JPH0649735U - Diaphragm actuator and throttle valve using the same - Google Patents

Abstract

(57) [Summary] [Purpose] Operates a negative pressure diaphragm actuator in both directions. [Structure] The center of the diaphragms 33, 34 is the operating rod 3.
9 is attached. The periphery of the diaphragm 33 is the first
It is sandwiched between the outer shell 31 and the ring 40 of the first outer shell 3
A bellows 35 attached to the central opening of No. 1 extends inward. The periphery of the diaphragm 34 is sandwiched by the second outer shell 32 and the ring 40. The compression coil spring 36 pushes the end surface of the bellows 35 toward the diaphragm 33, and the compression coil spring 37 pushes the diaphragm 34 toward the bellows 35. When atmospheric pressure is introduced into the atmospheric pressure inlets 31a and 32a, the rib 35a provided on the end surface of the bellows 35 is in close contact with the receive plate 38 and the first outer shell 31 and the bellows 35.
And the diaphragm 33 forms a first negative pressure chamber, and a second
The outer shell 32 and the diaphragm 34 form a second negative pressure chamber.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a bidirectionally driven diaphragm actuator and a throttle valve using the same, and more particularly to a throttle valve suitable for an automobile engine that performs traction control and automatic cruise control.

[0002]

[Prior art]

 2. Description of the Related Art In recent years, automatic cruise control has become widespread in which a set vehicle speed is stored and the running vehicle speed is compared with the set vehicle speed to control the engine output to drive the vehicle at a constant speed. In addition, traction control is performed to limit engine output in order to prevent slipping of tires due to sudden starts and slips during cornering.

In engine output control by auto cruise control, the throttle valve opened and closed by the accelerator pedal is opened by the actuator beyond the opening by the accelerator pedal when the auto cruise is set.

In the engine output control by the traction control, the throttle valve opened and closed by the accelerator pedal is driven by the actuator in the closing direction so that the throttle valve becomes equal to or smaller than the opening set by the accelerator pedal.

FIG. 3 shows an example of a conventional throttle valve structure and control system in which such automatic cruise control and traction control are performed. Although not shown, a throttle body that serves as a support for the throttle valve 1 has an intake passage 2, and a valve 3 for opening and closing the intake passage 2 is fixed to a valve shaft 4.

The valve shaft 4 is rotatably supported by a bearing provided on the throttle body, and is biased by a coil spring 5 in the valve opening direction. A valve shaft lever 6 is fixed to the right end of the valve shaft 4, and a rotary shaft of a throttle position sensor 7 is connected to the left end.

A protrusion 6 a is formed on one end of the valve shaft lever 6, and a pin 6 b is provided upright on the other end. The actuator 8 is a negative pressure actuated diaphragm actuator and is supported by the slot body. The rod of the actuator 8 is in play with the pin 6b. When negative pressure is introduced into the negative pressure chamber of the actuator 8, the pin 6b is pulled in the direction of closing the valve 3.

A shaft 9 coaxially with the valve shaft 4 is rotatably supported by a bearing provided on the throttle body, and is biased by a coil spring 10 in the valve closing direction. The biasing torque of the coil spring 10 is larger than the biasing torque of the coil spring 5.

An accelerator lever 11 is fixed to the shaft 9. A projection 11a is formed on the accelerator lever 11 so as to project to the rotation path of the projection 6a. A wire 12 is wound around the arc portion of the accelerator lever 11. The accelerator lever 11 is further connected to a rotating shaft of an accelerator position sensor 13 fixed to a throttle body by a link 14 and a lever 15.

The wire 12 is connected to the output link of the intermediate link 16, and the two input links of the intermediate link 16 are connected to the accelerator pedal and the actuator 17 by wires.

The actuator 17 is a negative pressure actuated diaphragm actuator, the negative pressure of which is provided by an electric negative pressure pump assembly 18 connected by a hose to the negative pressure chamber of the actuator. The electric negative pressure pump assembly 18 is composed of an electric negative pressure pump and a solenoid valve opened and closed by an engine control unit, and controls the negative pressure in the negative pressure chamber of the actuator 17.

