JP2008232056A5 - - Google Patents

Description

Engine intake control device

  The present invention has an intake passage and a throttle body that supports a valve shaft of a throttle valve that opens and closes the intake passage, and is connected to one side of the throttle body, and is connected to the valve shaft to open the throttle valve. The present invention relates to an improvement in an intake control device for an engine, which includes a throttle sensor that detects the degree of rotation, an electric motor, and a drive case that houses a reduction gear mechanism that decelerates the rotation of the electric motor and transmits it to the valve shaft.

Such an intake control device for an engine is already known as disclosed in Patent Document 1 below.
JP 2005-98178 A

  In a conventional engine intake control device, the drive case is a plane perpendicular to the axis of the valve shaft of the throttle valve, the case main body that houses the electric motor and the reduction gear mechanism, and the case main body that closes the open surface. Since the case body is molded integrally with the throttle body, the throttle body and the entire drive case are newly designed when manufacturing a new intake control device for a different engine. The mass production was very bad.

  By the way, even when the specifications of the engine are changed, it is often sufficient to design and manufacture only one of the throttle body side device and the drive case side device in the intake control device.

  The present invention has been made in view of such circumstances. When the engine specifications are changed, only one of the throttle body side device and the drive case side device should be newly designed and manufactured. An object of the present invention is to provide an intake control device for an engine that can be assembled and has good assemblability.

  In order to achieve the above object, the present invention has an intake passage, a throttle body that supports a valve shaft of a throttle valve that opens and closes the intake passage, and a valve body that is connected to one side of the throttle body. An intake control for the engine, comprising: a throttle sensor connected to the motor for detecting the opening of the throttle valve; an electric motor; and a drive case that houses a reduction gear mechanism that decelerates the rotation of the electric motor and transmits it to the valve shaft. In the device, the throttle body and the drive case are divided so as to be joinable by a first plane perpendicular to the axis of the valve shaft, and the drive case is divided into a case main body and a case by a second plane parallel to the axis of the valve shaft. The electric motor is attached to the case body and the final gear of the reduction gear mechanism is attached to the valve shaft. The remaining gear mechanism to the first, characterized in that attached to the case body. The final gear corresponds to the second driven gear 14 in the embodiment of the present invention described later.

  According to the present invention, in addition to the first feature, a positioning cylindrical portion that protrudes from the first plane and is disposed concentrically with the valve shaft is integrally formed on the throttle body, and the positioning cylindrical portion is fitted. A second feature is that a positioning hole is provided in the driving case, and a rotation preventing means for preventing relative rotation around the positioning cylindrical portion is provided between the throttle body and the driving case. The anti-rotation means corresponds to the keyway 45, the key 46, the ear pieces 1f, 1f ', 26f, 26f' and the bolts 47, 47 'in the embodiments of the present invention to be described later.

  Furthermore, in addition to the second feature, the present invention provides the positioning hole in the case body, and an annular seal member is interposed between the positioning hole and the positioning cylindrical portion. A third feature is that the case main body and the case cover are joined to each other via an endless seal member outside the region of the fitting portion of the cylindrical portion.

  Furthermore, in addition to any one of the first to third features, the present invention holds an energization terminal of the electric motor and an energization terminal of the throttle sensor with a terminal holder, and the terminal holder is connected to the case body. According to a fourth aspect of the present invention, the energizing terminal is disposed in the coupler by being fitted from the inside of the case main body to a coupler integrally projecting outside the casing.

  Furthermore, in addition to any of the first to fourth characteristics, the present invention has a fifth characteristic that the case body is made of a synthetic resin.

  According to the first feature of the present invention, the throttle body and the drive case are divided so that they can be joined by a first plane orthogonal to the axis of the valve shaft, so that the throttle body side device comprising the throttle body and the throttle valve, Only one of the drive case side devices consisting of the drive case, electric motor, reduction gear mechanism and throttle sensor can be newly designed and manufactured, and even when the engine specifications are changed, the corresponding intake control device can be provided quickly and inexpensively. can do. In addition, the drive case is divided into two in a second plane parallel to the axis of the valve shaft so that it can be joined to the case body and the case cover, an electric motor is attached to the case body, and the final gear of the reduction gear mechanism is attached to the valve body. Since the remaining gear of the reduction gear mechanism is attached to the case body, the drive case side device can be easily assembled and the reduction gear mechanism and valve shaft can be assembled without using a special coupling. Can be easily connected, and the structure can be simplified.

