JP4877759B2 - Flow control valve, auxiliary intake air amount control device for engine, and intake device - Google Patents

Description

  The present invention relates to a flow control valve, an auxiliary intake air amount control device for an engine, and an intake device.

A conventional flow control valve is described in Patent Document 1, for example. 39 is a cross-sectional view showing a flow control valve according to Patent Document 1.
As shown in FIG. 39, the flow control valve 300V includes a valve piston 325 that opens and closes a bypass passage 315 through which auxiliary intake air, that is, bypass intake air flows, and an actuator 328 that operates the valve piston 325. The valve piston 325 is fitted in the valve guide hole 319 of the valve body 311 so as to be movable in the axial direction. The valve body 311 has a valve inlet hole 323 that opens to the valve guide hole 319 and communicates with the upstream side of the bypass passage 315, and opens to the inner peripheral surface of the valve guide hole 319 adjacent to the valve inlet hole 323 and bypasses the valve body 311. A valve outlet hole 324 connected to the downstream side of the passage 315 is provided. Further, the valve piston 325 has a hollow portion 325a, a communication opening portion 326 that passes through one side wall (the upper side wall in FIG. 39) of the hollow portion 325a and always communicates with the valve inlet hole 323, and a valve outlet hole 324. Is provided with a flow rate control opening 329 for controlling the bypass intake air amount (auxiliary intake air amount). Therefore, the actuator 328 is a step motor 328 (the same reference numeral is assigned to the actuator). The rotor shaft 330 of the motor rotor 328 a of the step motor 328 is screwed with a nut member 332 provided on the valve piston 325. The rotor shaft 330 is rotatably supported by a pair of bearings 350 and 351 disposed on the stator 328b.
In the flow rate control valve 300V, when the motor rotor 328a is rotated forward or reverse by drive control of the step motor 328, the valve piston 325 is axially moved (in FIG. 39) via the screw mechanism formed by the rotor shaft 330 and the nut member 332. Left and right). Thereby, the bypass passage 315 is opened and closed, that is, the opening area of the valve outlet hole 324 is increased or decreased.

JP2002-349396

  In the flow control valve 300V (see FIG. 39) described in Patent Document 1, when a pair of bearings 350 and 351 for supporting the rotor shaft 330 is used, for example, a sliding bearing is used, the rotor shaft with respect to the bearing is used. Since 330 is not positioned in the axial direction, the rotor shaft 330 moves in the axial direction (referred to as “axial movement”). Therefore, for example, when the valve piston 325 is opened by the step motor 328, the valve piston 325 abuts against the hole bottom surface 319a of the valve guide hole 319, thereby restricting further movement of the valve piston 325. In this state, when the step motor 328 is further driven in the opening direction, the motor rotor 328a receives a reaction force toward the counter valve piston side (left side in FIG. 39), so that the rotor shaft 330 is axially moved in that direction. . Then, as a result of the motor rotor 328a being strongly pressed against the bearing 350, the motor may be locked. Further, in order to release the motor lock, it is necessary to rotate the motor rotor 328a in the closing direction with a torque larger than the torque rotated in the opening direction, but the motor rotor 328a is rotated in the closing direction with such a large torque. This is difficult and causes step-out of the step motor 108.

Further, when the valve piston 325 is closed by the step motor 328, the valve piston 325 abuts against the stationary side member (reference numeral 353) of the step motor 328, so that the valve piston 325 is further moved. Be regulated. In this state, when the step motor 328 is further driven in the closing direction, the motor rotor 328a is axially moved to the valve piston side (right side in FIG. 39) together with the rotor shaft 330. Then, as a result of the motor rotor 328a being strongly pressed against the bearing 351, the motor may be locked. Further, in order to release the motor lock, it is necessary to rotate the motor rotor 328a in the opening direction with a torque larger than the torque rotated in the closing direction, but the motor rotor 328a is rotated in the opening direction with such a large torque. This is difficult and causes step-out of the step motor 108.
As described above, in the flow rate control valve 300V, the motor rotor 328a generates a shaft movement during the opening operation and the closing operation of the step motor 328, thereby causing a problem that the motor lock, that is, the operation failure of the step motor 328 is caused. there were.

  The problem to be solved by the present invention is to provide a flow control valve, an auxiliary intake air amount control device for an engine, and an intake device that can prevent malfunction of an actuator.

The above-mentioned problems can be solved by a flow rate control valve, an auxiliary intake air amount control device for an engine, and an intake device that have the structure described in the claims.
That is, according to the flow rate control valve recited in claim 1, the fluid passage is opened and closed by operating the valve body by the operating member of the actuator. Then, the axial movement of the operating member during at least one of the opening operation and the closing operation of the actuator is restricted by the contact between the end portion of the operating member in the axial movement direction and the member facing the end portion. The For this reason, it is possible to prevent or reduce the malfunction of the actuator due to the axial movement of the operating member during at least one of the opening operation and the closing operation of the actuator. Further, a rotor shaft is rotatably supported by a pair of sliding bearings with respect to a fixed side member of a step motor as an actuator. Therefore, the cost of the flow control valve can be reduced by using a sliding bearing that is less expensive than the rolling bearing as the bearing that supports the rotor shaft.