The negative pressure chamber of the actuator 8 is communicated with a vacuum tank 21 via a vacuum solenoid valve 20. Further, the passage leading to the vacuum solenoid valve 20 is opened to the atmosphere via the ventilation solenoid valve 19.

The vacuum tank 21 is connected to the downstream side of the throttle valve 1 of the engine intake pipe and kept in a negative pressure state, and the opening and closing of the vacuum solenoid valve 20 and the ventilation solenoid valve 19 are controlled by the engine control unit. The negative pressure of the actuator 8 is controlled.

In the above structure, when the negative pressure is not introduced into the negative pressure chamber of the actuator 8, the rod of the actuator 8 is not retracted to the position for pulling the pin 6b, and the pin 6b is opened and closed within the range in which the valve 3 is opened and closed. Moves in the slit of the rod.

At this time, if the wire 12 is not pulled, the accelerator lever 11 is rotated by the elasticity of the coil spring 10 until it comes into contact with the fully closed stopper of the valve 3. The projection 6a of the valve shaft lever 6 is also pushed by the projection 11a to rotate in the valve closing direction, and the valve 3 closes the intake passage 2.

When the accelerator pedal is depressed, the accelerator pedal pulls the wire 12 via the intermediate link 16. The accelerator lever 11 rotates in the valve opening direction against the elastic force of the coil spring 10, and the valve shaft 4 rotates in the valve opening direction so that the protrusion 6a follows the protrusion 11a by the elastic force of the coil spring 5. 3 is opened. In this way, the opening of the valve 3 can be adjusted by the accelerator pedal.

When negative pressure is introduced into the negative pressure chamber of the actuator 17 by the electric negative pressure pump assembly 18, the actuator 17 pulls the wire 12 via the intermediate link 16. The accelerator lever 11 rotates in the valve opening direction to open the valve 3. In this way, the valve 3 is opened by the electric negative pressure pump assembly 18 to a degree larger than the opening set by the accelerator pedal.

When the vacuum solenoid valve 20 is opened and negative pressure is introduced into the negative pressure chamber of the actuator 8, the rod of the actuator 8 reaches a position where the negative pressure acting on the diaphragm balances the elastic force of the spring provided inside the actuator. fall back. Then, when the pin 6b comes to be pulled, the valve 3 is rotated in the closing direction and closed below the opening set by the accelerator pedal.

[0019]

[Problems to be solved by the device]

 When both traction control and auto cruise control are performed, the actuator is placed on the vehicle body away from the throttle valve as described above, and the actuator and throttle valve are connected by the wire via the intermediate link. However, there is a drawback in that the manufacturing cost becomes high because an expensive mechanism such as the above is required and an extra crawling of the wire is required.

The present invention has been made to solve the above problems, and the purpose thereof is to provide a throttle valve capable of performing both traction control and automatic cruise control without extra crawling of wires. And to provide a diaphragm actuator used for it.

Another object of the present invention is to provide a throttle valve capable of achieving a space saving as a whole when performing both traction control and auto cruise control.

[0022]

[Means for Solving the Problems]

 In the diaphragm actuator of the present invention, the two rods are attached to each other so that the central portions of the two diaphragms are overlapped with each other, and the diaphragm is bent so that the space sandwiched between the two diaphragms bulges outward. First and second outer shells that cover the outer sides of the respective diaphragms, and a cylindrical bellows extending to the diaphragm side is connected to an opening provided in the center of the first outer shell, and the two diaphragms Is urged by a spring to a neutral position, the actuating rod is extended to the outside through the bellows, the space sandwiched by the two diaphragms is released to atmospheric pressure, and is formed by a first outer shell, a diaphragm and a bellows. The negative pressure is introduced into the first negative pressure chamber, the second outer shell, and the second negative pressure chamber formed by the diaphragm.

Further, in the throttle valve of the present invention, a valve shaft lever is fixed to a valve shaft which is rotatably supported by a throttle body and rotates integrally with the valve, and the valve shaft is biased by a spring in a valve opening direction. Then, the accelerator lever driven by the accelerator pedal is rotatably supported coaxially with the valve shaft in a non-fixed state with the valve shaft, and the accelerator lever is biased by a spring in the valve closing direction from the torque for urging the valve shaft lever. Energizing with a large torque, the abutment between the valve shaft lever and the protrusion provided on the accelerator lever enables the accelerator lever to drive the valve shaft lever in the valve closing direction, and the diaphragm actuator is moved relative to the valve shaft lever. It is configured to operate.

