valve and the second throttle valve can be respectively provided with the biasing members for imparting the pedaling force of the accelerator pedal, and the biasing members of both valves can be used for the pedaling force of the accelerator pedal. Or divide the first
Since the spring constant of the biasing member of the throttle valve can be made larger than the spring constant of the biasing member of the second throttle valve, the output torque required for the first actuator for constant speed traveling becomes small, and the device size becomes large. The actuator can be made compact and consumes less power.

Further, since the first throttle valve and the second throttle valve are interlocked with each other by the accelerator pedal during normal traveling, control of the first actuator is not required during constant speed traveling, and control is simplified. Further, since the throttle device of the present invention uses the two-valve type throttle assembly,
It becomes a common component with the throttle assembly that performs traction control, which facilitates component management and contributes to improved productivity.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a throttle device according to the present invention will be described in detail below with reference to the drawings. FIG. 1 is a configuration diagram showing an outline of a throttle device of the present embodiment. In the figure,
A first throttle valve 11 and a second throttle valve 12 are arranged in series in an intake passage 10 of an engine (not shown). Here, in the following description, these first,
The second throttle valves 11 and 12 are simply opened and closed by linear movement.

Now, the first throttle valve 11 is
Accelerator pedal 13 or negative pressure actuator 14 (second
An engaging portion 11a is connected to a shaft portion extending from the valve portion to the outside of the intake passage 10 so as to be opened by an actuator. The engaging portion 11a has a first
A spring 11b for urging the throttle valve 11 in the closing direction A is mounted, whereby the engaging portion 11a is connected to the interlocking portion 13a connected to the accelerator pedal 13 and the movable shaft portion of the negative pressure actuator 14. Interlocking part 1
4a and 4a, respectively.

The interlocking portion 13a of the accelerator pedal 13 is biased in the left direction C in the figure by the spring 11b, and a couple of forces is applied to the accelerator pedal 13 as a returning force in the direction D opposite to the pedal depression direction. There is. Further, a spring 14b is attached to the interlocking portion 14a of the negative pressure actuator 14, so that the interlocking portion 14a of the negative pressure actuator 14 applies a biasing force in the returning direction E opposite to the suction force based on the negative pressure. Has been done.

The negative pressure actuator 14 is a flexible member 1.
The pressure of the control pressure chamber 14c having 4d can be switched between the pressure of the negative pressure tank 15 and the atmosphere by the vacuum switching valve 14e.
When the pressure of the spring is reduced, the flexible member 14d moves the spring 1
The interlocking portion 14a is moved in the suction direction E against the biasing force of 4b. In this case, the negative pressure tank 15
Shows the configuration installed independently, but may communicate with the intake passage 10 via a check valve. According to this configuration,
Even if the negative pressure in the negative pressure tank 15 is consumed, the intake passage 10
Becomes lower than the pressure in the negative pressure tank 15, the check valve opens and the negative pressure in the intake passage 10 is stored in the negative pressure tank 15.

On the other hand, the second throttle valve 12 is a DC pulse motor (hereinafter simply referred to as a motor) 16 or an accelerator pedal 1 which constitutes the first actuator of the present invention.
As with the first throttle valve 11, an engaging portion 12a is connected to a shaft portion extending from the valve portion to the outside of the intake passage 10 so that the engaging portion 12a can be opened and closed. The engaging portion 12a is also engageable with the interlocking portion 13a of the accelerator pedal 13 and the interlocking portion 16a of the motor 16 by the urging force of the spring 12b. The direction of the urging force of the spring 12b is the closing direction A.

The motor 16 has a rotating shaft 16a and a pinion 1
7 is fixed, and a rack 18 meshing with the pinion 17 is connected to the interlocking portion 16a. Here, one spring 12b on the second throttle valve 12 side and two springs 11b on the first throttle valve 11 side are shown, which indicates that the spring constant of the spring 11b is larger. .

The throttle device having the above-described structure has the first position when the accelerator pedal 13 is depressed during normal traveling.
Also, the second throttle valves 11 and 12 are simultaneously operated in the opening direction B by the same amount, and thereby the engine output corresponding to the throttle opening is obtained. When traveling at a constant speed, the motor 16 is driven by a control device (not shown),
After adjusting the second throttle valve 12 to a predetermined opening (opening to bring the vehicle speed close to the target speed), the control pressure chamber 14 is normally opened.
An electric current is passed through the operation coil of the solenoid valve 14b that communicates c with the atmosphere to communicate the control pressure chamber 14c with the negative pressure tank 15. As a result, the pressure in the control pressure chamber 14c is reduced, and the flexible member 14d and the interlocking portion 14a are accompanied by this.
Is moved in the suction direction which is the left direction in the drawing, and the interlocking portion 14a is moved.
The first throttle valve 11 engaged with is opened to the idling opening degree, for example. At this time, in the present embodiment, the first throttle valve 11 is opened to the idling opening degree, but the opening may be larger than the second throttle valve 12 during the constant speed traveling control.

