JP2003214195A - Throttle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a throttle control device capable of easily and quickly mounting a body cover 18 on a throttle body 1, and reducing the total cost by sharing and standardizing a connector 31 and the body cover 18. <P>SOLUTION: When the body cover 18 is pressed into the throttle body 1 by an elastic engaging means 19, the body cover 18 is fitted in the throttle body 1 by elastic deformation (snap fit). The connector 31 and the body cover 18 can be shared by independently mounting the connector 31, and the connector 31 is mounted on the throttle body 1 in a state of changing its direction in accordance with the direction of a connection terminal part of a control part loaded on a vehicle. Whereby it becomes unnecessary to prepare various kinds of body covers respectively having the connector of different direction, and the cost for die can be reduced by mass-production effect, which contributes on the reduction of the total cost. <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 a throttle control device that drives a motor to adjust the opening of a throttle valve in response to an operation of an accelerator pedal of a vehicle, and more particularly to a connector mounted on a body cover. The present invention relates to a throttle control device.

[0002]

2. Description of the Related Art In a throttle control device for an internal combustion engine, a motor is rotationally driven in forward and reverse directions by an output signal generated from an accelerator sensor according to the amount of depression of an accelerator pedal (accelerator opening). As a result, the throttle valve is controlled to be opened and closed to adjust the flow rate of air taken into the cylinder of the internal combustion engine. In this case, the PID control is performed on the motor, the output signal from the throttle sensor is sent to the control unit, the output signal from the accelerator sensor is compared, and the actual opening of the throttle valve by the throttle sensor is compared with the throttle valve by the accelerator sensor. It follows the target opening.

An example of this type of throttle control device is disclosed in Japanese Patent Laid-Open No. 2000-130210. In the throttle body of this throttle control device, a throttle valve is arranged inside, and a body cover is fixed to the opening by a screw. This body cover is
A connector portion integrally formed of resin is provided. In this connector part, the connection terminals of the conductive leads extending from the motor and the throttle sensor are housed.

[0004]

[Patent Document 1] Japanese Unexamined Patent Application Publication No.
The throttle control device of the 000-130210 publication is
Since the body cover is fixed to the throttle body with a separate screw, it is necessary to fix the screw and the screw when mounting the body cover. Therefore, the cost of the screw is added with mass production, and the assembling man-hour is increased by the fixing operation of the screw, which causes an increase in the overall cost.

Further, the mounting direction of the connection terminal portion of the control portion with respect to the connector portion differs depending on the specifications and model of the vehicle in which the throttle control device is mounted. For this reason,
In the related art in which the connector portion is integrally formed with the body cover, it is necessary to prepare various body covers in which the connector portions having different directions are integrally formed so as to correspond to the connection terminal portions having different assembly directions. As a result, the number of dies required depending on the orientation of the connector portion is required, and the die cost is increased, which is disadvantageous in cost.

The present invention has been made in view of the above circumstances, and an object thereof is to allow a body cover to be quickly attached to a throttle body by a one-touch operation by elastic engaging means, and a screw and a screw fixing operation are not required. The cost and assembly man-hours can be reduced, and the connector and the body cover can be standardized and standardized by separating the connector, and the connector with different orientation is formed integrally with the body cover. It is an object of the present invention to provide a throttle control device in which the die cost is reduced as compared with the above, and the mass production effect contributes to the reduction of the overall cost.

[0007]

[Means for Solving the Problems] (Claim 1) A throttle valve is rotationally driven by a motor provided in a throttle body based on an output signal generated from an accelerator sensor according to a depression amount of an accelerator pedal. . The body cover is attached to the throttle body by guiding the conductive lead of the throttle sensor for detecting the opening of the throttle valve and the conductive lead of the motor. The connector is attached to the body cover so that its direction can be changed according to the direction of the connection terminal section from the control section. Accordingly, the connector is electrically connected to the conductive lead of both or one of the throttle sensor and the motor.