[0024]

[Action]

 When the first negative pressure chamber of the diaphragm actuator of the present invention is released to the atmosphere and the negative pressure is introduced into the second negative pressure chamber, the elastic force of the spring for biasing the diaphragm to the neutral position and the force applied to the operating rod are applied. The working rod is pulled up to the position where the resultant force of and the force due to the negative pressure applied to the diaphragm are balanced.

Further, when the second negative pressure chamber is opened to the atmosphere and a negative pressure is introduced into the first negative pressure chamber, the elastic force of the spring for urging the diaphragm to the neutral position and the force applied to the actuation rod. The working rod is pushed to a position where the resultant force and the force due to the negative pressure applied to the diaphragm balance.

In this way, the actuation rod can act in two directions. Also, since the diaphragm is flexible, the actuating rod can be tilted within a limited range by the surrounding bellows.

Furthermore, since the two diaphragms are respectively bent so as to expand toward the first and second negative pressure chambers, the curvature may be reversed when negative pressure is introduced into these negative pressure chambers. Without diaphragm fatigue. Therefore, the stroke of the operating rod can be increased.

Further, in the throttle valve using the diaphragm actuator of the present invention, the first negative pressure chamber is released to the atmosphere so that the diaphragm actuator acts on the valve shaft lever in the valve closing direction, and the second negative pressure chamber is opened. By controlling the negative pressure in the pressure chamber with a solenoid valve that is opened and closed by the engine control unit, the throttle valve can be throttled below the opening set by the accelerator pedal and traction control can be performed. In this case, the projections provided on the valve shaft lever and the accelerator lever are separated from each other, and the diaphragm actuator rotates the valve shaft in the valve closing direction against the elastic force of the spring that biases the valve shaft in the valve opening direction.

Further, the second negative pressure chamber is opened to the atmosphere so that the diaphragm actuator acts on the valve shaft lever in the valve opening direction, and the negative pressure of the first negative pressure chamber is opened and closed by the engine control unit. By controlling the solenoid valve, the throttle valve can be opened more than the opening set by the accelerator pedal, and auto cruise control can be performed. The diaphragm actuator rotates the accelerator lever in the valve opening direction against the elastic force of the spring that urges the accelerator lever in the valve closing direction.

Therefore, if the two negative pressure chambers of the diaphragm actuator provided in the throttle body are connected to the negative pressure source by means of a hose, an expensive mechanism such as an intermediate link is not used, and extra crawling of the wire is avoided. Both traction control and auto cruise control can be performed without performing

[0031]

【Example】

 Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a diaphragm actuator which is an embodiment of the present invention. As shown in the drawing, the centers of the diaphragm 33 and the diaphragm 34 are overlapped and sandwiched by the receive plates 38, 38, and the actuating rod 39 is attached therethrough.

The periphery of the diaphragm 33 is sandwiched between the first outer shell 31 and the ring 40, and the bellows 35 attached to the central opening of the first outer shell 31 extends inward. The periphery of the diaphragm 34 is sandwiched between the second outer shell 32 and the ring 40. A vent 40a is provided in the ring 40, and the space surrounded by the diaphragm 33, the diaphragm 34 and the ring 40 is open to the atmosphere.

The compression coil spring 36 pushes the end surface of the bellows 35 toward the diaphragm 33 side, and the compression coil spring 37 is attached with each spring so as to push the diaphragm 34 toward the bellows 35 side.

The state shown in the figure shows a state in which atmospheric pressure is introduced into the atmospheric pressure introducing ports 31a and 32a provided in the first and second outer shells, respectively, and the diaphragm 33 and the diaphragm 34 are compression coils. The spring 36 and the compression coil spring 37 are in a position where the elastic forces balance each other. At this time, the rib 35a provided on the end surface of the bellows 35 is in close contact with the receive plate 38, and the first outer shell 31, the bellows 35 and the diaphragm 33 form a first negative pressure chamber, and the second outer shell 32 and the diaphragm. Reference numeral 34 forms a second negative pressure chamber.