  According to the second feature of the present invention, the fitting between the positioning cylindrical portion and the positioning hole enables proper connection between the valve shaft and the reduction gear mechanism, and the positioning cylindrical portion of the throttle body and the drive case. The relative rotation around can be prevented at a predetermined position.

  According to the third feature of the present invention, it is possible to reliably perform the sealing of the fitting part and the joint part by avoiding the intersection of the annular seal member and the endless seal member.

  According to the fourth aspect of the present invention, the lead wires from the electric motor and the throttle sensor are easily connected to the current-carrying terminal held by the terminal holder before the terminal holder is fitted and fixed to the coupler. Therefore, the assemblability is good and the quality of the connected state can be visually inspected.

  According to the fifth feature of the present invention, in particular, a large-capacity case body that accommodates the electric motor and the reduction gear mechanism is made of synthetic resin, thereby reducing the weight of the drive case, and hence the intake control device. be able to.

  Embodiments of the present invention will be described below on the basis of preferred embodiments of the present invention shown in the accompanying drawings.

  FIG. 1 is a perspective view of an intake control device for an engine according to an embodiment of the present invention, FIG. 2 is a perspective view showing a throttle body side device and a drive case side device of the intake control device in a separated state, and FIG. 4 is an exploded perspective view of the case side device, FIG. 4 is a front view of the intake air control device viewed from the downstream side of the intake passage, FIG. 5 is a sectional view taken along line 5-5 in FIG. 4, and FIG. FIG. 7 is a cross-sectional view, FIG. 7 is a view corresponding to FIG. 6, showing the throttle body side device and the drive case side device in a separated state, FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. FIG. 10 is a sectional view taken along line 9, FIG. 10 is a sectional view taken along line 10-10 in FIG. 6, and FIG. 11 is a schematic view showing a default mechanism of a throttle valve in the intake control device.

  1 to 5, an engine intake control device D includes a throttle body 1 connected to an intake system of an engine mounted on a vehicle such as a motorcycle or an automobile. The throttle body 1 has an intake passage 2 connected to the intake port of the engine, and a throttle valve 3 that opens and closes the intake passage 2 is attached to the throttle body 1. The throttle valve 3 has a valve shaft 3 a that is rotatably supported through bearing bushes 4, 5 on the left and right side walls of the throttle body 1 across the intake passage 2.

  A cap 6 is mounted on one side of the throttle body 1 to cover one bush 4 and the outer end of one end of the valve shaft 3a. The other end of the valve shaft 3a protrudes outward from the other bush 5 and a seal member 7 provided adjacent to the outside of the other bush 5, and an electric motor for opening and closing the throttle valve 3 at the protruding end. 8 are connected via a reduction gear mechanism 9.

  As shown in FIGS. 3, 6, and 8, the reduction gear mechanism 9 is rotatably supported by a primary drive gear 11 and an intermediate shaft 15 that are fixed to the output shaft 10 of the electric motor 8. A primary driven gear 12 meshing with the gear 11, a secondary drive gear 13 integrally formed on one side of the primary driven gear 12, and a secondary drive gear 13 fixed to the protruding end of the valve shaft 3a; It comprises a sector-type secondary driven gear 14 that meshes, and the rotation of the output shaft 10 of the electric motor 8 is decelerated in two steps and transmitted to the valve shaft 3a so that the throttle valve 3 can be opened and closed. . Each gear of the reduction gear mechanism 9 is a spur gear, and these and the electric motor 8 are all arranged parallel to the axis A of the valve shaft 3a.

As shown in FIGS. 5 to 7, the secondary driven gear 14 has a bottomed cylindrical boss 14a protruding toward the throttle body 1, and the bottom of the boss 14a is fitted to the valve shaft 3a. A closing spring 17 made of a torsion coil spring is disposed on the outer periphery of the boss 14 a and urges the secondary driven gear 14 in the closing direction of the throttle valve 3. At this time, one end of the closing spring 17 is locked to the boss 14 a and the other end is locked to the secondary driven gear 14. In the schematic view of FIG. 11, the closing spring 17 is displayed as a coil spring for easy understanding.