The connector is mounted on the body cover so that the direction can be changed, and is separated from the throttle body. Therefore, even if the mounting direction of the connection terminal portion of the control unit is different depending on the specifications and model of the vehicle, it is possible to prepare a body cover having a connector in a direction corresponding to the direction of the connection terminal portion. With the separateization of the connector, the connector and the body cover will be standardized and standardized. For this reason,
It is not necessary to prepare various body covers in which connectors having different directions are integrally formed. As a result, a single type of connector and a body cover may be separately formed and prepared, the die cost is reduced, and the mass production effect contributes to the reduction of the overall cost.

(Regarding Claim 2) A throttle valve is rotationally driven by a motor provided in the throttle body based on an output signal generated from an accelerator sensor according to a depression amount of an accelerator pedal. The body cover is attached to the throttle body by guiding the conductive lead of the throttle sensor for detecting the opening of the throttle valve and the conductive lead of the motor. When the body cover is attached to the throttle body, the body cover is fitted into the throttle body by elastic deformation by using the elastic engagement means.
The connector is attached to the body cover so that its direction can be changed according to the direction of the connection terminal section from the control section. Accordingly, the connector is electrically connected to the conductive lead of both or one of the throttle sensor and the motor.

Thus, when the body cover is attached to the throttle body, the body cover is pushed into the throttle body by the elastic engagement means. Then, the body cover is fitted into the throttle body by elastic deformation. Therefore, the body cover can be quickly attached to the throttle body by one-touch operation, the screw and the screw fixing operation are unnecessary, and the screw cost and the assembling man-hour can be reduced.

Further, similarly to the first aspect, the connector is attached to the body cover so that the direction can be changed, and the connector is separated from the throttle body. Therefore, even if the mounting direction of the connection terminal portion of the control unit is different depending on the specifications and model of the vehicle, it is possible to prepare a body cover having a connector in a direction corresponding to the direction of the connection terminal portion. With the separateization of the connector, the connector and the body cover will be standardized and standardized. Therefore, it is not necessary to prepare various body covers in which connectors with different directions are integrally formed. As a result, a single type of connector and a body cover may be separately formed and prepared, the die cost is reduced, and the mass production effect contributes to the reduction of the overall cost.

The conductive lead guided from the throttle sensor and the motor to the connector is embedded in the body cover by insert molding. Therefore, the conductive lead is integrated with the body cover, which is advantageous in terms of cost and convenient to manage.

(Claim 4) When the connector is attached to the body cover, the conductive lead from the throttle sensor and the motor and the conductive lead from the connector are pressed and electrically connected. Therefore, the work of connecting the conductive leads from the throttle sensor and the motor to the conductive leads from the connector is not required, and the entire assembly is speeded up, which contributes to the workability of mounting the body cover.

The elastic engagement means has an elastic claw formed on one side of the throttle body and the body cover and an engagement hole formed on the other side, and the elastic claw is fitted into the engagement hole. Therefore, the body cover can be attached to the throttle body simply and quickly by pushing the elastic claw into the engaging hole.

(Claim 6) The connector has elastic engaging means to be fitted into the body cover by elastic deformation. For this reason, the connector can be quickly mounted by a one-touch operation only by fitting it into the body cover, and a mounting means such as a screw is not required, which is advantageous in terms of cost.

(Claim 7) The connector is mounted on the body cover by means of welding, adhesion, friction bonding, mounting means such as screws or rivets. Therefore, it is possible to easily attach the connector to the body cover by using the existing attaching means.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Each embodiment of the present invention will be described with reference to the drawings. 1 to 5 show a throttle control device for an internal combustion engine mounted on a vehicle (first embodiment). The throttle body 1 of the throttle control device is integrally formed of aluminum or the like in order to ensure light weight and heat dissipation, and has a cylindrical head portion 2A extending in the front-rear direction as shown in FIG. Both ends of the cylindrical head 2A are open, and the internal space thereof is used as the intake passage 2. A drive shaft 4 having a throttle valve 3 fixed by screws is spanned over the intake passage 2. The drive shaft 4 has one end 4 a supported by the bush 5 and the other end 4 b supported by the bearing 6. Throttle valve 3 on drive shaft 4
Is urged to rotate in a direction of closing the intake passage 2 by a coil spring S as shown by an arrow M in FIG. A circulation path (not shown) for introducing hot water through the hot water pipe T is formed in the throttle body 1 to prevent dew condensation and freezing on the throttle valve 3 by circulating hot water, and also to take heat from a motor 9 described later. Protect the motor 9 from overheating.

