JP2003176731A - Throttle for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To facilitate incorporating work into an engine room and wiring work, and to rationalize a mounting space, by integrating and rationally mounting various components to be installed to an electric throttle device. <P>SOLUTION: In this throttle, a throttle body 1 single body is installed with a throttle actuator motor 7, a throttle position sensor (TPS) 32, and an air flow sensor (AFS). Directions of cord connecting connector terminals of the motor 7, the TPS 32 and the AFS to external electric cords coincide. A resin cover 35 covering the TPS 32 is provided with a connector case 35A storing the motor connector terminal and the TPS connector terminal 37 in a lump. The motor case 8 has a taper shape wherein a bore diameter on an insertion port 8A side is larger than a diameter on the back side, and a stopper contacts with the periphery of a motor end cover 7A to suppress a radial play of the motor 7. A mechanism holding an initial opening of a throttle valve is provided in the body 1 together with an adjusting screw. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine throttle device for electrically controlling the opening of a throttle valve by means of a throttle actuator.

[0002]

2. Description of the Related Art In recent years, as electronic control of engines has advanced, the throttle device also detects the position of the accelerator pedal (accelerator depression amount) by an accelerator position sensor, and controls the accelerator position sensor signal and traction control. Techniques for controlling the opening of a throttle valve by driving a throttle actuator (DC motor, stepping motor, etc.) based on a signal have been developed.

More recently, in the method of electrically controlling the opening of the throttle valve as described above, the opening of the throttle valve (initial opening) when the engine key is off (in other words, when the motor for the throttle actuator is not energized). The minimum opening position of the throttle valve control range by the motor (usually,
A technique has been proposed in which the opening degree is larger than the steady idle opening after warm-up (for example, Japanese Patent Application Publication No. 2-500677).
Japanese Patent Laid-Open No. 3-2715528, Japanese Patent Laid-Open No. 4-2528
No. 03219).

The reason for setting the initial opening is as follows.
One is to meet the demand for preventing the throttle valve from sticking to the inner wall of the throttle body due to viscous substances or ice. In addition, even if the throttle control system should fail, there is a purpose to secure the self-driving (limp home) or the air flow rate to prevent the engine stall.

In principle, the initial opening setting mechanism (sometimes referred to as the default mechanism) has a return spring for urging the throttle valve in the closing direction and an initial opening spring for urging the throttle valve in the opening direction. The position where the forces of (1) are balanced (near the fully closed position of the throttle valve) is set as the initial opening position.

In a throttle device having this kind of initial opening mechanism, for example, when an engine key switch is turned on, a motor causes the throttle valve to move from an initial opening position to a mechanical minimum opening position (a position where it comes into contact with the adjusting screw). The throttle valve is narrowed down, and thereafter, the opening degree of the throttle valve is controlled to a position according to the cooling water temperature of the engine.

[0007]

In the engine control department, sensors such as an air flow sensor and a throttle position sensor must be installed in the engine intake system along with the electronic control. Mounting mechanical parts increases the number of parts, but limits the space in the engine room.

In the electronically controlled throttle device (hereinafter also referred to as an electronically controlled throttle device), the technology for integrating and rationalizing sensor parts, actuator parts, other initial opening mechanisms, etc. is still mature. Therefore, the advent of optimal mounting technology is desired. In particular, until now, the body of the air flow meter and the throttle body are generally separated, so when such conventional technology is followed by an electronically controlled throttle, the sensor parts, actuator, etc. Electric control parts and mechanical parts are scattered, increasing the work of assembling work and wiring work when installing the device in the engine room, and it is not easy to avoid interference with other parts due to engine room restrictions. It was

The present invention has been made in view of the above points, and an object thereof is to consolidate and rationally mount the above-mentioned various parts, and to simplify an assembling work into an engine room and a wiring work. An object is to provide an electronically controlled throttle device that can rationalize the mounting space.

Another object is to ensure stable operation of the throttle mechanism by motor control and to improve accuracy.

[0011]

The present invention is roughly classified as follows.

One is related to a mounting technique of a throttle actuator, a throttle position sensor, an air flow sensor and the like.

1) Basically, a throttle body for an engine intake system having a built-in throttle valve, a motor for a throttle actuator, a throttle position sensor for detecting the opening of the throttle valve, and an upstream position of the throttle valve. And an air flow sensor for measuring the intake air flow rate.

According to this structure, the electronically controlled parts can be centrally arranged at one location such as the throttle body, and the air flow meter body and the throttle body, which are separate bodies as in the conventional case, are separately provided in the passage of the intake system. It becomes possible to eliminate these assembling work and to install these in one assembling work of the throttle device. Further, various external electric cords (sensor output take-out line, power supply line, ground line) can be put together on the throttle body side as compared with the past, and the wiring connection work can be rationalized accordingly.

2) In addition to the structure of 1) above, the throttle body is of a type in which the internal intake passage lays down when it is mounted in the engine room, and the upper surface of the outer wall of the body which is the top side when mounted. It is proposed that the case part of the motor and the mounting part of the air flow sensor are formed.

According to this structure, after the throttle body is mounted in the engine room, the accessory air flow sensor can be easily and independently taken out from the throttle body in the engine room. Increase the convenience of replacement. Further, since the motor case projects on the upper surface of the throttle body, a step is generated between the motor case and the remaining upper surface of the body, and this step space can be effectively utilized as a mounting space for the air flow sensor without play. Eliminates wasted space around the throttle body to increase the density of component mounting.

3) Further, in addition to the configuration of 1) above, it is proposed that the direction of the connector terminals for connecting the cords with respect to the external electric cords of the motor, the throttle position sensor and the air flow sensor on the throttle body be matched. To do.

Since various external electric cords (sensor output lead wire, sensor power supply wire, motor control power supply wire, power supply ground wire, etc.) are drawn from the engine control unit toward the throttle body, the motor, throttle position sensor, air flow If the directionality of the connector terminals for cord connection with respect to the external electric cord of the sensor is made to coincide with each other, various electric cords will not be routed from different directions, and the cord connecting work will be very simple.

4) As an optimum example thereof, the throttle body is of a type in which an internal intake passage is laid when mounted in an engine room, and the motor and the air flow are provided on an upper surface of the outer wall of the body which is a top side when mounted. The circuit module of the sensor is mounted, and the connector terminals for connecting cords to the external electric cords of the motor and the air flow sensor are aligned in the direction toward one side of the throttle body, and these connector terminals are oriented. The throttle position sensor is arranged on the side surface of the outer wall of the throttle body, and the connector terminal for connecting the cord to the external electric cord of the throttle position sensor also has the same direction as the connector terminal of the motor and the connector terminal of the air flow sensor. Propose something. According to this configuration, the actions and effects described in 2) and 3) can be expected together.

5) Further, a throttle position sensor is mounted on an outer wall of a throttle body having a motor for a throttle valve and a throttle actuator, and a connector terminal for connecting a cord to an external electric cord of the throttle position sensor and the motor are mounted on the sensor case. It is proposed that the connector terminal for connecting the cord to the external electric cord of (1) is installed side by side in the same direction.

