JP2005147012A - Throttle control device and its manufacturing method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce manufacturing costs of a throttle control device by eliminating a screw for adjusting an opener opening position, an internal female screw hole for holding the screw or the like. <P>SOLUTION: This throttle control device is provided with a fitting part 9t formed at one end of a throttle shaft 9; a fitted part 55h which is formed in a throttle gear 50 and to which the fitting part 9t of the throttle shaft 9 can be fitted around the shaft in a relatively rotatable state; and a fixed means R for fixing the fitting part 9t of the throttle shaft 9 to the fitted part 55h of the throttle gear 50, such that the fitting part 9t and the fitted part 55h can not be relatively rotated in a state where the fitting part 9t is fitted to the fitted part 55h. Accordingly, unlike conventional cases, this constitution eliminates the necessity of positioning a throttle valve in a predetermined opening position (opener opening position) while the throttle gear 50 is rotated by an adjusting screw. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a throttle control device used for adjusting an intake air amount of an engine and a manufacturing method thereof.

A related throttle control device is described in Patent Document 1.
As shown in FIGS. 9A and 9B, the throttle control device includes a reduction gear mechanism (motor pinion 92p, counter gear 93, throttle gear 94) driven by a motor 92. A throttle gear 94 of the reduction gear mechanism is connected to a throttle valve 96 via a throttle shaft 95. For this reason, when the throttle gear 94 is rotated by the motor 92, the throttle valve 96 is rotated together with the throttle gear 94, and the flow rate control of the intake air flowing through the intake passage 91m of the throttle body 91 is performed.
As shown in FIG. 9B, the throttle gear 94 and the throttle shaft 95 are fitted to each other while being prevented from rotating, and the fitting portions are caulked so that the both 94 and 95 are kept relatively unrotatable. Has been.

The throttle gear 94 is provided with a back spring 100 configured to be able to return the throttle gear 94 and the throttle valve 96 to a predetermined opening position (opener opening position) when the motor 92 fails.
The throttle body 91 is provided with an adjusting screw 98 for adjusting the opener opening position of the throttle valve 96. The adjustment screw 98 moves forward or backward by a screw action, thereby causing the bent portion 103 of the back spring 100 to move forward or backward and rotate the throttle gear 94 via the back spring 100. As a result, the throttle valve 96 connected to the throttle gear 94 rotates, and the opener opening position of the throttle valve 96 is adjusted.

JP 2002-256894 A

  In general, the opening position of the throttle valve 96 is adjusted when the throttle control device is assembled. When the opener opening position adjustment is completed, the female screw hole for accommodating the adjusting screw 98 is filled with, for example, resin or the like, and thereafter, the adjusting screw 98 cannot be operated. That is, the adjusting screw 98 and the female screw hole are used only once, and the adjusting screw 98 or the like is not used after the throttle control device is completed as a product. Thus, it is not preferable from the viewpoint of reducing the manufacturing cost of the throttle control device to provide the throttle control device with a component that is used only once during adjustment.

  The present invention has been made to solve the above-mentioned problems, and a technical problem of the present invention is that a throttle valve opening position can be adjusted without using an adjustment screw or the like, and a throttle control device is provided. To reduce costs.

The above-described problems are solved by the inventions of the claims.
The invention of claim 1 includes an intake passage formed in the throttle body, and a throttle valve that adjusts the flow rate of intake air flowing in the intake passage by rotating in the opening direction or the closing direction in the intake passage; The throttle valve is mounted coaxially so as not to rotate relative to the throttle shaft of the throttle valve, and is mounted around the throttle gear rotated by a motor. The throttle gear is moved to a predetermined opening position. A throttle control device comprising a back spring configured to be able to return, a fitting portion formed at one end of the throttle shaft, and a fitting portion of the throttle shaft formed on the throttle gear A fitted portion that can be fitted in a state of being relatively rotatable about an axis, and the throttle shaft In a state where the fitting portion of the bets and the fitted portion of the throttle gear is fitted, and a fixing means for holding the relative rotation by fixing the the fitting portion and the fitted portion.