On the right end surface of the throttle body 1, storage recesses 7 and 8 extending in the horizontal direction are formed vertically. The upper housing recess 7 receives the other end 4b of the drive shaft 4, and the lower housing recess 8 houses the motor 9. The rotating shaft 10 of the motor 9 has a pinion 11 formed integrally therewith and meshed with an intermediate gear 13 supported by an intermediate shaft 12.

The other end 4b of the drive shaft 4 in the storage recess 7
Is fitted with a cup-shaped support portion 14 that rotates integrally with the drive shaft 4. The support portion 14 has a magnet 15 fitted on an inner peripheral surface portion thereof, and a sector-shaped sector gear 16 attached on an outer peripheral surface portion thereof. The sector gear 16 meshes with a ring gear 17 that is integrally formed with the boss portion of the intermediate gear 13.

A resin body cover 18 is attached to the right end surface of the throttle body 1 by elastic engagement means 19. The elastic engaging means 19 is composed of, for example, six engaging holes 21 and the same number of elastic claws 23. Engagement hole 21
Is provided on the collar portion 20 formed on the outer peripheral edge portion of the throttle body 1 as shown in FIG. Elastic nail 2
3 is integrally formed with a flange portion 22 provided on the outer peripheral edge portion of the body cover 18. When the body cover 18 is attached to the throttle body 1, the flange portion 22 is pressed against the flange portion 20 and is pushed into the engaging hole 21 while elastically deforming the elastic nail 23, so that the elastic nail 23 is fitted into the engaging hole 21.

In the above embodiment, the elastic engaging means 19
Elastic claws 23 are formed on the body cover 18, and the engaging holes 21
However, the elastic claw 23 may be formed on the throttle body 1 and the engagement hole 21 may be provided on the body cover 18. In this case, the elastic claw 23 may not be integral with the throttle body 1 or the body cover 18, but may be a separate body. Further, the elastic claw 23 is attached to the engaging hole 21.
Instead of fitting it into the
You may hook on the outer peripheral edge part of the collar part 20 of this.

The support portion 1 is provided on the inner surface of the body cover 18.
4 and a short cylindrical boss portion 25 that receives the tip end portion 12a of the intermediate shaft 12
Are integrally formed. In the storage cylinder 24,
A sensor unit 27 that constitutes a throttle sensor 26 together with the magnet 15 is arranged. The sensor unit 27 includes an IC circuit 28 in which a Hall element is incorporated and terminals a, b, c, d, e and f. These terminals a ~
f is the conductive leads A, B, C, D embedded in the body cover 18 by insert molding as shown in FIG.
Electrically connected to E and F (a-A, b-B, cd)
-CD, e-E, f-F).

The body cover 18 has arcuate conductive leads A1, B1, C1, D1, which are concentrically arranged.
E1 and F1 are embedded by insert molding with the outer surface portion exposed. Conductive lead A is conductive lead A
1, the conductive leads C and D are connected to the conductive lead C1, the conductive leads B and E are connected to the conductive lead F1, and the conductive lead F is connected to the conductive lead E1.
As shown in FIG. 3, one terminal 9a of the motor 9 is sandwiched between elastic pieces 30a and 30b in a tube portion 29 projecting from the inner surface of the body cover 18, and the conductive lead D1 is interposed via the elastic piece 30b. It is connected to the. The other terminal 9b of the motor 9 is connected to the conductive lead B1 via an elastic piece (not shown) similar to the above.