The case of the throttle position sensor can be used not only as a connector portion for connecting cords to its own external electric cord, but also as a connector portion for external electric cords of the throttle actuator, and for connecting cords to those electric cords. By matching the directionality of the connector terminals, it is possible to further simplify the work of connecting the various electric cords.

6) Further, in addition to the configuration of 5), the throttle position sensor case has a connector terminal for connecting a cord to an external electric cord of the sensor itself and a cord for connecting a cord to an external electric cord of the motor. The connector terminals and the direction of the connector are arranged together in one place, and the sensor housing portion for mounting the throttle position sensor is covered with a resin cover. A part of the resin cover is provided on the sensor case side. It is proposed that one female connector case is formed for introducing and setting the provided connector terminal group.

In addition to the function and effect described in 5) above, a connector connector of the throttle position sensor and a connector terminal of the motor for the throttle actuator are collectively installed in a female connector case provided on a resin cover that covers the sensor case. As a result, the connector part (connector case) has been unified, and correspondingly, the external electric cord of the throttle position sensor and the external electric cord of the motor are combined into one connector part (male connector case). By unifying the above, the male connector case can be connected to the female connector case to simplify the work of connecting the electric cord.

It is expected that different manufacturers will use different shapes of the connector case of the electric cord. In this case as well, the sensor case of the throttle position sensor is used as it is, and the sensor accommodating space is maintained. It is sufficient to replace only the resin cover that covers it with one that has a connector case that matches the shape of the male connector on the electric cord side.
Throttle position sensor products themselves can be common to all companies, which enhances compatibility.

7) Further, as in the above 6), the throttle position sensor case has a connector terminal for connecting a cord to the external electric cord of the sensor itself and a connector terminal for connecting a cord to the external electric cord of the motor. In addition to installing them together in one place with matching directionality, in consideration of the convenience of wiring work on the motor side direct-attached terminal and the above-mentioned connector terminal in the throttle body, suggest. That is, the case of the motor is formed integrally with the throttle body, and the power source input terminal of the motor directly attached to the motor housed in the motor case faces the mounting portion of the throttle position sensor to directly attach the motor. The rear end of the motor connector terminal provided on the sensor case is connected to the power input terminal in the sensor housing space via a lead wire with a connector.

8) Further, as an alternative to the above 7), the following is proposed.

That is, in the throttle device in which the throttle position sensor is mounted on the outer wall of the throttle body having the throttle valve and the motor for the throttle actuator, a code for the external electric cord of the throttle position sensor is provided on the front side of the case of the throttle position sensor. The connector terminal for connection and the connector terminal for connecting the cord to the external electric cord of the motor are provided together in one place, while being connected to the power input terminal directly attached to the motor on the back side of the sensor case. Connector terminals are provided, the case of the motor is formed integrally with the throttle body, and the power input terminal directly attached to the motor faces the mounting portion of the throttle position sensor from the motor case. Direct attachment Power input terminal and a connector terminal provided on the back side of the sensor case, and directly fits writing terminal structure when fitted with the sensor case to the throttle body outer wall.

According to such a configuration, the external electric cords to be connected to the throttle position sensor and the motor for the throttle actuator are collected together in the engine room on one side of the throttle body (the front side of the case of the throttle position sensor). In addition to being able to connect at the connector location, even when installing the throttle position sensor on the throttle body before installing the throttle device in the engine room, if you install the sensor case, the connector terminal for the motor provided on the back side of the sensor case will be the sensor. Since the power input terminal directly attached to the motor is fitted in the accommodation space with one touch, the electric wiring connection inside and outside the throttle body can be simplified.

9) Further, similarly to the above 8), a connector terminal corresponding to the motor direct power supply input terminal is arranged on the back side of the throttle position sensor case, and the motor direct power supply input terminal and the back side of the sensor case. Directly through the sleeve joint with the connector terminal provided on (without lead wire)
We propose a terminal structure for connection.

With this, the same action and effect as the above 8) can be obtained.

10) Regarding the above-mentioned throttle actuator motor, the following is proposed in consideration of mountability.

That is, in the throttle device of the engine in which the throttle valve and the motor for the throttle actuator are mounted on the throttle body of the intake system of the engine,
A case of the motor is formed integrally with the throttle body, and the motor case has a tapered inner diameter that gradually widens from the inner diameter toward the diameter of the motor insertion opening. A flanged end cover is provided on the motor insertion opening side end portion of the motor that is larger than the diameter, and the motor is set in the motor case by taking out the end cover from the motor insertion opening. The throttle body is provided with a stopper that comes into contact with the outer periphery of the flange of the end cover to prevent radial rattling of the motor.

According to such a structure, the motor can be smoothly inserted and set in the case portion provided in the throttle body with a margin, and moreover, between the inner diameter of the motor case, particularly the inner diameter of the motor insertion opening side and the outer diameter of the motor. Even if there is a gap in
The outer periphery of the flange of the end cover of the motor protruding from the motor case portion is in contact with the inner periphery of the stopper provided on the throttle body side, whereby radial rattling of the motor is prevented. Since the inner diameter of the motor case contacts the outer diameter of the rear side of the motor, rattling does not occur.

11) Further, the following throttle device is proposed in consideration of the mountability of the gear mechanism of the throttle actuator and the return spring of the throttle valve.

That is, in a throttle device of an engine having a throttle valve and a motor for a throttle actuator in a throttle body of an intake system of the engine, a gear mechanism for transmitting power of the motor to a throttle shaft is housed on an outer wall of the throttle body. And a housing portion of a return spring of a spiral spring type for biasing the throttle shaft in the closing direction is formed integrally with the gear cover on the inner surface of the gear cover that covers the housing portion of the gear mechanism. One end is extended to the return spring accommodating portion of the gear cover and is coupled to one end of the return spring.

According to this structure, since the return spring is a spiral spring type, the spring can be downsized, and the return spring is housed in the spring case formed in the gear cover. When mounted, the return spring is also automatically mounted at the same time, which can simplify the assembly of parts and rationalize the work.

12) Further, the following throttle device is proposed in consideration of the mountability of the initial opening degree setting mechanism.

The throttle body of the intake system of the engine is provided with a throttle valve, a motor for the throttle actuator, and a return spring for applying a force to the throttle shaft in the throttle valve closing direction, and the motor is driven and controlled by an electric control signal. A throttle control system for controlling the opening of the throttle valve by means of a throttle valve, and an initial opening setting mechanism for maintaining the initial opening of the throttle valve when the motor is not energized above a motor control minimum opening position within the throttle valve control range. In the provided engine throttle device, the initial opening setting mechanism closes the lever for setting the initial opening, which is arranged on the shaft so as to rotate integrally with the throttle shaft, and the throttle valve close to a predetermined position. And a member for receiving the lever,
The lever and the throttle shaft via the lever receiving member, and a spring for initial opening for applying a valve opening force for holding the initial opening against the force of the return spring. , A spring for opening the opening is mounted together with an adjusting screw on a cylinder portion provided on a wall portion of the throttle body, and a part of the lever receiving member projects from the cylinder portion so as to receive the lever. Yes,
A spring for the initial opening is interposed between the lever receiving member and the adjusting screw, and the spring force thereof can be adjusted by the adjusting screw.