According to the present invention, the throttle shaft can rotate relative to the throttle gear in a state where the fitting portion of the throttle shaft and the fitted portion of the throttle gear are fitted. Therefore, it is possible to adjust the opening degree so that the opening degree of the throttle valve becomes the desired opening degree while the throttle gear is returned to the predetermined opening position by the back spring. Then, after adjusting the opening of the throttle valve, the fitting portion of the throttle shaft and the fitted portion of the throttle gear can be fixed by the fixing means so that the relative rotation is impossible.
That is, unlike the prior art, it is not necessary to align the throttle valve to the predetermined opening position while rotating the throttle gear against the spring force of the back spring by the adjusting screw. For this reason, an adjustment screw, a female screw hole for holding the adjustment screw, and the like are not necessary, and the manufacturing cost of the throttle control device can be reduced.

According to the invention of claim 2, an intake passage formed in the throttle body, and a throttle valve for adjusting the flow rate of the intake air flowing in the intake passage by rotating in the opening direction or the closing direction in the intake passage; The throttle valve is mounted coaxially so as not to rotate relative to the throttle shaft of the throttle valve, and is mounted around the throttle gear that is rotated by a motor. And a fitting part formed on one end of the throttle shaft and a fitted part formed on the throttle gear. And a step of fitting the throttle gear in a state of being relatively rotatable about the shaft center, and the throttle gear. With the spring force of the spring being held at a predetermined opening position, the throttle valve and the throttle shaft are rotated around the axis so that the opening degree of the throttle valve becomes a desired opening degree. And adjusting the degree of opening, and after adjusting the opening degree, securing the fitting portion of the throttle shaft and the fitted portion of the throttle gear so as to prevent relative rotation.
According to the present invention, the throttle control device according to claim 1 can be manufactured.

According to the third aspect of the present invention, the throttle valve opening degree is adjusted by rotating the throttle valve and the throttle shaft about the axis while the air is flowing through the intake passage of the throttle body. It adjusts so that it may become the obtained value.
In this way, since the opening degree of the throttle valve is adjusted so that the air flow rate becomes a predetermined value, the variation in the air flow rate when the throttle gear is returned to the predetermined opening position during the operation of the engine. Get smaller.

  According to the invention of claim 4, the fitting portion of the throttle shaft and the fitted portion of the throttle gear are fixed by laser welding so as not to be relatively rotatable. For this reason, the fitting part of a throttle shaft and the to-be-fitted part of a throttle gear can be fixed reliably.

  According to the present invention, the adjustment screw, the female screw hole for holding the adjustment screw, and the like are not necessary, and the manufacturing cost of the throttle control device can be reduced.

(Embodiment 1)
Hereinafter, the throttle control device according to the first embodiment of the present invention will be described with reference to FIGS. 1 to 8. Here, FIG. 1 is an overall plan sectional view of the throttle control device according to the present embodiment, and FIG. 2 is an enlarged view taken along the arrow II in FIG. 3 is a cross-sectional view taken along the line III-III in FIG. 1, and FIG. 4 is a view taken along the line IV-IV in FIG. FIG. 5 is a schematic perspective view showing the overall structure of the throttle control device, and FIG. 6 is a schematic diagram of the device for adjusting the opening of the throttle valve opening.
The throttle control device is a device that controls the amount of intake air flowing through the intake passage in the intake system of the engine, and includes a throttle body 1 as shown in FIGS.

  The throttle body 1 has a bore portion 20 and a motor housing portion 24 integrally. The bore portion 20 is formed with a substantially hollow cylindrical intake passage 1a penetrating in the vertical direction (perpendicular to the paper surface in FIG. 1) (see FIG. 3). An air cleaner (not shown) is connected to the upper portion of the bore portion 20, and an intake manifold (not shown) is connected to the lower portion of the bore portion 20. The bore portion 20 is provided with a metal throttle shaft 9 that traverses the intake passage 1a in the radial direction.