5 and 11, the secondary driven gear 14 is integrally formed with a stopper arm 18, and an idle stopper bolt 19 that receives the stopper arm 18 and restricts the idle opening of the throttle valve 3 can be adjusted. Attached to the throttle body 1. A default lever 20 is rotatably supported on the valve shaft 3a adjacent to the bottom of the boss 14a. The secondary driven gear 14 is integrally formed with a contact arm 21 that contacts the default lever 20 and forcibly rotates the default lever 20 when the secondary driven gear 14 rotates to the closing side of the throttle valve 3. The lever 20 is connected to an opening spring 22 made of a coil spring that urges the lever 20 in the opening direction of the throttle valve 3 and is stronger than the closing spring 17. In Figure 11, the open-out spring 22, for ease of understanding, it is displayed as a coil spring. The default lever 20 is opened when rotated in the opening direction of the throttle valve 3 by the biasing force of the spring 22, but will be driven in the direction to open the throttle valve 3 through the contact arm 21 i.e. the secondary driven gear 14 At this time, a default stopper bolt 23 for receiving the default lever 20 and stopping the opening of the throttle valve 3 from the idle opening at a predetermined limp opening is attached to the throttle body 1 in an adjustable manner. Thus, during operation of the engine, when the electric motor 8 becomes unavailable energized, by the urging force of the opening spring 22, with the default lever 20 is received on the default stopper bolt 23, 2 by the biasing force of the closing spring 17 primary driven When the contact arm 21 of the gear 14 contacts the default lever 20, the throttle valve 3 is held at the default opening. This makes it possible to supply the engine with an intake air amount that enables the vehicle to travel at a low speed to the maintenance shop.

  As shown in FIGS. 1 to 7 again, a drive case 25 that houses the electric motor 8 and the reduction gear mechanism 9 is connected to the throttle body 1. The throttle body 1 and the drive case 25 are divided so as to be joinable on a first plane P1 orthogonal to the axis A of the valve shaft 3a. The drive case 25 has a first case half 25a extending in a direction orthogonal to the axis A of the valve shaft 3a and a second case half 25b extending in parallel with the axis A of the valve shaft 3a in an L shape. The throttle body 1 is arranged so as to sandwich the throttle body 1.

  As shown in FIG. 8, the drive case 25 is divided into two parts so as to be joinable to the case body 26 and the case cover 27 on a second plane P2 parallel to the axis A of the valve shaft 3a. As shown in FIGS. 6 to 9, the case main body 26 is attached with the electric motor 8 on the second case half 25b side, and the secondary driven gear of the reduction gear mechanism 9 on the first case half 25a side. Gears other than 14 are attached. At that time, a rectangular flange portion 28 on the output shaft 10 side and a short shaft portion 29 on the opposite side, which are formed at both ends of the casing of the electric motor 8, are provided in the second case half portion 25b of the case body 26. The U-shaped holding groove 30 and the U-shaped holding recess 31 are respectively fitted between the end surface of the electric motor 8 on the short shaft portion 29 side and the inner end surface of the case body 26 facing the same. A dish-shaped vibration-proof spring 32 surrounding the short shaft portion 29 is disposed. On the other hand, both ends of the intermediate shaft 15 that supports the primary driven gear 12 and the secondary drive gear 13 of the reduction gear mechanism 9 are paired with U-shaped holding holes provided in the first case half 25 a of the case body 26. 33, 33. The outer surfaces of the flange portion 28, the short shaft portion 29, and the intermediate shaft 15 are pressed by the pressing portion formed on the inner wall of the case cover 27 joined to the case body 26. An endless seal member 34 is interposed between the joint surfaces of the case body 26 and the case cover 27. When the case body 26 and the case cover 27 are joined, first, flanges 26a, 27a formed at the joining peripheral portions of the case body 26 and the case cover 27 are temporarily fixed to each other by a plurality of clips 36, 36. 26a and 27a are joined with a plurality of screws 35, 35.

  As shown in FIGS. 3 and 6, the throttle body 1 includes a positioning cylindrical portion 37 protruding from the first plane P1 toward the drive case 25, and an outer periphery of the positioning cylindrical portion 37 along the second plane P2. The protruding flange portion 38 is integrally formed. The positioning cylindrical portion 37 is disposed concentrically with the valve shaft 3 a so as to surround the default lever 20 and the closing spring 17. On the other hand, a positioning hole 39 into which the positioning cylindrical portion 37 is fitted is provided on the inner wall of the case body 26 on the first case half 25a side, and the positioning hole 39 is fitted through an annular seal member 40. The fitting depth is regulated by the case body 26 coming into contact with the flange portion 38.

  The second plane P2 occupies a position that crosses the fitting portion of the positioning cylindrical portion 37 and the positioning hole 39, but the joining surface of the case body 26 and the case cover 27 does not cross the positioning hole 39. , Around the positioning hole 39, a circular arc surface 26 c along the positioning hole 39 is formed. By doing so, an annular seal member 40 interposed between the fitting surfaces of the positioning cylindrical portion 37 and the positioning hole 39 and an endless seal member interposed between the joint surfaces of the case main body 26 and the case cover 27. 34 is not crossed.