The lever may be formed integrally with a fan-shaped throttle gear provided on the throttle shaft in the gear mechanism that transmits the power of the throttle actuator motor.

According to such a construction, when the engine key is turned off (when the motor is not energized), the lever for setting the initial opening provided on the throttle shaft by the force of the return spring of the throttle valve is located on the throttle body side. Abut on the lever receiving member before the throttle valve fully closed position. Since the force of the spring for the initial opening is biased in the valve opening direction in advance in the lever receiver, the initial opening of the throttle valve (() is balanced by the force balance between the spring for the initial opening and the return spring. Initial opening> motor control minimum opening) is determined.

This initial opening can be set to an arbitrary opening by adjusting the spring force of the initial opening spring with an adjusting screw. Further, the motor for the throttle actuator is driven so that the lever receiving member (in a state of being pushed by the lever of the throttle shaft) is brought into contact with the adjusting screw from the initial opening position against the force of the initial opening spring. It is possible to move the throttle valve to the maximum, and the minimum mechanical opening of the throttle valve is when it comes into contact with the adjusting screw. In that sense, the adjusting screw functions as a fully closed stopper.

In the initial opening setting mechanism, only the lever is provided on the throttle shaft (if this lever is integrated with the throttle gear, the gear parts substitute for the parts attached to the throttle shaft of the initial opening mechanism), the throttle Adjusting screw on the body,
Only spring for initial opening and lever receiving member
It only needs to be housed in the cylinders provided at various locations, and the adjuster screw for adjusting the spring force of the initial opening spring also serves as a stopper that determines the mechanical minimum opening position of the throttle valve, so the number of parts is rationalized. Can be planned.

Further, in order to reduce the pressure loss in the intake passage, the following throttle device is proposed.

13) That is, a throttle valve and a motor for a throttle actuator are mounted on the throttle body of the intake system of the engine, and the motor is driven and controlled by an electric control signal to control the opening of the throttle valve. In a throttle device for an engine equipped with a system, assuming that the throttle valve is perpendicular to the axis of the intake passage, the vertical position is set to 0 ° and the throttle valve is parallel to the axis of the intake passage. If the parallel position is defined as an opening of 90 °, the movable stopper element provided on the throttle shaft comes into contact with the fixed stopper element for restricting the maximum opening provided on the throttle body side, and the throttle valve is opened. The throttle that is controlled by the motor has a maximum mechanical opening of 90 ° or more that cannot be physically opened anymore. Maximum opening, characterized in that the is set to 90 °.

In the conventional throttle device, the motor control maximum opening of the throttle valve is set before 90 ° (for example, 86 °), but according to this, even when the maximum opening is controlled by the motor. Since the intake air flow hits the surface of the throttle valve, this becomes a resistance in the intake passage, resulting in pressure loss.

On the other hand, in the present invention, by setting the motor control maximum opening of the throttle valve to 90 °, it becomes substantially parallel to the intake air flow at the time of controlling the maximum opening of the throttle valve. The resistance is made smaller than before to suppress pressure loss.

Further, the movable side stopper element provided on the throttle shaft abuts on the fixed side stopper element provided on the throttle body side so that the throttle valve cannot physically open further, and the maximum mechanical opening is 90 °. And above,
Under this condition, by setting the maximum opening of the throttle valve controlled by the motor to 90 °, the maximum opening of the motor control can be accurately set with a margin without a dimensional error. Moreover, it is possible to prevent the movable side stopper element provided on the throttle shaft from colliding with the fixed side stopper element of the throttle body at the time of controlling the maximum opening of the throttle valve, and prevent the stopper from being worn or damaged over time.

[0048]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a front sectional view (a sectional view taken along the line BB in FIG. 3) showing a throttle device according to an embodiment of the present invention.
2 is a sectional view taken along the line AA of FIG. 4, FIG. 3 is a sectional view taken in the direction of C in FIG. 1 (plan view), FIG. 4 is a sectional view taken in the direction of D in FIG. 3 (front view), and FIG. 3 is a view from the direction of the arrow E (rear view), FIG. 6 is a view from the direction of the arrow F of FIG. 1 (left side view), FIG. 7 is a front view seen without gear cover 26 of FIG. 4, and FIG. 9 is a partial front view of the throttle gear mechanism when the intermediate gears 19 and 20 are removed, FIG. 9 is a sectional view taken along the line GG of FIG. 7 when the throttle gear mechanism and a gear cover are removed, and FIG. Figure 6
11 is an exploded perspective view including a gear mechanism of a throttle actuator, FIG. 12 is an exploded perspective view of a throttle position sensor, and FIG. 13 is an explanatory view showing a control range of a throttle valve opening. 14 is a partial cross-sectional view showing another embodiment of the present invention.

In these figures, the throttle body 1
Is made of, for example, aluminum die casting, and an intake passage (bore) 2 is formed inside. A throttle shaft 3 penetrates through the throttle body 1 at right angles to the intake passage 2 and is rotatably supported via bearings 4 and 5 as shown in FIG. A throttle valve 6 for controlling the amount of air is attached by a screw 63. Seals 91 and 93 and seal retainers 90 and 92 are provided adjacent to the bearings 4 and 5 of the throttle shaft.

The throttle body 1 is provided with a housing case (hereinafter referred to as a motor case portion) 8 for the throttle actuator motor 7 on the upper surface thereof, that is, the upper surface 1A of the throttle outer wall which is the upper side when the throttle device is mounted in the engine room. , And a mounting portion 10 for the air flow sensor 9 are provided side by side. The upstream side of the throttle valve 6 of the throttle body 1 is extended to secure a space for the mounting portion 10 of the air flow sensor 9.

As the air flow sensor 9, for example, a heating resistor type using a well-known hot wire or the like is adopted. In this example, a heating resistor (hot wire) 11 for measuring the air flow rate, a heat-sensitive resistor (cold wire) 12 for temperature compensation, and a bend that guides a part of the air in the intake passage 2 by incorporating these resistors. The passage measuring pipe 13 and the sensor circuit module 14 are integrated. The measuring pipe 13 is inserted from a direction orthogonal to the axial direction of the throttle body 1 through a through hole 15 provided in the side wall of the throttle body 1, and is arranged in the bore 2 of the throttle body 1. The circuit module 14 of the air flow sensor 9 is located on the outer wall surface of the throttle body and is attached by the screw 16.

At the upstream side opening of the throttle body 1, a honeycomb-shaped lattice member 83 for rectifying the intake air flow is attached.