According to the flow rate control valve recited in claim 2, the axial movement of the operating member during the opening operation of the step motor is regulated by the contact between the end of the operating member in the axial movement direction and the valve body. Can do.

Further, according to the flow control valve of claim 3, the axial movement of the actuating member during closing operation of the step motor, those of the fixed-side member of the end portion in the axial direction of movement and the step motor of the actuating member It can be regulated by contact.

Further, according to the flow rate control valve recited in claim 4 , since the sliding bearing is a dry bearing, there is no need for refueling.

Moreover, according to the flow control valve described in claim 5 , the sliding bearing can be accurately arranged on the metal portion of the step motor .

Moreover, according to the flow control valve described in claim 6 , the sliding bearing can be easily arranged in the resin portion of the step motor .

Further, according to the auxiliary intake air amount control device for an engine described in claim 7 , the malfunction of the step motor due to the axial movement of the operation member during at least one of the opening operation and the closing operation of the step motor is prevented. The amount of auxiliary intake air flowing through the auxiliary intake passage can be controlled by a flow rate control valve that can be prevented or reduced.

According to the engine intake device described in claim 8 , the device unit formed by modularizing the auxiliary intake air amount control device described in claim 7 into a device block is detachably or detachably provided on the throttle body. be able to.

According to the engine intake device of the ninth aspect , the auxiliary intake passage can be easily formed by the cooperation of the throttle body and the device unit.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the following examples.

  An embodiment of the present invention will be described with reference to the drawings. In this embodiment, an engine intake device used in a motorcycle such as a motorcycle or a moped bicycle will be described. 1 is a side view showing an intake system of an engine, FIG. 2 is a rear view, FIG. 3 is a cross-sectional view taken along line III-III in FIG. 1, and FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. . For the engine intake device, the side to which an air cleaner (not shown) is connected (right side in FIG. 1) is the front side, and the side to which an intake manifold (not shown) is connected (left side in FIG. 1). Will be described as the rear side. In addition, the vertical direction of the intake device 1 of the engine is the same as the vertical direction when mounted on the motorcycle.

As shown in FIG. 2, the engine intake device 1 includes a throttle body 2 and a device unit 3 that is detachably provided on one side (right side in FIG. 2) of the throttle body 2 (see FIG. 2). 1). For convenience of explanation, the throttle body 2 will be explained, and then the device unit 3 will be explained.
As shown in FIG. 3, the throttle body 2 includes a body body 5 that forms the main body. The body 5 is made of resin, for example, and has a substantially hollow cylindrical bore wall 6 that penetrates in the front-rear direction (the front and back direction in FIG. 3). A hollow portion in the bore wall portion 6 is a bore 7. An air cleaner (not shown) is connected to the front end portion (left end portion in FIG. 4) of the bore wall portion 6, and an intake manifold (not shown) is connected to the rear end side (right end side in FIG. 4) of the bore wall portion 6. .) Are connected. Accordingly, the intake air flowing from the air cleaner flows to the intake manifold through the bore 7. The bore 7 corresponds to an “intake passage” in the present specification. Further, the engine may be directly connected to the rear end side of the bore wall portion 6 instead of the intake manifold.

  As shown in FIG. 3, the bore wall 6 is provided with a throttle shaft 9 that crosses the bore 7 in the radial direction, that is, in the left-right direction. The throttle shaft 9 is made of metal, for example. Both ends of the throttle shaft 9 are rotatably supported in a pair of left and right bearing bosses 10 and 11 formed integrally with the bore wall 6. Between the throttle shaft 9 and each bearing boss | hub part 10 and 11, the rubber-made sealing material 12 is interposed, respectively. Each sealing material 12 elastically seals between the throttle shaft 9 and the bearing boss portions 10 and 11.

  As shown in FIG. 4, a substantially disc-shaped butterfly throttle valve 14 that opens and closes the bore 7 is fastened by a screw 15 on the throttle shaft 9. When the throttle valve 14 rotates together with the throttle shaft 9, the amount of intake air flowing through the bore 7 is controlled. Note that the throttle valve 14 is in the closed state shown by the solid line 14 in FIG. 4, and rotates in the clockwise direction in FIG. 4 from the closed state (see the arrow “O” direction in FIG. 4). As a result, an open state is obtained (see the two-dot chain line 14 in FIG. 4). In addition, the throttle valve 14 in the open state is closed (see the solid line 14 in FIG. 4) by rotating counterclockwise in FIG. 4 (see the arrow “S” direction in FIG. 4). .