  6 and 7, a throttle sensor 16 for detecting the opening degree of the throttle valve 3 is provided between the secondary driven gear 14 and the case main body 26. The throttle sensor 16 is attached to an annular magnet 16a (rotor) embedded in the secondary driven gear 14 made of synthetic resin, and a terminal holder 41 made of synthetic resin fixed to the case body 26. It comprises a hall element 16b (stator) disposed inside the magnet 16a, and the opening of the throttle valve 3 is taken out from the hall element 16b as an electrical signal. The terminal holder 41 holds current terminals 42 and 43 having a plurality of poles for the electric motor 8 and the hall element 16b.

  As shown in FIGS. 2 and 5, on the other hand, a rectangular tube-shaped coupler 44 is integrally provided on the outer surface of the case body 26, and the terminal holder 41 is connected to the coupler 44 from the inside of the case body 26. Are fitted and fixed, and the energizing terminals 42 and 43 are arranged at fixed positions in the coupler 44.

  As shown in FIGS. 6 and 10, on the second case half 25b side, the opposing surfaces of the drive case 25 and the throttle body 1 are cross sections that engage with each other when the positioning cylindrical portion 37 and the positioning hole 39 are fitted. A dovetail-shaped key groove 45 and a cross-section dovetail-shaped key 46 are formed, and their engagement determines the position of the drive case 25 around the positioning cylindrical portion 37. Thereafter, as shown in FIGS. 1, 2 and 4, two pairs of ear pieces 1f and 26f (see FIG. 4) of the throttle body 1 and the case body 26 which are in contact with each other; 1f ′ and 26f ′ (see FIGS. 1 and 2). 2) are fixed to each other by bolts 47 and 47 '. Thus, the drive case 25 is fixed to the throttle body 1 at a predetermined position around the positioning cylindrical portion 37. In the illustrated example, the key 46 is formed at both joints of the case body 26 and the case cover 27.

  2 and 3, the throttle body 1 is made of light metal, while the throttle valve 3 is made of synthetic resin and is fixed to the metal valve shaft 3 a by screws 50 in the intake passage 2 of the throttle body 1. . The throttle valve 3 is formed thin as a whole, and reinforcing ribs 51 are formed in each part. Further, an annular ring mounting groove 52 is formed on the outer peripheral surface of the throttle valve 3 at a position offset from the axis A of the valve shaft 3a. A wear-resistant metal ring 53 is attached. Thus, when the throttle valve 3 is fully closed, the metal ring 53 is in close contact with the inner peripheral wall of the intake passage 2 so that the intake passage 2 can be reliably closed. By doing so, both the weight reduction and durability of the throttle valve 3 can be satisfied.

  Further, the case main body 26 and / or the case cover 27 are made of a synthetic resin, whereby the weight of the drive case 25 can be reduced. In particular, it is effective to make the large-capacity case body 26 that houses the electric motor 8 and the reduction gear mechanism 9 from a synthetic resin.

  Next, the operation of this embodiment will be described.

In assembling the intake control device D for the engine, the assembly of the throttle body 1 side device and the assembly of the drive case 25 side device are performed in parallel. That is, in the assembly line on the throttle body 1 side, a valve shaft 3a, a throttle valve 3, a default lever 20, a secondary driven gear 14, a closing spring 17 and an opening spring 22 are attached to the throttle body 1 as shown in FIG. Go.

  On the other hand, in the assembly line on the drive case 25 side, as shown in FIGS. 2 and 3, the case main body 26 includes the electric motor 8, the gears 11 to 13 of the reduction gear mechanism 9 other than the secondary driven gear 14, and the terminals. A holder 41 is attached. At that time, before the terminal holder 41 is fitted and fixed to the coupler 44, each lead wire from the electric motor 8 and the throttle sensor 16 and the energizing terminals 42 and 43 held by the terminal holder 41 are easily connected. Since it can be performed, the assemblability is good and the connection state can be visually inspected. Thereafter, in order to hold the electric motor 8, the gear of the reduction gear mechanism 9 other than the secondary driven gear 14, and the terminal holder 41, the case cover 27 is attached to the case body 26 with a plurality of clips 36, 36. To complete the drive case 25 side device.