On a part of the case (air flow sensor case) 14 'of the circuit module 14, a connector 14A (see FIGS. 3, 5 and 6) for connecting to an external electric cord (not shown) is directed to the side. Integrated with the case 14 '. As shown in FIG. 5, the connector 14A is internally provided with a sensor power supply terminal 80, a ground terminal 81, and a sensor output terminal 82.

The intake air flow rate signal output from the air flow sensor 9 is sent to an engine control unit (not shown) and used for calculating the fuel injection amount for engine control. In addition,
Reference numeral 85 shown in FIG. 6 is an air temperature measuring element used for engine control.

The motor case portion 8 is arranged so that its axial direction is parallel to the throttle shaft 3, and the motor 7 housed in the case portion 8 is, for example, a DC motor or a stepping motor. The power of the motor 7 is transmitted to the throttle shaft 3 via a gear mechanism G composed of gears 18, 19, 20, 21 as shown in FIGS.

As shown in FIG. 2, the motor case portion 8 has a cylindrical shape and has an opening 8A into which the motor 7 is inserted on the side facing the accommodating portion 25 of the gear mechanism G, which is opposite to the motor insertion opening 8A side. The end (counter motor insertion side; case back) 8A 'has a diameter (rear diameter) substantially the same as the outer diameter of the motor 7, and the case end 8A' (rear diameter) extends from the case end 8A 'to the motor insertion opening 8A. Along with this, the inner diameter is gradually increased and the shape of the taper is gradually increased. In this way, the width of the case opening is made larger than the outer diameter of the motor to facilitate insertion of the motor 7.

The inner surface of the end 8A 'of the motor case 8 opposite to the motor insertion opening and one end of the motor 7 (the rear end cover 7)
The elastic member 22 is interposed between the motor 7 and
The front side end cover 7A has a flange as shown in FIGS. 7, 8 and 11, and the flanged end cover 7A extends from the motor insertion opening 8A, and a screw hole 86 'of this flange (see FIG. 11). And a screw 8 through a screw hole 86 provided in the gear accommodating portion 25 of the throttle body 1.
The motor 7 is directly attached to the throttle body 1 by tightening 7. The elastic member 22 is provided with a fitting hole 22a for penetrating the power input terminal 70 directly attached to the motor and fitting with the terminal block 70 '.

As shown in FIGS. 7, 8 and 11, the boss portion 8 is provided at the opening peripheral edge of a gear shaft mounting hole (mounting hole of the gear shaft 27 for supporting the intermediate gears 19 and 20) 28 described later.
8 is provided, and an arc-shaped projection 89 is integrally formed with the boss 88.
Is molded. The arcuate projection 89 is formed along the opening edge of the motor case portion 8. When the motor 7 is mounted on the motor case portion 8, the front flanged motor end cover 7A is projected from the motor insertion opening 8A. The inner periphery 89 'of the protrusion 89 is set so as to be in conformity with the outer periphery of the end cover 7A. Also, of the cylindrical wall 1B forming the housing portion 25 of the gear mechanism G, the cylindrical wall inner surface 1B 'on the side facing the arcuate projection 89 also contacts a part of the flange of the end cover 7A in a conforming state. The inner surfaces 89 'and 1B' facing each other prevent radial rattling of the motor 7 (see FIGS. 7, 8 and 9).

As shown in FIGS. 2, 7 and 11, the accommodating portion 25 of the gear mechanism G is provided on the outer wall of the throttle body 1 facing the one end 3A side of the throttle shaft 3. This gear accommodating portion 25 is secured by extending a cylindrical wall 1B on the entire outer wall of the throttle body 1, and as shown in FIGS. 3 and 11, appropriate fixing means such as rivets, screws, etc., on the outer wall of the throttle body 1. It is covered by the gear cover 26 attached by 61. The gear cover 26 is made of synthetic resin, for example. The sleeve-shaped boss portion (bearing box) 1D of the one bearing 5 of the throttle shaft 3 is also arranged in the cylindrical wall 1B. The boss portion 1D has a throttle shaft insertion hole 94.

The gear (pinion) 18 of the gear mechanism G
Is fixed to the shaft 17 of the motor 7, and the intermediate gear 19 meshing with the shaft 17 has a gear ratio larger than that of the gear 18 to perform the functions of deceleration and torque increase. (Throttle gear) 21
Is transmitted to the throttle shaft 3 via.

The intermediate gears 19 and 20 are integrally formed, and are rotatably fitted to a gear supporting shaft 27 arranged in parallel with the throttle shaft 3. One end of the gear support shaft 27 is press-fitted and fixed in a gear mounting hole 28 provided in the side wall of the slot body 1, and the other end is fitted and supported inside the gear cover 26, so that the intermediate gear 19
In order to prevent 0 from coming off the shaft 27, it is pressed by the cover 26 via a nylon washer.

The throttle gear 21 is applied to a stepped portion at one end of the throttle shaft 3 and is fixed by tightening a nut 29 via a washer 50. The throttle gear 21 uses a fan-shaped gear as an example.

The throttle device of the present example shows, as an example, a fully electric control system which does not use an accelerator wire, and the gear 1 is driven by the power of the drive motor 7 of the throttle control system.
Rotational torque is applied to the throttle shaft 3 via 8, 19, 20, and 21.

A drive current is supplied to the motor 7 from a throttle control module (hereinafter referred to as TCM) not shown. The TCM creates the drive current command value as follows. That is, an accelerator position signal from an accelerator position sensor (not shown), a throttle opening signal from the throttle position sensor 32, an engine speed, a slip signal, etc. are input to perform normal engine operation control, traction control, etc. according to the operation mode. Create something.

An accelerator pedal (not shown) is used to generate a signal relating to the accelerator position,
Unlike the conventional mechanical system, the accelerator wire is not directly involved in opening and closing the throttle valve 6, so the accelerator pedal position sensor can be set separately from the throttle mechanism. ing.

One end 3A of the throttle shaft 3 on the side having the throttle gear 21 extends to the case portion 30 of the return spring 31 provided on the inner surface of the gear cover 26, and one end of the return spring 31 arranged in the spring case portion 30. And the other end of the return spring 31 is connected to the spring case portion 30.
It is fixed to. In addition, the inside of the spring case portion 30 has a spring plate 95 as shown in FIGS.
Is covered with. The return spring 31 biases the throttle shaft 3 in the closing direction.

A spiral spring is used as the return spring 31 in order to rationalize (reduce) the space of the spring case portion 30, and the spring case portion 3
0 is integrally molded with the gear cover 26 by synthetic resin,
The gear cover 26 is also used as the return spring case 30. The gear cover 26 is provided with ribs 100 for preventing warpage during cover molding.