As shown in FIG. 1, the throttle shaft 9 is rotatably supported by the left and right bearings 8 and 10 with respect to the left and right bearing portions 21 and 22 formed integrally with the bore portion 20 of the throttle body 1. In FIG. 1, the upper side represents the left side of the throttle control device, and the lower side represents the right side of the throttle control device.
A throttle valve 2 capable of opening and closing the intake passage 1a by rotation is fixed to the throttle shaft 9 by screws 3. The throttle valve 2 adjusts the opening degree of the intake passage 1a by driving a motor 4 (described later), thereby controlling the amount of intake air flowing through the intake passage 1a.

  A plug 7 that seals the end portion 9a in the bore portion 20 is mounted on the bearing portion 21 corresponding to one end portion 9a of the throttle shaft 9 (upper side in FIG. 1). Further, the other end portion 9b (downward in FIG. 1) of the throttle shaft 9 passes through the bearing portion 22, and a throttle gear 50 constituting a reduction gear mechanism (described later) is coaxially fixed to the end portion 9b. Has been.

  As shown in FIG. 1, the motor housing portion 24 of the throttle body 1 is formed in a substantially bottomed cylindrical shape parallel to the rotation axis L of the throttle shaft 9. Inside the motor housing portion 24 is a motor housing space 24 a that opens to the right of the throttle body 1. A motor 4 made of, for example, a DC motor is accommodated in the motor accommodating space 24a. The motor 4 is housed in the motor housing space 24a so that the front side is positioned on the opening side of the motor housing space 24a. A mounting flange 29 is provided on the front side (lower end side in FIG. 1) of the motor casing 28 that forms the outline of the motor 4, and the mounting flange 29 is fixed to the motor housing portion 24.

  As shown in FIGS. 1, 4, and 5, a motor pinion 32 is provided on the output rotation shaft (not shown) of the motor 4. Further, as shown in FIG. 1, the throttle body 1 is provided with a counter shaft 34 parallel to the rotation axis L of the throttle shaft 9 between the bore portion 20 and the motor housing portion 24. The counter gear 14 is rotatably supported on the counter shaft 34. The counter gear 14 has two gear portions 14a and 14b having different gear diameters, and the gear portion 14a on the large diameter side is meshed with the motor pinion 32 as shown in FIGS. Yes. Further, the gear portion 14 b on the small diameter side of the counter gear 14 is engaged with the throttle gear 50. That is, the motor pinion 32, the counter gear 14, and the throttle gear 50 constitute a reduction gear mechanism.

  Therefore, when the motor 4 rotates in the forward direction or the reverse direction, the rotational force of the motor 4 is transmitted to the throttle shaft 9 and the throttle valve 2 via the motor pinion 32, the counter gear 14, and the throttle gear 50. The throttle valve 2 is rotated in a direction to open the intake passage 1a (leftward in FIGS. 3 to 5) or a direction to close the intake passage 1a (rightward in the drawings).

As shown in FIG. 1, a cover 18 that covers a reduction gear mechanism including a motor pinion 32, a counter gear 14, and a throttle gear 50 is attached to the right side surface of the throttle body 1. The cover 18 is formed with a recess 18 j that receives the end of the countershaft 34 at a position corresponding to the countershaft 34.
Further, a rotation angle sensor 38 that detects the rotation angle of the throttle valve 2 is attached to the cover 18.

The throttle gear 50 constituting the reduction gear mechanism is made of resin, and as shown in FIG. 2A, a cylindrical portion 52 and a fan-shaped gear portion 54 provided at one end (base end portion) of the cylindrical portion 52. It consists of and. The cylindrical portion 52 of the throttle gear 50 is a portion that supports a coiled back spring 40 (described later) from the inside, and is held coaxially with the throttle shaft 9.
As shown in FIG. 2A, a bearing fitting 55 is embedded in the vicinity of the tip of the cylindrical portion 52 of the throttle gear 50. The bearing fitting 55 is a portion where a central projection 9t formed on the end surface of the end portion 9b of the throttle shaft 9 is laser welded, and includes a through hole 55h into which the central projection 9t is inserted.