  Next, in order to couple the drive case 25 to the throttle body 1, the positioning cylindrical portion 37 of the throttle body 1 and the positioning hole 39 of the case body 26 are fitted together, and the drive case 25 is inserted into the key groove 45 of the throttle body 1. When the key 46 is engaged, the secondary drive gear 13 and the secondary driven gear 14 mesh with each other in the drive case 25. In this case, when the gears 13 and 14 cannot engage with each other due to interference between the teeth, if the throttle valve 3 is slightly rotated in the intake passage 2, the interference between the teeth is eliminated and both the gears 13 and 14 are canceled. 14 can be engaged. Finally, two pairs of ear pieces 1f and 26f; 1f 'and 26f' which are in contact with each other of the throttle body 1 and the case body 26 are connected to each other by bolts 47 and 47 ', so that the intake control device as shown in FIG. Get D.

  By the way, in such an intake control device D, the throttle body 1 and the drive case 25 are divided so that they can be joined by a first plane P1 orthogonal to the axis A of the valve shaft 3a. Only one of the throttle body 1 side device and the drive case 25, the electric motor 8, the reduction gear mechanism 9 and the drive case 25 side device consisting of the throttle sensor 16 can be newly designed and manufactured. , The intake control device D corresponding thereto can be provided quickly and inexpensively. In addition, the drive case 25 is divided into two parts on the second plane P2 parallel to the axis A of the valve shaft 3a so as to be joinable to the case body 26 and the case cover 27, the electric motor 8 is attached to the case body 26, and the reduction gear mechanism 9 is attached to the valve shaft 3a, and the remaining gears 11 to 13 of the reduction gear mechanism 9 are attached to the case body 26, so that the assembly of the drive case 25 side device is facilitated. In addition, the reduction gear mechanism 9 and the valve shaft 3a can be easily connected without using a special coupling, and the structure can be simplified.

  The throttle body 1 is integrally formed with a positioning cylindrical portion 37 that protrudes from the first plane P1 and is concentrically disposed with the valve shaft 3a, and a positioning hole 39 into which the positioning cylindrical portion 37 is fitted is formed in the drive case 25. Provided on the positioning cylinder portion 37 of the throttle body 1 and the drive case 25 to prevent relative rotation, ie, the engagement of the key groove 45 and the key 46, and the bolts between the ear pieces 1f and 26f; 1f 'and 26f'. 47 and 47 'prevent the connection by coupling, so that the connection between the valve shaft 3a and the reduction gear mechanism 9, in other words, the secondary drive gear 13 and the secondary driven gear 14 can be properly engaged. , Relative rotation of the throttle body 1 and the drive case 25 around the positioning cylindrical portion 37 can be prevented at a predetermined position.

  Further, the positioning hole 39 is provided in the case body 26, and an annular seal member 40 is interposed between the positioning hole 39 and the positioning cylindrical portion 37, and the positioning hole 39 and the positioning cylindrical portion 37 are fitted. Since the case main body 26 and the case cover 27 are joined to each other via the endless seal member 34 outside the region of the section, the fitting between the annular seal member 40 and the endless seal member 34 is avoided. It is possible to reliably perform sealing of the part and the joint part.

  The present invention is not limited to the above embodiment, and various design changes can be made without departing from the scope of the invention. For example, the throttle sensor 16 can be configured with a potentiometer.

1 is a perspective view of an intake control device for an engine according to an embodiment of the present invention. The perspective view which shows the throttle body side apparatus and drive case side apparatus of the same intake control device in a separated state. The disassembled perspective view of the said drive case side apparatus. FIG. 5 is a sectional view taken along line 5-5 of FIG. FIG. 5 is an enlarged view of part 5 of FIG. 1. FIG. 6 is a sectional view taken along line 6-6 of FIG. FIG. 7 is a view corresponding to FIG. 6 showing the throttle body side device and the drive case side device in a separated state. FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 6. FIG. 9 is a sectional view taken along line 9-9 in FIG. 4. FIG. 10 is a cross-sectional view taken along line 10-10 in FIG. 6. Schematic which shows the default mechanism of the throttle valve in the same intake control device.

Explanation of symbols

A ... Axis axis of valve shaft D ... Intake control device 1 ... Throttle body 2 ... Intake passage 3 ... Throttle valve 3a ... Valve shaft 8 ... Electric Motor 9 ··· Reduction gear mechanism 14 ··· Final gear (secondary driven gear)
16 ... Throttle sensor 25 ... Drive case 26 ... Case body 27 ... Case cover 34 ... Endless seal member 37 ... Positioning cylindrical portion 39 ... Positioning hole 40 ... Annular Sealing member 41 ... terminal holder 42, 43 ... terminal 44 ... coupler 45, 46 ... non-rotating means (key groove, key)
1f, 26f, 47 ... non-rotating means (ear piece, bolt)
1f ', 26f', 47 '... non-rotating means (ear piece, bolt)