The connector 31 made of resin is used for the body cover 1
It is a separate body from 8, and is attached to the outer surface of the body cover 18 so that the direction can be changed. The connector 31 includes a sheet-shaped covering portion 31a and a connecting portion 31b which are integrally formed. Conductive leads H1 and H are provided in the covering portion 31a.
2, H3, H4, H5, H6 are contacts K1, K2, K3,
K4, K5, and K6 are exposed to the outside and embedded by insert molding. The contacts K1 to K6 of the conductive leads H1 to H6 in the connector 31 correspond to the conductive leads A1, C1, E1, F1, D1 and B1 of the body cover 18. Conductive leads H1 and H2 are throttle sensor 2
6, the conductive leads H3 and H4 serve as fail-safe backup output terminals from the throttle sensor 26, and the conductive leads H5 and H6 serve as input terminals to the motor 9.

The covering portion 31a of the connector 31 has a connecting portion 3a.
The body cover 18 is attached substantially non-directionally (approximately 360 degrees) to the outer peripheral portion of the body cover 18 in accordance with the direction in which the user wants to face 1b.
That is, the assembling direction of the connection terminal portion 34 of the control unit 33, which will be described later, differs depending on the vehicle specifications and model,
The connector 31 is made separate so that it can be attached to the body cover 18 from various directions. As a result, the connector 31 can be attached to the body cover 18 in an orientation corresponding to the orientation of the connection terminal portion 34.

As a typical example of this, when the connecting portion 31b of the connector 31 is desired to be directed to the left side, the covering portion 31a is placed on the outer surface portion of the body cover 18 with the connecting portion 31b positioned at the left end as shown in FIG. It is attached by attachment means such as welding or adhesion. Along with this, the contacts K1 to K6 of the conductive leads H1 to H6 and the conductive leads A1 to F1 are pressed and electrically connected (H1-K1-A1, H2-K2-).
C1, H3-K3-E1, H4-K4-F1, H5-K
5-D1, H6-K6-B1).

When the connector 31b of the connector 31 is desired to face rightward or downward, the connector 31b is covered with the connector 31b positioned at the right end or the lower end as shown in FIG. The portion 31a is attached to the outer surface of the body cover 18 by attaching means such as welding or adhesion. In addition,
The connector 31 may be attached to the body cover 18 by the same attachment means as the elastic engagement means 19, friction joining, screws or rivets.

In the above-mentioned structure, when the accelerator pedal (not shown) is operated, the accelerator sensor 32 shown in FIG. 3 detects the accelerator opening degree according to the depression amount of the accelerator pedal and sends an output signal to the control unit 33. . The control unit 33 supplies a current to the motor 9 via the conductive leads H5 and H6 of the connector 31. As a result, the motor 9 is rotationally driven, and its rotational force is transmitted to the drive shaft 4 via the pinion 11, the intermediate gear 13, the ring gear 17, the sector gear 16 and the support portion 14. As a result, the throttle valve 3 is opened / closed and the flow rate of the air passing through the intake passage 2 is adjusted.

At this time, the opening / closing displacement of the throttle valve 3 is detected by the throttle sensor 26 as the actual opening of the throttle valve 3 in accordance with the rotation of the drive shaft 4, and the output signal thereof is set to the conductive leads A, (C, D), F, (B, E) and the conductive leads H1, H2, H3, and H4 of the connector 31 to the control unit 33. Control unit 33 receiving the output signal
Performs feedback to the motor 9 by PID control so that the actual opening of the throttle valve 3 by the throttle sensor 26 follows the target opening of the throttle valve 3 by the accelerator sensor 32 (the actual opening and the target opening). Converge to zero deviation).

In the above structure, the body cover 18 can be attached to the throttle body 1 simply by pushing the elastic claw 23 into the engaging hole 21 by the elastic engaging means 19 and fitting it (snap fit). Therefore, the body cover 18 can be quickly attached to the throttle body 1 by one-touch operation, the conventional screw and screw fixing operations are unnecessary, the cost of the screw and the assembling man-hour can be reduced, and the body cover 18 can be mounted. Workability is improved.