The central projection 9t of the throttle shaft 9 is formed in a cylindrical shape and is held coaxially with the throttle shaft 9. The through hole 55h of the bearing fitting 55 into which the central projection 9t of the throttle shaft 9 is inserted is formed in a circular shape and is held coaxially with the cylindrical portion 52 of the throttle gear 50. Here, the inner diameter dimension of the through hole 55h of the bearing fitting 55 is set to a value larger by the clearance than the outer diameter dimension of the central projection 9t of the throttle shaft 9.
Therefore, the throttle shaft 9 and the cylindrical portion 52 of the throttle gear 50 are held coaxially in a state where the central protrusion 9t of the throttle shaft 9 and the through hole 55h of the bearing fitting 55 are fitted, and the throttle shaft 9 The throttle gear 50 can rotate about its axis. The laser welding of the central projection 9t of the throttle shaft 9 and the through hole 55h of the bearing fitting 55 is performed after the opening position adjustment (described later) of the throttle valve 2 is completed.

  As shown in FIG. 2A, the cylindrical portion 52 of the throttle gear 50 is provided with a cylindrical yoke 38y, which is a component of the rotation angle sensor 38, at the position excluding the tip portion of the cylindrical portion 52. It is embedded with the exposed. A pair of magnets 38m and 38p, which are also components of the rotation angle sensor 38, are fixed to the inner surface of the yoke 38y in a state of being opposed to each other with the rotation axis L of the throttle shaft 9 therebetween. . The pair of magnets 38m and 38p are embedded in the cylindrical portion 52 of the throttle gear 50 with their inner peripheral surfaces exposed.

  As shown in FIGS. 4 and 5, the sector gear portion 54 of the throttle gear 50 includes a gear main body 54 m that functions as a reduction gear mechanism, and the gear main body 54 m is a gear portion 14 b on the small diameter side of the counter gear 14 described above. (See FIGS. 1 and 5). As shown in FIG. 4, a first spring receiver 54k is formed at the end of the gear main body 54m, on which a tip 44f of a second coil spring 44 (described later) of the back spring 40 is hung. Further, a second spring receiver 54x is formed at a position substantially opposite to the first spring receiver 54k of the gear body 54m, on which a boundary bent portion 45 between the second coil spring 44 and the first coil spring 42 is hung. In FIG. 5, the first spring receiver 54k and the second spring receiver 54x are represented by the same member from the viewpoint of simplifying the drawing.

For example, when the power supply to the motor 4 is cut off due to a failure or the like, the back spring 40 has a predetermined opening position between the fully opened position and the fully closed position (hereinafter referred to as the throttle gear 50 and the throttle valve 2) by the spring force. , Called opener opening position). By returning the throttle valve 2 to the opener opening position, the engine is supplied with a predetermined amount of air more than that during idling, and the driver can retreat the vehicle to a safe position.
As shown in FIG. 5, the back spring 40 includes a right-handed first coil spring 42 and a left-handed second coil spring 44 connected to the first coil spring 42 via a boundary bent portion 45. The first coil spring 42 is configured to apply a force in the closing direction to the throttle valve 2 when the throttle valve 2 is positioned on the open side with respect to the opener opening position. The second coil spring 44 is configured to apply a force in the opening direction to the throttle valve 2 when the throttle valve 2 is located closer to the opener opening position.

As shown in FIG. 1, the first coil spring 42 and the second coil spring 44 are accommodated in the throttle body 1 so as to cover the cylindrical portion 52 of the throttle gear 50 and the bearing portion 22 of the throttle body 1. And the front-end | tip part 42f of the 1st coil spring 42 is hung on the protrusion 1t of the throttle body 1, as shown in FIG. 4, FIG. Further, the tip end portion 44f of the second coil spring 44 is hung on the first spring receiver 54k of the sector gear portion 54 of the throttle gear 50 as described above. Further, the boundary bent portion 45 of the first coil spring 42 and the second coil spring 44 is hooked on the second spring receiver 54x of the sector gear portion 54 of the throttle gear 50 and the stopper projection 1s of the throttle body 1 as described above. It is comprised so that contact is possible.
In FIG. 5, the cylindrical portion 52 of the throttle gear 50 and the bearing portion 22 of the throttle body 1 are omitted.