On one surface of the outer side wall of the throttle body 1 opposite to the gear accommodating portion 25, the cylindrical wall 1 integral with the body 1 is formed.
C is extended, and the throttle body 1
A space 33 for collectively accommodating the sleeve-shaped boss portion 1E for accommodating the bearing 4 of the vehicle, the throttle position sensor 32, the lead wire 40 of the motor 7, its connector 41, and the like is secured (hereinafter, this space is accommodated by the sensor. Part)),
The sensor housing portion 33 is covered with a sensor cover 35 described later.

The throttle position sensor 32 is of a potentiometer type, for example, and as shown in FIG. 2, a mover 32a which rotates integrally with the throttle shaft 3 is attached to one end 3B of the throttle shaft 3, and the throttle shaft 3 has a movable element 32a. Along with the rotation, the conductive brush 32b provided on the outer circumference of the mover 32a makes sliding contact with the resistor 32c provided on the stator (sensor case 34) side, and an electric signal corresponding to the throttle opening is transmitted via the brush 32b. Taken out. The stator is composed of a sensor case 34 of a throttle position sensor, and a resistor 32c is formed in a film shape on the inner wall of the sensor case 34.

The sensor case 34 is composed of a case body 34a and a bottom plate 34b thereof. As shown in FIGS. 2, 5 and 12, a protrusion 34a 'for installing a connector terminal is formed on the front side of the case body 34a. To be done. A connector terminal (power supply and sensor output terminal) 37 for connecting a cord to an electric cord (not shown) outside the throttle position sensor 32 and a connector terminal for connecting a cord to an electric cord outside the motor 7 are provided on the protrusion 34a '. (Power supply terminal) 38 and the power supply terminal 38 are arranged in one place.

These connector terminals 37 and 38 are inserted into a connector case 35A (a connector case 35A is provided on the cover 35 that covers the sensor case mounting portion), which will be described later, from the outside of the throttle body to connect an external electric cord connector (not shown). And connected with this electrical cord.

As described above, since the sensor case 34 is provided with the connector terminal 38 for the electric cord of the motor 7 in addition to the connector terminal 37 of the throttle position sensor 32, the throttle position sensor side in the throttle body 1 is provided. Is the motor wiring 4 between the motor case 8 and
0 and space 33 for direct mounting terminal 70 of motor 7
Is also secured. The motor wiring space 33 is formed near the sleeve-shaped boss portion (bearing box) 1E of the throttle shaft bearing 4.

When the end of the motor 7 on the output shaft (shaft) 17 side is defined as the front side and the opposite end is defined as the rear side, the motor side mounting terminal (power supply terminal) 70 is attached to the rear side end cover 7B. Is provided so as to face the mounting portion side of the throttle position sensor 32, and a connector 41 provided at one end of the lead wire 40 is attached to the motor direct mounting terminal 70.
Are mated and connected. The other end of the lead wire 40 is connected to a terminal 38 (see FIGS. 5 and 12) provided on the sensor case 34 side.

The sensor cover 35 is attached to the outer wall of the throttle body 1 by an appropriate fixing means 42 such as a rivet or a screw so as to cover the throttle position sensor 32, and is molded of, for example, synthetic resin, and a part of the sensor case is covered with the sensor case. Connector case (female type) 35A for accommodating the connector terminal groups 37 and 38 provided in 34 together
Is arranged so as to project from the surface of the cover 35. In this connector case 35A, a male type of electric cord outside the throttle body (this electric cord is a combination of the power supply line of the motor 7, the power supply line of the throttle position sensor 32 and the sensor output line) A connector (not shown) is plugged in and the external electrical cord is connected to the connector terminal 3
7 and 38 are electrically connected.

The mounting positions of the throttle position sensor 32 and the air flow sensor 9 on the outer wall of the throttle body 1 are arranged such that their mounting surfaces are offset by 90 degrees as shown in FIGS. 3, 5 and 6. A connector case 35A provided on the sensor cover 35 of the throttle position sensor 32 and a connector case 1 provided on the sensor case 14 of the air flow sensor 9 in consideration of the convenience of inserting the respective external electric cords (not shown) into the connector.
The directionality of 4A is matched.

That is, in this embodiment, the throttle body 1 is of a type in which the internal intake bore 2 lies when mounted in the engine room, and the motor 7 is mounted on the upper surface of the outer wall of the body which is the top side when mounted. The circuit module (sensor case) 14 of the air flow sensor 9 is mounted, and the connector terminals 38 and 80, 81, 82 for the external electric cords of the motor 7 and the air flow sensor 9 are directed toward one side of the throttle body 1. The throttle position sensor 32 is arranged on the side surface of the outer wall of the throttle body on the side facing these connector terminals. The connector terminal 37 for the external electric cord of the throttle position sensor 32 is also the connector terminals 38, 70 of the motor. And the connector terminals 80 to 82 of the air flow sensor 9 should have the same directionality. .

Further, as described above, the connector terminal 37 of the throttle position sensor 32 and the connector terminal 38 of the motor 7 are collectively provided in the sensor case 34 of the throttle position sensor 32.

Next, an initial opening setting mechanism (sometimes referred to as a default mechanism) mounted on the throttle body 1 and a mechanism for restricting the throttle valve from fully closed to fully open will be described.

The initial opening setting mechanism is a mechanism for making the initial opening of the throttle valve 6 larger than the motor control minimum opening position when the engine key is off, in other words, when the motor 7 is not energized as described above. Is. Here, the motor control minimum opening position of the throttle valve is generally equivalent to the steady idle opening after warm-up (however, the throttle opening during deceleration is taken into consideration, and the idle opening is adjusted as the engine adjusts to aging. Since there is a tendency to gradually shift to a smaller one, the initial motor control minimum opening position may narrow the opening somewhat to the initial idle opening).

As described above, the initial opening setting mechanism responds to the demand for preventing the throttle valve from sticking to the inner wall of the throttle body due to viscous substances or ice. In addition, even if the throttle control system should break down, there is another aim to secure self-driving or to secure an air flow rate to prevent engine stall.

FIG. 7 and FIG. 10 show an initial opening degree setting mechanism.

As shown in FIGS. 7 and 10, a lever (also referred to as a default lever) 21 'for setting the initial opening is integrally formed with the slot gear 21 and rotates together with the throttle shaft 3.

On the other hand, on the cylindrical wall 1B of the gear accommodating portion 25, there is a lever receiver 51 which comes into contact with the default lever 21 'when the throttle shaft 3 returns to the closing direction and the throttle valve 6 closes near a predetermined position. It is provided.

The lever receiver 51 has, for example, a cylindrical shape with a pin, and is supported by an initial opening spring (sometimes referred to as a default spring) 52 while being supported by a guide (cylindrical portion) 54 provided on the cylindrical wall 1B. It is accommodated slidably (movable and retractable) in the direction, and the tip pin portion thereof projects from one end of the sleeve 54 and faces the space of the gear accommodating portion 25.

One end of the default spring 52 is received by the adjusting screw 53 attached to the tubular portion 54, and the other end is introduced into the lever receiver 51 and received by the inner end surface of the lever receiver 51. The spring force is applied in the opposite direction (the opening direction of the throttle valve 6). The position where the spring forces of the default spring 52 and the return spring 31 are balanced is the initial opening position (see FIG. 10).