Further, since the assembling direction of the connection terminal portion 34 of the control portion 33 is different depending on the specifications and model of the vehicle, the connector 31 is formed as a separate body and is attached to the body cover 18 so that the orientation can be changed. Therefore, the connector 31 can be attached to the body cover 18 from various directions, and the body cover 18 including the connector 31 corresponding to the direction of the connection terminal portion 34 can be prepared. As a result, the connector 31 and the body cover 18 which are separate from each other can be made common and standardized, and it is not necessary to prepare various body covers in which connectors having different directions are integrally formed. As a result, it is sufficient to form and prepare a single type of connector 31 and the body cover 18, the die cost is reduced, and the overall cost is reduced due to the effect of mass production.

When the connector 31 is mounted from any direction on the body cover 18, the contacts K1 to K6 of the conductive leads H1 to H6 and the conductive leads A1 to F1 of the body cover 18 are pressed by the mounting of the connector 31. Are electrically connected. Therefore, the conductive lead H of the connector 31
The work of connecting 1 to H6 to the conductive leads A to F of the throttle sensor 26 and the conductive leads B1 and D1 connected to the motor 9 is not necessary, and the overall assembly can be speeded up and the workability of mounting the body cover 18 can be improved. Contribute to the improvement of.

6 and 7 show a second embodiment of the present invention. The second embodiment differs from the first embodiment in that a rivet 35 is used instead of the elastic engaging means 19 of the first embodiment. Therefore, in the second embodiment, the same members as those in the first embodiment are designated by the same reference numerals and only different portions will be described. By driving the rivet 35 into a position corresponding to the elastic claw 23 of the first embodiment, the flange portion 22 is brought into contact with the collar portion 20 so as to overlap, and the body cover 18 is attached to the throttle body 1. 6 and 7 show an example in which the connector 31 is attached to the left end portion of the throttle body 1. Also in this case, the connector 31 can be attached to the right end portion and the lower end portion of the body cover 18 as in the case of FIGS. 4 and 5 of the first embodiment. Instead of the rivet 35, a mounting means such as a screw, welding, adhesion or friction bonding may be used.

8 to 11 show a third embodiment of the present invention. When the third embodiment is different from the first embodiment, the throttle sensor 26 is of a stand-alone type independent of the body cover 18, is mounted on the side opposite to the body cover 18, and the connector 36 for the motor 9 is separately provided. That is. Therefore, in the third embodiment, the same members as those in the first embodiment are designated by the same reference numerals and only different portions will be described.

In FIG. 8, the drive shaft 4 is a bearing 6,
The intermediate lever L is fixed in the storage concave portion 7 by being supported by 6. The intermediate lever L is operated by the urging force of the coil spring S1 when the motor 9 malfunctions.
Is rotated to open the intake passage 2 so that the operation of the internal combustion engine is not inadvertently stopped (fail safe). The body cover 18 is attached to the throttle body 1 with a screw 35a. In this case, screw 35a
Instead of the above, attachment means such as rivets, welding, adhesion, friction joining or elastic engagement means may be used.

The throttle sensor 26 has a screw 37 at the left end of the throttle body 1 via a holder flange 38.
And has a separate connector (not shown). The connector 36 for the motor 9 is separately provided, forms a separate member independently of the connector of the throttle sensor 26, and is attached to the body cover 18 so that the direction can be changed. The terminals 9a and 9b of the motor 9 are led out via the relay terminal portion 39, and the rising warp side portions 9A and 9B are formed at the tip end portions thereof. The conductive leads H5 and H6 of the connector 36 are connected to the arm portion N as shown in FIGS.
Arc-shaped portions J5 and J6 extending in the shape of a semi-circle are formed through 5 and N6.

The outer peripheral edge portion 36A of the covering portion 36a of the connector 36 is attached to the body cover 18 by welding, for example, at a position facing the storage recess 8. As a result, the warped side portions 9A and 9B on the motor 9 side and the arcuate portions J5 and J6 on the connector 36 side are pressed and electrically connected. Since the connector 36 is formed separately and is attached to the body cover 18 so that the direction thereof can be changed, the connector 36 can be attached to the body cover 18 from substantially no direction (approximately 360 degrees). Therefore, the body cover 18 having the connector 36 corresponding to the direction of the connection terminal portion 34 can be prepared even if the assembling direction of the connection terminal portion 34 of the control unit 33 differs depending on the specifications and model of the vehicle. it can.