Next, a method for adjusting the opener opening position of the throttle valve 2 will be described.
First, the throttle control device is set in the opener opening adjustment device 60 shown in FIG.
The opener opening adjusting device 60 includes an air passage 68, a suction pump 66 installed at the downstream end of the air passage 68, and a flow meter 62 provided at the upstream end of the air passage 68. The flow meter 62 is a differential pressure type flow meter, and the differential pressure generated by the flow of air is guided to the flow rate indicator 64 by the pressure guiding pipe 63.
The throttle control device is set in the opener opening adjustment device 60 so that the intake passage 1a of the bore portion 20 constitutes a part (substantially central portion) of the air passage 68 of the opener opening adjustment device 60.

At this time, the central projection 9t of the throttle shaft 9 of the throttle control device and the through hole 55h of the bearing fitting 55 of the throttle gear 50 are fitted in a relatively rotatable state. The throttle gear 50 is held at the opener opening position by the back spring 40. That is, as shown in FIG. 4, the boundary bent portion 45 of the back spring 40 hung on the second spring receiver 54 x of the throttle gear 50 is in contact with the stopper protrusion 1 s of the throttle body 1.
Next, while the suction pump 66 is driven, the flow of the air flowing through the intake passage 1a by the flow meter 62 while the throttle shaft 9 and the throttle valve 2 are gradually rotated in the opening direction or the closing direction with respect to the throttle gear 50. Measure the flow rate.

As shown in FIG. 7, when the air flow rate reaches a predetermined value Qs, the rotation of the throttle shaft 9 and the throttle valve 2 is stopped. That is, the opening θ1 of the throttle valve 2 when the air flow rate becomes Qs becomes the opener opening. Next, in this state, as shown in FIG. 2 (B), the outer peripheral edge of the central projection 9t of the throttle shaft 9 and the peripheral edge of the through hole 55h in the bearing fitting 55 of the throttle gear 50 are spread over the entire periphery. Weld. Thereby, the throttle shaft 9 and the throttle gear 50 are fixed by the laser welding portion R, and the both 9 and 50 are held so as not to be relatively rotatable. Therefore, when the throttle gear 50 is returned to the opener opening position by the back spring 40, the opening of the throttle valve 2 becomes the opener opening θ1.
That is, the central protrusion 9t of the throttle shaft 9 corresponds to the fitting portion of the present invention, and the through hole 55h of the bearing fitting 55 of the throttle gear 50 corresponds to the fitted portion of the present invention. The laser weld R corresponds to the fixing means of the present invention.

Next, the operation of the throttle control device described above will be described.
When the driver steps on the accelerator pedal while the automobile engine is started, the motor 4 is driven in the forward direction by a control means such as an ECU. When the motor 4 rotates in the forward direction, the rotation of the motor 4 is transmitted to the throttle gear 11, the throttle shaft 9 and the throttle valve 2 via the motor pinion 32 and the counter gear 14. As a result, the throttle valve 2 and the like rotate in the opening direction (leftward in FIGS. 2 and 3B), the intake passage 1a is opened, and the air flow rate taken into the engine increases.