The default spring 52 is interposed between the lever receiver 51 and the adjusting screw 53. Therefore, the initial opening position can be adjusted by adjusting the spring force of the default spring 52 with the adjusting screw 53. When the throttle valve 6 is within the range from the fully closed stopper position to the initial opening position, the spring force of the default spring 52 exceeds the spring force of the return spring 31 when the motor is not energized. Therefore, in order to control the throttle valve 6 in the range from the initial opening position to the fully closed stopper position, the motor 7
Driving force is required. From the initial opening position to the fully open position of the throttle valve 6, the spring force of the return spring 31 works effectively. The member 55 inserted in the sleeve 54 is
It is a sealing plug.

Here, the mechanism for defining the minimum opening and the maximum opening of the throttle valve will be described.

In this example, the minimum opening and the maximum opening of the throttle valve 6 have two meanings, respectively. One is a member that rotates integrally with the throttle shaft 3 (here, the throttle gear 21 having a default lever 21 ').
Is mechanically received by a stopper that defines the minimum and maximum ranges, and the other is the electrical control within the mechanical minimum to maximum opening range (motor control). The minimum and maximum of the throttle valve 6 are regulated by the motor control. When the latter electric control is used, it is used for actual operation. Here, the motor control is used to distinguish the mechanical minimum and maximum opening. Minimum opening and maximum opening for motor control. The throttle valve opening control from the motor control minimum opening to the maximum opening is executed by the driving force of the motor 7 in response to the opening control signal from the TCM.

As shown in FIG. 13, the mechanical minimum opening and maximum opening are not used during the operation of the vehicle, but within the range of motor control minimum opening to maximum opening during operation. Done. The motor control minimum opening of the throttle valve is larger than the mechanical minimum opening by Δθ (for example, Δθ = 0.5 to
1.0 °), on the other hand, the motor control maximum opening of the throttle valve control is smaller than the mechanical maximum opening by Δθ ′ (Δθ ′).
Is a few degrees, and this point will be described later). FIG.
The throttle fully closed position shown in (1) indicates the zero point when the stopper is open.

The minimum mechanical opening of the throttle valve in this example is that the driving force of the motor 7 causes the throttle shaft 3 to fully drive in the closing direction against the force of the default spring 52 and the throttle gear 21. Integrated lever 21 '
Is the opening when the lever receiving member 51 comes into contact with the lever receiving member 51, and the lever receiving member 51 is pushed by the lever 21 ′ and comes into contact with the adjusting screw 53.

On the other hand, the maximum mechanical opening is obtained by driving the throttle shaft 3 in the opening direction by the driving force of the motor 7 so that one side 21A of the fan-shaped throttle gear 21 is provided with the stopper 81 (see FIG. 7). ) Is the opening of the throttle valve when moved to ().

That is, the valve opening control mechanism of this example is constructed as follows. As shown in FIG. 7, a movable stopper element A (lever 21 ') for restricting the opening degree of the throttle valve 6 on the closing side is formed on the fan-shaped throttle gear 21, and one side 21A of the throttle gear 21 is connected to the throttle. A movable stopper element B for restricting the opening degree of the valve 6 on the opening side is provided. On the other hand, on the throttle body 1 side, the movable stopper element B is provided when the throttle valve 6 is fully opened.
A fixed-side stopper element B ′ (a part 81 of the tubular portion 54) that receives the (gear side 21A) and defines the mechanical maximum opening position of the throttle valve is provided, and the throttle valve is provided on the throttle body 1 side. A member A ′ that receives the movable-side stopper element A (lever 21 ′) when 6 comes close to the fully closed position
(Lever receiver 51) and the receiving member A '(lever receiver 51) for holding the initial opening of the throttle valve 6 when the motor is not energized larger than the motor control minimum opening position.
The movable side stopper element A (lever 21 ') and, by extension, the return shaft 31 to the throttle shaft 3
And a spring 52 for initial opening that gives a valve opening force that resists the force of the receiving member A ′ (lever receiver 5
1), the default spring 52 is attached to the throttle body 1 together with the adjusting screw 53, and the default spring 52 is interposed between the receiving member A ′ and the adjusting screw 53, and the spring force can be adjusted by the adjusting screw 52. When the motor 7 is driven against the force of the default spring 52 to fully rotate the throttle valve 6 to the closing side, the receiving member A ′ (lever receiving 51) causes the movable side stopper element A ( It is set so that it is pressed by the lever 21 ') and abuts on the adjusting screw 53, and this adjusting screw 53 constitutes a fixed-side stopper element A "that defines the mechanical minimum opening position of the throttle valve.

Here, assuming that the throttle valve 6 is perpendicular to the axis of the intake passage 2 of the throttle body, the vertical position is set to 0 °, and the throttle valve 6 is parallel to the axis of the intake passage. This parallel position is opened 9
If defined as 0 °, for example, in this example, the mechanical minimum opening position shown in FIG. 13 is about 6 to 7 °, the motor control minimum opening position is larger than that by 0.5 to 1 °, and the initial opening is made. The degree is 10 or more degrees, and the maximum motor control opening is 90 degrees.
The mechanical maximum opening degree is set to 90 ° or more (for example, 95 ° or around that).

As shown in FIG. 13, in the mechanical minimum opening-maximum opening range, the actually used motor control minimum-maximum opening range is defined with a margin of Δθ, Δθ ′. This prevents the gear mechanism G from coming into contact with the stopper and giving a mechanical impact to the gear mechanism G via the throttle gear 21 (mechanism received by the stopper) during the minimum and maximum opening control of the throttle valve motor control. It is possible to prevent mechanical fatigue, wear, and damage of the member, and prevent galling of the stopper.

Further, by setting the mechanical maximum opening to 90 ° or more, the motor-controlled maximum opening of the electrically controlled throttle valve can be widened to 90 ° with a margin (in the conventional case). (The motor control maximum opening is less than 90 °). By setting in this way, the throttle valve 6 and the air flow become parallel at the motor control maximum opening, and the air resistance passing through the throttle valve is reduced to reduce the air passage. The pressure loss of can be suppressed as much as possible.

In this example, when the engine key switch is turned on, the throttle valve 6 is once narrowed by the motor 7 from the initial opening position to the mechanical minimum opening position (the position where it comes into contact with the adjusting screw 53). This is for learning the reference position of the throttle control (that is, the mechanical minimum opening position becomes the zero point in control). Then, based on the engine coolant temperature, the throttle position sensor, the traction control signal, etc., the opening is controlled within the motor control minimum-maximum opening range. The learning of the mechanical minimum opening position is performed even when the engine key is switched off for the purpose of guarantee.

The throttle device of this embodiment has the following various advantages.