Incidentally, FIGS. 8 and 9 show the connector 36.
At the lower end of the throttle body 1 and
Shows an example in which the connectors 36 are attached to the left end portion and the right end portion of the throttle body 1, respectively. As the connector 36 and the body cover 18 are separated, the connector 36
Further, the body cover 18 is standardized and standardized, and the versatility of the connector 36 and the body cover 18 is secured. Therefore, it is not necessary to prepare various body covers in which connectors having different directions are integrally formed, and the same advantages as those described for the connector 31 in the first embodiment can be obtained.

When the connector 36 is attached to the body cover 18, the warp sides 9A and 9B on the motor 9 side and the arcuate portions J5 and J6 on the connector 36 side are pressed and electrically connected. Therefore, the conductive lead H of the connector 36
5 and H6 are not required to be connected to the terminals 9a and 9b of the motor 9, and the whole assembly is speeded up, which contributes to the improvement of the workability of mounting the body cover 18.

The connector 36 may be attached to the body cover 18 by elastic engagement means, adhesion, friction joining, attachment means such as screws or rivets. Further, the warped side portions 9A and 9B on the motor 9 side may be formed in a falling shape instead of a rising shape.

12 and 13 show a fourth embodiment of the present invention. The difference between the fourth embodiment and the third embodiment is that the connector 36 is attached to the body cover 18 by the elastic engagement means 5.
It is attached so that the direction can be changed by 0. Therefore, the body cover 18 is formed with an opening 18A corresponding to the storage recess 8. A peripheral groove 51 is provided on the inner peripheral surface of the opening 18A, and an elastic claw 52 facing the peripheral groove 51 is formed so as to extend from the inner surface of the covering portion 36a of the connector 36. When the connector 36 is attached to the body cover 18, the elastic claw 52 is elastically fitted into the circumferential groove 51. Thus, the connectors 36 can be attached to the lower end portion, the left end portion, and the right end portion of the throttle body 1, respectively, as in the third embodiment shown in FIGS. 9 to 11.

Further, in the fourth embodiment, the terminal 9 of the motor 9 is
a and 9b, the relay terminal portion 39 and the warped side portions 9A and 9
A bent portion 40 that is bent in a convex shape with respect to B is provided.
As a result, the arcuate portions J5, J6 on the connector 36 side and the warp sides 9A, 9B are strongly pressed, and a more reliable electrical connection state is obtained between them. In this case, the convex bent portion 40 may be bent multiple times with a narrow pitch width to form a wavy undulating portion.

When forming the circumferential groove 51 and the elastic claw 52, contrary to the above, the circumferential groove 51 may be provided in the connector 36 and the elastic claw 52 may be provided in the opening 18A. Further, when the connector 36 is attached to the body cover 18, the connector 36 may be prevented from rotating by an adhesive agent or a pin. This rotation stop may be performed by fitting the elastic claw into the engagement hole using the elastic engagement means similar to that of the first embodiment.

In each of the above embodiments, the body cover 1
When assembling the connectors 31 and 36 with respect to 8, the terms "mounting" and "mounting" were used, but both were used with the same meaning. The words "installation" and "installation" of the body cover 18 to the throttle body 1 are also the same as above.

In addition, in practicing the present invention, the connectors 31 and 36 are the left end portion of the body cover 18,
Not limited to the right end portion and the lower end portion, various modifications can be made without departing from the scope of the invention, such as being attached to the body cover 18 at an arbitrary inclination angle.

[Brief description of drawings]

FIG. 1A is a longitudinal sectional view of a throttle control device,
(B) is an enlarged vertical sectional view of the elastic engagement means (first embodiment).

FIG. 2 is a cutaway side view of the throttle control device as seen from the body cover side (the connector is at the left end portion).

FIG. 3 is a bottom view of the throttle control device showing a cross section of a connector portion.

FIG. 4 is a cutaway side view of the throttle control device seen from the body cover side (the connector is at the right end portion).