When the throttle gear 50 rotates in the opening direction (leftward in FIGS. 4 and 5) from the opener opening position, the first spring receiver 54k and the second spring receiver 54x formed in the sector gear portion 54 of the throttle gear 50. Moves counterclockwise. As a result, the boundary bent portion 45 between the first coil spring 42 and the second coil spring 44 is pushed by the second spring receiver 54x and rotates leftward. As a result, the first coil spring 42 is twisted counterclockwise between the projection 1t (see FIG. 5) of the throttle body 1 and the second spring receiver 54x of the throttle gear 50, and is elastically deformed. As a result, the throttle gear 50 receives a force in the closing direction (force in the clockwise direction) from the first coil spring 42.
For this reason, if the power supply to the motor 4 is cut off due to, for example, a failure or the like when the throttle valve 2 is on the open side with respect to the opener opening position, the throttle gear 11 and the throttle valve 2 are springs of the first coil spring 42. It will be returned to the opener opening position by force. As a result, the driver can retreat the vehicle to a safe position.

Contrary to the above, when the driver loosens the accelerator pedal during driving, the motor 4 is driven in the reverse direction by the control means such as ECU. As a result, the throttle gear 11 and the throttle valve 2 rotate in the closing direction (rightward in FIGS. 4 and 5), the opening degree of the intake passage 1a decreases, and the air flow rate sucked into the engine decreases.
When the throttle gear 50 rotates in the closing direction (rightward) from the opener opening position, the first spring receiver 54k and the second spring receiver 54x formed on the sector gear portion 54 of the throttle gear 50 are shown in FIGS. 5 moves in the clockwise direction. As a result, the tip end portion 44 f of the second coil spring 44 is pushed by the first spring receiver 54 k of the throttle gear 50 and rotates clockwise together with the throttle gear 50. Further, when the second spring receiver 54x of the throttle gear 50 moves rightward (closed direction), the boundary bent portion 45 between the first coil spring 42 and the second coil spring 44 is hooked on the stopper protrusion 1s of the throttle body 1. As a result, the second coil spring 44 is twisted clockwise between the stopper projection 1s of the throttle body 1 and the first spring receiver 54k of the throttle gear 50, and is elastically deformed. As a result, the throttle gear 50 receives a force in the opening direction (force in the left rotation direction) from the second coil spring 44.
Therefore, when the power supply to the motor 4 is cut off due to, for example, a failure or the like in a state where the throttle valve 2 is on the closed side with respect to the opener opening position, the throttle gear 11 and the throttle valve 2 are subjected to a spring force of the second coil spring 44 To return to the opener opening position.

  Thus, according to the throttle control device according to the present embodiment, the center protrusion 9t (fitting portion) of the throttle shaft 9 and the through hole 55h (fitting portion) of the bearing fitting 55 of the throttle gear 50 are fitted. Thus, the throttle shaft 9 can rotate relative to the throttle gear 50. Therefore, it is possible to adjust the opening degree so that the opening degree of the throttle valve 2 becomes the desired opening degree in a state where the throttle gear 50 is returned to the opener opening position by the back spring 40. Then, after adjusting the opening of the throttle valve 2, the central projection 9t of the throttle shaft 9 and the through hole 55h of the bearing fitting 55 of the throttle gear 50 can be fixed by laser welding. That is, unlike the prior art, it is not necessary to align the throttle valve 2 at the predetermined opening position while rotating the throttle gear 50 against the spring force of the back spring 40 by the adjusting screw. For this reason, an adjustment screw, a female screw hole for holding the adjustment screw, and the like are not necessary, and the manufacturing cost of the throttle control device can be reduced.

Further, the opening degree of the throttle valve 2 is adjusted by rotating the throttle valve 2 and the throttle shaft 9 while the air is flowing through the intake passage 1a of the throttle body 1 so that the air flow rate becomes a predetermined value Qs. Adjust as follows. For this reason, the variation in the air flow rate when the throttle gear 50 is returned to the opener opening position during the operation of the engine is reduced.
Further, since the central projection 9t of the throttle shaft 9 and the through hole 55h of the bearing fitting 55 of the throttle gear 50 are fixed by laser welding so as not to be relatively rotatable, the throttle shaft 9 and the throttle gear 50 can be securely fixed. .