A) The throttle actuator 7, the throttle position sensor 32, and the air flow sensor 9 can be collectively arranged in one place such as the throttle body 1, and the air flow meter body which is separated as in the conventional case in the passage of the intake system. This eliminates the work of assembling each throttle body, and makes it possible to do this with one work of installing the throttle device. In addition, various external electrical cords (sensor output output line, power supply line, ground line)
Can be put together on the throttle body 1 side more than before, and the wiring connection work can be rationalized accordingly.

B) When the throttle body 1 is mounted, the case portion 8 of the motor 7 and the air flow sensor 9 are provided on the upper surface which is the top side.
After mounting the throttle body 1 in the engine room, the accessory air flow sensor 9 can be easily and independently taken out from the throttle body 1 in the engine room. Increase the convenience of repair and replacement. Also, throttle body 1
Since the motor case 8 projects on the upper surface, a step is created between the motor case 8 and the remaining upper surface of the body 1, and the step space can be effectively utilized as a mounting space for the air flow sensor 9 without playing. Eliminates wasted space around the throttle body to increase the density of component mounting.

C) Various external electric cords (sensor output lead wire, sensor power supply wire, motor control power supply wire, power supply ground wire, etc.) are drawn from the engine control unit toward the throttle body. Since the directionality of the connector terminals for connecting cords with respect to the external electric cords of the throttle position sensor 32 and the air flow sensor 9 is made to coincide with each other, various electric cords do not have to be routed in different directions, and the cord connecting work is very easy. It becomes easy.

D) The connector case 35A of the case 34 of the throttle position sensor 32 can be used not only as a connector portion for connecting the cord to its own external electric cord, but also as a connector portion for the external electric cord of the throttle actuator. By matching the directionality of the connector terminals 37 and 38 for connecting the cords to the electric cords, the work of connecting the various electric cords described above can be further simplified.

E) Further, since the connector terminal 37 of the throttle position sensor 32 and the connector terminal 38 of the motor for the throttle actuator are collectively introduced and set in the female connector case 35A provided on the resin cover 35 which covers the sensor case 34, In order to unify the connector portion (connector case) 35A, in response to this, the external electric cord of the throttle position sensor 32 and the external electric cord of the motor 7 are integrated into one connector portion (male connector case). By unifying the above, the male connector case can be connected to the female connector case to simplify the work of connecting the electric cord.

F) It is expected that the shape of the connector case of the electric cord will differ depending on the manufacturer, but in this case as well, the sensor case 34 of the throttle position sensor 32 is used as it is, and the sensor housing It suffices to replace only the resin cover 35 that covers the space with a connector case 35A that matches the shape of the male connector on the electric cord side, and the product of the throttle position sensor 32 itself can be common to each company. , Increase the compatibility in that sense.

G) The motor case 8 has a tapered inner diameter that gradually widens from the inner diameter toward the diameter of the motor insertion opening 8A. Since the diameter of the motor insertion opening 8A is larger than the outer diameter of the motor 7, The motor 7 can be smoothly inserted and set in the case portion 8 provided in the throttle body 1 with a margin, and even if a gap occurs between the motor case inner diameter, especially the inner diameter on the motor insertion port 8A side and the motor outer diameter, A stopper 89 provided on the throttle body side with the outer periphery of the flange of the end cover 7A of the motor protruding from the motor case portion 8,
By contacting the inner circumference of 1B, rattling in the radial direction of the motor is prevented. Since the inner diameter of the motor case 8 contacts the outer diameter of the rear side of the motor, rattling does not occur.

In particular, the stopper 89 is the gear shaft 2
Since it is integrated with the mounting boss 88 of 7 and the stopper 1B uses the cylindrical wall 1B of the gear accommodating portion 25 of the throttle body, the parts can be rationalized.

H) Since the return spring 31 is a spiral spring type, the size of the spring is reduced and the return spring 31 is housed in the spring case 30 formed in the gear cover 26. Therefore, the gear cover 26 is attached to the throttle body 1. When mounted, the return spring is also automatically mounted at the same time, which can simplify the assembly of parts and rationalize the work. Further, the end cover 7A has a flange, and the motor 7 can be screwed directly to the throttle body 1 by this flange.

I) Lever 2 of the initial opening setting mechanism
Reference numeral 1'is integral with the throttle gear 21, and in the throttle body 1, only the adjusting screw 53, the initial opening spring 52, and the lever receiving member 51 need to be housed in the tubular portion 54 provided at one place. Since the adjusting screw 53 for adjusting the spring force of the initial opening spring also serves as a stopper that determines the mechanical minimum opening position of the throttle valve, the number of parts can be rationalized.

Further, the movable side stopper element for determining the mechanical maximum opening position is constituted by one side 21A of the throttle gear 21, and the fixed side stopper element 81 uses the wall portion of the cylindrical portion 54 of the initial opening degree setting mechanism. Therefore, the parts of these stopper elements can be rationalized.

J) Since the throttle valve 6 becomes substantially parallel to the intake air flow when the motor control is at the maximum opening degree, the resistance in the intake passage 2 is made smaller than in the conventional case and the pressure loss is suppressed.

FIG. 14 is a partial cross-sectional view showing a second embodiment of the present invention, showing only the points different from the first embodiment. In the figure, the same reference numerals as in the first embodiment indicate the same or common parts.

The difference between this example and the first example is that the connector case 35A 'is formed directly on the sensor case 34 without using the resin cover 35 that covers the mounting portion 33 of the throttle position sensor 32, and Motor 7 on the back side
A connector terminal 75 for connecting to the power source input terminal 70 directly attached to the motor is provided, and the motor directly attached power source input terminal 70 and the connector terminal 7 provided on the back side of the sensor case 34.
5 is a terminal structure that is connected via a sleeve joint 76 when the sensor case 34 is mounted on the outer wall of the throttle body.

The sleeve joint 76 has terminals 75, 7 at both ends.
It is made of a conductive tube having a fitting portion for fitting the 0 pin in a close contact state.

The sleeve joint 76 is connected to the terminals 75,
When mounted on either one of the terminals 70, and viewed as a part of the terminals on the mounting side, the motor direct power source input terminal 70 and the connector terminal 75 provided on the back side of the sensor case 34 make the sensor case 34 the throttle body 1. It has a terminal structure that directly fits when mounted on the outer wall.

Also in this embodiment, similarly to the first embodiment, the connector terminal 37 for connecting the cord to the external electric cord of the throttle position sensor 32 and the cord to the external electric cord of the motor are connected to the front side of the case 34 of the throttle position sensor 32. The connector terminals 38 for use are provided together in one place, and these terminals are housed in the above-mentioned connector case 35A '.

According to such a configuration, the external electric cords to be connected to the throttle position sensor 32 and the throttle actuator motor 7 are collectively arranged on the throttle body 1 (the case 34 of the throttle position sensor 32 in the engine room). In addition to being able to connect at one connector point 35A 'on the front side), even when the throttle position sensor 32 is mounted on the throttle body 1 before mounting the throttle device in the engine room, mounting the sensor case 34 on the back side of the sensor case Since the connector terminal 75 corresponding to the motor provided in the above is fitted with the power input terminal 70 directly attached to the motor in the sensor mounting space with one touch, the electric wiring connection inside and outside the throttle body can be simplified.