When a negative pressure is introduced into the atmospheric pressure inlet 32a, the diaphragm 34 is pulled by the negative pressure, and the operating rod 39 acts in the right direction. At this time, the rib 35a and the receive plate 38 are separated from each other, and the atmospheric pressure is introduced into the first negative pressure chamber.

The pressure of the second negative pressure chamber is balanced with the elasticity of the compression coil spring 37 and the load of the operating rod 39, and the pressure of the second negative pressure chamber is adjusted to adjust the pressure of the operating rod 39. The stroke is adjusted.

When the atmospheric pressure inlet 32a is released to the atmospheric pressure and a negative pressure is introduced into the atmospheric pressure inlet 31a, the diaphragm 33 is pulled by the negative pressure, and the operating rod 39 acts leftward. The pressure of the first negative pressure chamber, the elastic force of the compression coil spring 37, the elastic force of the compression coil spring 36, and the load of the operating rod 39 are balanced, and the pressure in the first negative pressure chamber is adjusted. The stroke of the operating rod 39 is adjusted.

In this way, the diaphragm actuator utilizing negative pressure can be operated bidirectionally. Note that the diaphragm and bellows may always be in close contact. In that case, the first negative pressure chamber may be released to the atmosphere when the negative pressure is introduced into the second negative pressure chamber.

Since the diaphragm is bent so as to expand toward the negative pressure chamber in a natural state, even if a negative pressure is introduced into the negative pressure chamber, the curvature does not reverse and it can withstand long-term use. Further, since the fatigue is small, the stroke can be increased.

FIG. 2 shows an example in which the diaphragm actuator shown in FIG. 1 is used for a throttle valve. The throttle valve 1 has the same structure as that shown in FIG. 3, and a detailed description thereof will be omitted.

In the throttle valve shown in FIG. 2, a diaphragm actuator 30 is used instead of the actuator 8 in FIG. 3, and the wire 12 is directly connected to the accelerator pedal.

The atmospheric pressure inlet 31 a of the diaphragm actuator 30 is connected to the electric negative pressure pump assembly 18. The electric negative pressure pump assembly 18 is composed of an electric negative pressure pump and a solenoid valve that is opened and closed by an engine control unit, and controls the negative pressure in the first negative pressure chamber of the diaphragm actuator 30.

The atmospheric pressure inlet 32 a of the diaphragm actuator 30 is communicated with the vacuum tank 21 via the vacuum solenoid valve 20. The vacuum tank 21 communicates with the inlet manifold and is kept in a negative pressure state. The passage between the vacuum solenoid valve 20 and the air pressure inlet 32a communicates with the atmosphere via the ventilation solenoid valve 19. Opening and closing of the vacuum solenoid valve 20 and the ventilation solenoid valve 19 are controlled by the engine control unit.

Signals from the throttle position sensor, accelerator position sensor, vehicle speed sensor, wheel rotation speed sensor, steering angle sensor, etc., and signals from the auto cruise setting switch, etc. are input to the engine control unit.

In the auto-cruise state, the engine control unit compares the set speed with the vehicle speed, and the engine control unit controls the negative pressure in the first negative pressure chamber of the diaphragm actuator 30 so that the vehicle speed becomes constant. . At this time, the ventilation solenoid valve 19 is opened and the second negative pressure chamber of the diaphragm actuator 30 is at atmospheric pressure.

The diaphragm actuator 30 rotates the valve shaft lever 6 in the valve opening direction against the elastic force of the coil spring 10, and the throttle valve is opened beyond the opening degree set by the accelerator pedal.

When a slip state is detected from the vehicle speed sensor and the wheel rotation speed sensor, or when the vehicle speed is excessive with respect to the steering angle, the traction control state is set so that the slip becomes a certain level or less, or The engine control unit controls opening and closing of the vacuum solenoid valve 20 and the ventilation solenoid valve 19 so that the vehicle speed does not become excessive with respect to the steering angle.

At this time, the first negative pressure chamber of the diaphragm actuator 30 is released to the atmospheric pressure as described above. The diaphragm actuator 30 rotates the valve shaft lever 6 in the valve closing direction against the elastic force of the coil spring 5, and the throttle valve is closed below the opening set by the accelerator pedal.