Thus, the opening of the second throttle valve 12 is finely adjusted by the motor 16 controlled by the control device, and the engine output is controlled so that the vehicle speed matches the target speed. Further, when the accelerator pedal 13 is stepped on by the accelerator during traveling at a constant speed and the stepped amount exceeds a value corresponding to the opening degree of the second throttle valve 12, only the second throttle valve 12 corresponds to the exceeded value.
Is opened and the vehicle is accelerated. Then, when the accelerator pedal 13 is released, the constant speed traveling control at the same speed as before the accelerator pedal 13 is depressed is performed.

The operation of the throttle device of this embodiment is performed as described above. According to this, the first throttle valve 11 and the second throttle valve 12 are
Since the valves 11 and 12 are operated simultaneously at the same time, the springs 11b and 1 that apply the depression force of the accelerator pedal 13 to the valves 11 and 12 are used.
2b cooperates with each other and has a biasing force smaller than the pedaling force of the accelerator pedal 13 as a single biasing member. In this embodiment, the ratio of the spring constants of the two is set to a ratio of 1: 2. Therefore, when traveling at a constant speed, the second throttle valve 1
Since the motor 16 for operating 2 is not required to have a force equivalent to the pedaling force of the accelerator pedal 13, the output torque is small, the physical size is small, and the one with low power consumption can be used. As a result, the mountability on the vehicle is improved.

The springs 11b and 12b may have the same biasing force, and the biasing force of the accelerator pedal 13 may be divided into two. Further, during normal traveling, the motor 16 does not need to perform any operation, so that the control can be simplified, the consumption current can be reduced, and the life of the motor 16 can be extended.

Instead, the negative pressure actuator 1 for holding the first throttle valve 12 in the open state at the time of traveling at a constant speed.
Since 4 is powered by engine negative pressure, for example, it sufficiently opposes the pedaling force of the accelerator pedal 13 by the spring 11b mounted on the first throttle valve 11. In addition, when performing constant speed traveling with a two-valve type, the first throttle valve is selectively operated by the negative pressure actuator and the accelerator pedal,
There is also a method in which the second throttle valve is operated only by the electric actuator, but in such a method, it is necessary to hold the second throttle valve at the maximum throttle opening or an opening of about 80% by the electric actuator during normal traveling. However, the control becomes complicated as compared with the present invention, and since the electric actuator is always energized, there is a problem in durability.

Further, this throttle device is of a two-valve type, and is the same as a specification vehicle for performing traction control. It has only one type of parts, which facilitates management and greatly simplifies manufacturing work. it can. Further, at the start of constant speed traveling, the control device drives the motor 16 to adjust the second throttle valve 12 to an opening degree for bringing the vehicle speed close to the target speed, and then switches the solenoid valve 14e to switch the control pressure chamber. By communicating 14c with the negative pressure tank 15, it is possible to prevent a sudden increase in the output torque of the engine due to the negative pressure actuator 14 setting the first throttle valve 11 at the idling opening degree.

As another embodiment, as shown in FIG. 3, the engaging portion 11a of the first throttle valve 11 may be integrally formed with the interlocking portion 14a of the negative pressure actuator 14.
A spring 11b which has the same effect as that of the above-described embodiment and which applies a biasing force to the first throttle valve 11 in the closing direction.
Is unnecessary.

[Brief description of drawings]

FIG. 1 is a configuration diagram schematically showing an embodiment of a throttle device according to the present invention.

FIG. 2 is an explanatory diagram showing an operation of constant-speed traveling of the device shown in FIG.

FIG. 3 is a configuration diagram showing another embodiment of the present invention.

FIG. 4 is a schematic view showing a conventional constant speed traveling device.

[Explanation of symbols]

10 ... Intake passage, 11 ... First throttle valve, 12 ...
Second throttle valve, 13 ... Accelerator pedal, 14 ...
Second actuator, 15 ... Negative pressure tank, 16 ... First actuator.

Claims (1)

[Claims] 1. A throttle assembly in which first and second throttle valves are arranged in series in an intake passage of an engine, and an accelerator pedal for operating normally by interlockingly operating the first and second throttle valves. A throttle device comprising: a first actuator for constant speed traveling that operates the second throttle valve; and a second actuator that holds the first throttle valve in an open state during the constant speed traveling. .