FIG. 5 is a cutaway side view of the throttle control device as viewed from the body cover side (the connector has a lower end portion).

FIG. 6 is a vertical sectional view of a throttle control device (second embodiment).

FIG. 7 is a cutaway side view of the throttle control device as viewed from the body cover side (the connector is at the left end portion).

FIG. 8 is a vertical sectional view of a throttle control device (third embodiment).

FIG. 9 is a partial side view of the throttle control device as seen from the body cover side (the connector has a lower end portion).

FIG. 10 is a partial side view of the throttle control device seen from the body cover side (the connector is at the left end portion).

FIG. 11 is a partial side view of the throttle control device seen from the body cover side (the connector is at the right end).

FIG. 12 is a partial vertical sectional view of a throttle control device (fourth embodiment).

FIG. 13 is an enlarged vertical cross-sectional view showing an elastic contact portion between a conductive lead on the motor side and a conductive lead on the connector side.

[Explanation of symbols]

1 Throttle body 2 Intake passage 3 Throttle valve 9 Motor 18 Body cover 19 Elastic engagement means (between the throttle body and body cover) 21 Engagement holes 23, 52 Elastic claws 26 Throttle sensor 31, 36 Connector 32 Accelerator sensor 33 Control Part 34 Connection terminal part 35 Rivet (mounting means) 35a Screw (mounting means) 50 Elastic engagement means (between body cover and connector) 51 Circumferential grooves A to F, A1 to F1, H1 to H6 Conductive leads 9A, 9B Warped side portions 31a, 36a Cover portion 31b Connection portions N5, N6 Arm portions J5, J6 Arc-shaped portions

Claims (7)

[Claims] 1. A throttle body provided with a throttle valve for adjusting an air flow rate in an intake passage for an internal combustion engine by rotational displacement, and a throttle body provided in the throttle body and generated from an accelerator sensor according to a depression amount of an accelerator pedal. A motor for rotating and driving the throttle valve by sending an output signal to the control unit, a conductive lead from a throttle sensor for detecting the opening of the throttle valve and a conductive lead from the motor, and mounting the same on the throttle body. A body cover and a connector electrically connected to the conductive lead of both or one of the throttle sensor and the motor, and the connector has its orientation depending on the orientation of the connection terminal portion from the control portion. A slot that is changeably attached to the body cover. Torque control device. 2. A throttle body provided with a throttle valve for adjusting an air flow rate by rotational displacement in an intake passage for an internal combustion engine, and a throttle body provided in the throttle body and generated from an accelerator sensor according to a depression amount of an accelerator pedal. A motor for rotating and driving the throttle valve by sending an output signal to the control unit, a conductive lead from a throttle sensor for detecting the opening of the throttle valve and a conductive lead from the motor, and mounting the same on the throttle body. A body cover, elastic engagement means for fitting the body cover to the throttle body by elastic deformation when the body cover is attached to the throttle body, and the conductive lead of one or both of the throttle sensor and the motor. Electrically connected connector The provided, this connector, a throttle control device according to claim being mounted on the body cover can be changed to its direction according to the direction of the connection terminal portion from the control unit. 3. The conductive lead guided from the throttle sensor and the motor to the connector is embedded by insert molding in the body cover mounted on the throttle body.
Alternatively, the throttle control device according to claim 2. 4. The conductive lead from the throttle sensor, the conductive lead from the motor, and the conductive lead from the connector are pressed and electrically connected when the connector is attached to the body cover. The throttle control device according to any one of claims 1 to 3. 5. The elastic engagement means has an elastic claw formed on one of the throttle body and the body cover for mounting the connector and an engagement hole formed on the other side, and the elastic claw is engaged with the engaging claw. The throttle control device according to any one of claims 2 to 4, wherein the throttle control device is fitted in a dowel hole. 6. The throttle control device according to claim 1, wherein the connector has elastic engagement means that is fitted into the body cover by elastic deformation. 7. The throttle according to claim 1, wherein the connector is attached to the body cover by attachment means such as welding, adhesion, friction joining, screws or rivets. Control device.