In this way, both traction control and automatic cruise control can be performed by the bidirectionally operating diaphragm actuator provided in the throttle valve without laying extra wires.

[0050]

[Effect of device]

 As described above, according to the diaphragm actuator of the present invention, the actuator rod can be operated bidirectionally while allowing the inclination of the actuator rod. It is possible to drive with one actuator.

In addition, since the two diaphragms are bent so as to swell toward the negative pressure chamber in the natural state, the curvature does not reverse even when negative pressure is introduced into the negative pressure chamber, and the diaphragm is used for a long time. Can withstand. Also, since the fatigue is small, the stroke can be increased.

Further, since the throttle valve using the same can control the opening of the valve to be equal to or more than the opening set by the accelerator pedal by the two negative pressure sources, both the traction control and the auto cruise control are compact. It can be achieved by various mechanisms.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing a diaphragm actuator that is an embodiment of the present invention.

FIG. 2 is a system diagram showing a case in which a throttle valve using the same diaphragm actuator is used in an automobile engine.

FIG. 3 is a diagram showing an example of a conventional throttle valve, an automatic cruise control mechanism, and a traction control mechanism.

[Explanation of symbols]

 1 Throttle valve 2 Intake passage 3 Valve 4 Valve shaft 5 Coil spring 6 Valve shaft lever 7 Throttle position sensor 8 Actuator 9 Axis 10 Coil spring 11 Accelerator lever 12 Wire 13 Accelerator position sensor 14 Link 15 Lever 16 Intermediate link 17 Actuator 18 Electric negative Pressure Pump Assembly 19 Ventilation Solenoid Valve 20 Vacuum Solenoid Valve 21 Vacuum Tank 30 Diaphragm Actuator 31 First Outer Shell 32 Second Outer Shell 33 Diaphragm 34 Diaphragm 35 Bellows 36, 37 Compression Coil Spring 38 Receive Plate 39 Actuating Rod 40 Ring

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification number Reference number within the agency FI technical display location F02D 29/02 311 A 9248-3G F15B 15/10 A 9026-3H (72) Inventor Yasuo Sekida Kanagawa 2480 Kuno, Odawara-shi, Japan Mikuni Odawara factory (72) Inventor Kazukazu Kito 2480 Kuno, Odawara-shi, Kanagawa Mikuni Odawara factory (72) Inventor Toru Hashimoto 5-3-8, Shiba, Minato-ku, Tokyo Mitsubishi Automotive Industry Co., Ltd. (72) Inventor Koichi Namiki 5-3-8, Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation (72) Inventor Takuya Matsumoto 5-3-8, Shiba, Minato-ku, Tokyo Within Mitsubishi Motors Corporation

Claims (2)

[Scope of utility model registration request] 1. A diaphragm is bent so that a space sandwiched by the two diaphragms bulges outward so as to fix the peripheral edge of the two diaphragms. First and second outer shells are provided to cover the outside of each of the above, and a cylindrical bellows extending to the diaphragm side is continuously provided in the opening provided in the center of the first outer shell, and the two diaphragms are set to a neutral position. The first rod formed by the first outer shell, the diaphragm and the bellows is urged by a spring, the working rod is extended to the outside through the bellows, and the space sandwiched by the two diaphragms is released to the atmospheric pressure. A diaphragm actuator configured to introduce a negative pressure into a pressure chamber, a second outer shell, and a second negative pressure chamber formed by a diaphragm. 2. A valve shaft lever is fixed to a valve shaft that is rotatably supported by a throttle body and that rotates integrally with the valve, and the valve shaft is biased by a spring in the valve opening direction and driven by an accelerator pedal. An accelerating lever that is rotatably supported coaxially with the valve shaft in a non-fixed state with the valve shaft, and urges the accelerator lever in a valve closing direction with a torque that is greater than the torque that urges the valve shaft lever with a spring; The abutment between a protrusion provided on the valve shaft lever and the accelerator lever enables the accelerator lever to drive the valve shaft lever in the valve closing direction, and the valve shaft lever is opposed to the valve shaft lever.
A throttle valve configured to operate the diaphragm actuator of.