[0117]

As described above, according to the present invention, various sensor parts and actuators can be integrated and reasonably mounted on the throttle body, and the work for assembling into the engine room and the wiring work can be performed. Simplification, rationalization of mounting space, and improvement of engine control and productivity of mechanical parts can be achieved.

Further, it is possible to provide an electronically controlled throttle device which ensures stable operation of the throttle mechanism by motor control and improves accuracy.

[Brief description of drawings]

FIG. 1 is a front sectional view showing a throttle device according to an embodiment of the present invention (a sectional view taken along the line BB in FIG. 3).

2 is a cross-sectional view taken along the line AA of FIG.

FIG. 3 is a view (plan view) viewed in the direction of arrow C in FIG.

FIG. 4 is a view (front view) viewed in the direction of the arrow D in FIG. 3.

5 is a view from the direction of the arrow E in FIG. 3 (rear view).

6 is a view (left side view) viewed in the direction of arrow F of FIG.

FIG. 7 is a front view showing the gear cover of FIG. 4 removed.

8 is a partial front view of FIG. 7 with the intermediate gears 19 and 20 of the throttle gear mechanism removed.

FIG. 9 is a cross-sectional view taken along the line GG of FIG. 7 viewed from a part of the throttle gear mechanism and the gear cover.

10 is a cross-sectional view taken along the line HH of FIG.

FIG. 11 is an exploded perspective view including a gear mechanism of a throttle actuator.

FIG. 12 is an exploded perspective view of a throttle position sensor.

FIG. 13 is an explanatory diagram showing a control range of a throttle valve opening.

FIG. 14 is a partial sectional view showing another embodiment of the present invention.

[Explanation of symbols]

1 ... Throttle body, 2 ... Intake passage (bore), 3 ... Throttle shaft, 6 ... Throttle valve, 7 ... Throttle actuator motor, 7A ... Motor end cover,
8 ... Motor case, 8A ... Motor insertion port, 9 ... Air flow sensor, 10 ... Air flow sensor mounting portion, 11 ... Heating resistor, 12 ... Temperature compensation resistor, 13 ... Air measuring pipe,
14 ... Circuit module, 14A ... Connector case, 14
´… Air flow sensor case, 18… Pinion, 19,
20 ... Intermediate gear, 21 ... Throttle gear, 21 '... Lever (movable side stopper element A), 21A ... One side of gear (movable side stopper element B for opening regulation), 26 ... Gear cover,
27 ... Gear shaft, 28 ... Gear shaft mounting hole, 30
... Return spring accommodating portion, 31 ... Return spring, 32 ... Throttle position sensor, 34 ... Sensor case, 35 ... Resin cover, 35A, 35A '... Connector case, 37, 38 ... Cord connecting connector terminal,
40 ... Lead wire, 41 ... Connector, 51 ... Lever receiving (receiving member), 52 ... Initial opening spring (default spring), 53 ... Adjust screw, 54 ... Cylindrical part, 70 ... Motor direct-connecting connector terminal, 7
5 ... Connector terminal on the back side of sensor case, 76 ... Sleeve joint for connecting terminals, 88 ... Gear shaft mounting boss, 89
... Arc-shaped projection (motor fixing stopper), 89 '... Arc surface.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Norio Tomita             Hitachinaka City, Ibaraki Prefecture 2520 Takaba             Ceremony Company Hitachi Automotive Systems Division (72) Inventor Kazuo Nagayama             2477 Takaba, Oita, Hitachinaka City, Ibaraki Prefecture             Ceremony Company Hitachi Car Engineering (72) Inventor Yasushi Sasaki             Hitachinaka City, Ibaraki Prefecture 2520 Takaba             Ceremony Company Hitachi Automotive Systems Division F term (reference) 3G065 CA23 DA04 DA15 HA21 HA22                       KA15 KA16

Claims (4)

[Claims] 1. A throttle position sensor is mounted on an outer wall of a throttle body having a throttle valve and a motor for a throttle actuator, and a throttle position sensor is mounted on a front side of a case of the throttle position sensor (hereinafter referred to as "sensor case"). A connector terminal for connecting a cord to an external electric cord and a connector terminal for connecting a cord to the external electric cord of the motor are collectively provided in one place, while a power source directly attached to the motor on the back side of the sensor case. A connector terminal for connecting to an input terminal is provided, a case of the motor (hereinafter referred to as “motor case”) is formed integrally with the throttle body, and a power input terminal directly attached to the motor is the motor. From the case to the throttle position sensor The power supply input terminal directly attached to the motor and the connector terminal provided on the back side of the sensor case are pin terminals, and these pin terminals are electrically conductive with pin fitting portions at both ends. An engine throttle device, which is connected through a sleeve joint. 2. A throttle device for an engine in which a throttle valve and a motor for a throttle actuator are mounted on a throttle body of an intake system of the engine, the case of the motor is formed integrally with the throttle body, and the motor case has a rear diameter. It has a tapered inner diameter that gradually expands toward the diameter of the motor insertion opening, the diameter of this motor insertion opening is made larger than the outer diameter of the motor, and a flange is provided on the motor insertion opening side end of the motor. An end cover is provided, the end cover is taken out from the motor insertion port, and the motor is set in the motor case.
A stopper is provided which contacts the outer periphery of the flange of the end cover to prevent rattling in the radial direction of the motor, and the stopper houses the power transmission gear mechanism of the motor provided on the outer wall of the throttle body. The inner wall of the space portion and the projection formed integrally with the boss portion provided on the opening peripheral edge of the mounting hole for mounting the shaft of the intermediate gear of the gear mechanism have an arc surface that fits the outer periphery of the end cover. Characterized in that screw holes are provided on both sides of the protrusion, and the motor is fixed to the throttle body by screwing a flange of the end cover into the screw holes. And the engine throttle device. 3. An elastic member is interposed between an inner surface of the end of the motor case opposite to the motor insertion opening and one end of the motor, and a power input terminal directly attached to the motor is passed through the elastic member to form a terminal. 5. A fitting hole for fitting with a stand is provided.
The engine throttle device described. 4. A throttle device for an engine comprising a throttle valve and a motor for a throttle actuator in a throttle body of an intake system of the engine, wherein a gear mechanism for transmitting power of the motor to a throttle shaft is housed on an outer wall of the throttle body. And a housing case portion of a spiral spring type return spring for urging the throttle shaft in the closing direction is integrally formed with the gear cover on the inner surface of the gear cover that covers the housing portion of the gear mechanism. The throttle device for an engine, wherein one end is extended to a return spring accommodating portion of the gear cover, and is coupled to the return spring by simply inserting the tip into a tip provided at one end of the return spring.