In the present embodiment, the method of fixing the central projection 9t of the throttle shaft 9 and the through hole 55h of the bearing fitting 55 of the throttle gear 50 by the laser welding portion R is exemplified. However, as shown in FIG. 8A, a method of fixing the throttle shaft 9 and the throttle gear 50 using a nut 9n by forming a male screw 9m on the outer peripheral surface of the central projection 9t is also possible. Further, as shown in FIG. 8B, the throttle shaft 9 and the throttle gear 50 may be fixed using an adhesive C.
In addition, it is also possible to use a screw and an adhesive together.

It is a whole plane sectional view of the throttle control device concerning this embodiment. FIG. 2 is an II arrow view (A diagram) of FIG. 1 and an B arrow enlarged view (B diagram) of FIG. FIG. 3 is a cross-sectional view taken along arrow III-III in FIG. 1. It is the IV-IV arrow line view of FIG. It is a model perspective view showing the whole structure of a throttle control device. It is a schematic diagram of a throttle valve opener opening adjusting device. It is a graph showing the relationship between the opening degree of the throttle valve and the air flow rate in the opener opening degree adjusting device. It is a top view (A figure, B figure) showing the example of a change of the adhering method of a throttle shaft and a throttle gear. It is the model perspective view (A figure) showing the whole structure of the conventional throttle control apparatus, and the front view (B figure) showing the reduction gear mechanism of a throttle control apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Throttle body 1a Intake passage 2 Throttle valve 4 Motor 9 Throttle shaft 9t Center protrusion (fitting part)
40 Back spring 50 Throttle gear 52 Cylindrical part 55 Bearing metal fitting 55h Through hole (fitting part)
R Laser weld (fixing means)
9m male screw (fixing means)
9n nut (fixing means)
C Adhesive (fixing means)

Claims (4)

An intake passage formed in the throttle body, a throttle valve that adjusts the flow rate of intake air flowing in the intake passage by rotating in the opening direction or the closing direction in the intake passage, and a throttle shaft of the throttle valve The throttle gear is mounted coaxially so as not to rotate relative to it, and is mounted around the throttle gear that is rotated by a motor, and is configured to be able to return the throttle gear to a predetermined opening position. A throttle control device including a back spring,
A fitting portion formed at one end of the throttle shaft;
A fitted portion that is formed on the throttle gear and can be fitted in a state in which the fitting portion of the throttle shaft is relatively rotatable about an axis;
In a state in which the fitting portion of the throttle shaft and the fitted portion of the throttle gear are fitted, a fixing means for fixing the fitting portion and the fitted portion so as not to be relatively rotatable,
A throttle control device comprising: An intake passage formed in the throttle body, a throttle valve that adjusts the flow rate of intake air flowing in the intake passage by rotating in the opening direction or the closing direction in the intake passage, and a throttle shaft of the throttle valve The throttle gear is mounted coaxially so as not to rotate relative to it, and is mounted around the throttle gear that is rotated by a motor, and is configured to be able to return the throttle gear to a predetermined opening position. A method of manufacturing a throttle control device including a back spring,
Fitting a fitting portion formed at one end of the throttle shaft and a fitted portion formed in the throttle gear in a state of being relatively rotatable around an axis;
With the throttle gear held at a predetermined opening position by the spring force of the back spring, the throttle valve and the throttle shaft are rotated around the axis so that the opening degree of the throttle valve becomes a desired opening degree. To adjust the opening degree, and
After adjusting the opening, the step of fixing the fitting portion of the throttle shaft and the fitted portion of the throttle gear and holding them in a relatively non-rotatable manner;
A method of manufacturing a throttle control device comprising: A method of manufacturing a throttle control device according to claim 2,
The throttle valve opening is adjusted so that the air flow rate becomes a predetermined value by rotating the throttle valve and the throttle shaft around the axis while air is flowing through the intake passage of the throttle body. A method for manufacturing a throttle control device. A method for manufacturing a throttle control device according to any one of claims 2 and 3,
A method for manufacturing a throttle control device, wherein a fitting portion of a throttle shaft and a fitted portion of a throttle gear are fixed by laser welding so as not to be relatively rotatable.

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