  As shown in FIG. 3, a throttle lever 17 is integrated with the right end portion (right end portion in FIG. 3) of the throttle shaft 9 by insert molding. A return spring 18 made of a coil spring is interposed between the throttle lever 17 and the bearing boss portion 11 facing the throttle lever 17. The return spring 18 always urges the throttle lever 17, the throttle shaft 9, and the throttle valve 14 in the closing direction. The throttle lever 17 is connected and wound with an accelerator wire connected to a throttle operating device (not shown).

  Prior to fastening of the throttle valve 14, the throttle shaft 9 is inserted into the bearing bosses 10 and 11 of the bore wall portion 6 from the right to the left. After the washer 19 and the spacer 20 are fitted to the insertion end of the throttle shaft 9, a snap ring 21 is attached to an annular groove (not shown) formed in the end. The washer 19 is locked in an opening recess 22 that is formed in the opening side end of the bearing boss 10 and has an increased inner diameter. Thereby, the throttle shaft 9 is prevented from coming off. Further, the insertion end (left end portion in FIG. 3) of the throttle shaft 9 protrudes from the opening end surface of the bearing boss portion 10. A sensor rotor connecting portion 24 having a D-shaped cross section is formed at the insertion end (see FIG. 5). FIG. 5 is a side view showing the device unit mounting side of the throttle body. Further, a sensor rotor 143 of a throttle position sensor 52 provided in the device unit 3 to be described later can be connected to the sensor rotor connecting portion 24.

  As shown in FIG. 3, the bore wall 6 is integrally formed with a flange-shaped unit mounting portion 26 that is continuous with the outer peripheral portion of the left bearing boss portion 10. The unit mounting portion 26 is formed with a mounting surface 26a formed of an outer end surface that is flush with the opening end surface of the left bearing boss portion 10 and is orthogonal to the axis 9L of the throttle shaft 9 (see FIG. 2). . A device unit 3 to be described later can be attached to and detached from the mounting surface 26a. The axis 9L of the throttle shaft 9 corresponds to the rotation axis of the throttle valve 14.

  As shown in FIG. 4, a bypass inlet hole 28 and a bypass outlet hole 30 are formed in the unit mounting portion 26. The bypass inlet hole 28 is formed by a straight circular hole that passes through the bore wall portion 6 and the unit mounting portion 26 in the left-right direction (the front and back direction in FIG. 4). The opening end on the bore side of the bypass inlet hole 28 is opened on the passage wall surface of the bore 7 at a position upstream of the throttle valve 14 in the fully closed state and closer to the top. Further, the opening end of the bypass inlet hole 28 on the side opposite to the bore is opened on the mounting surface 26a of the unit mounting portion 26 (see FIG. 5).

The bypass outlet hole 30 is shown in FIGS. 6 and 7 in addition to FIG. 4. 6 is a plan sectional view showing the bypass passage, and FIG. 7 is a sectional view taken along the line VII-VII in FIG.
As shown in FIG. 7, the bypass outlet hole 30 has a vertical hole portion 31 extending in the vertical direction at the upper portion of the unit mounting portion 26, and leftward from the upper end portion of the vertical hole portion (rightward in FIG. 7). It is formed in an inverted L shape by a horizontal hole portion 32 extending horizontally. As shown in FIG. 4, the opening end on the bore side of the vertical hole portion 31 is opened on the upper side portion of the passage wall surface of the bore 7 on the downstream side of the throttle valve 14 in the fully closed state. Thus, the vertical hole portion 31 is formed by a bottomed straight circular hole extending along a straight line 31L having an upper portion inclined forward and a lower portion inclined backward (see FIG. 4).

  Further, as shown in FIG. 7, the horizontal hole portion 32 is a straight stepped circular hole extending along a straight line 32 </ b> L perpendicular to the straight line 31 </ b> L of the vertical hole portion 31 near the upper end portion of the vertical hole portion 31. It is formed by. The horizontal hole portion 32 includes a large-diameter side hole portion 32 a that opens to the mounting surface 26 a of the unit mounting portion 26, and a small-diameter side hole portion 32 b that communicates the large-diameter side hole portion 32 a and the vertical hole portion 31. Have. The edge of the small-diameter hole 32b on the large-diameter hole 32a side has a valve seat portion 33 corresponding to a valve body 110 of an idle speed control valve (hereinafter referred to as “ISC valve”) 51 described later. It has become. Therefore, the hole bottom portion, which is the upper end portion of the vertical hole portion 31, is a foreign matter reservoir portion 35 that extends upward from the hole portion 32b on the small diameter side. As a result, foreign matter such as deposits contained in the exhaust gas blown back into the vertical hole portion 31 from the engine side can be received and stored in the foreign matter storage portion 35 formed at the end of the vertical hole portion 31, and the horizontal hole portion can be stored. The backflow to the upstream side of 32 can be prevented or reduced.

A valve body fitting portion 74 of a device block 50 described later is fitted into the large-diameter side hole portion 32a of the lateral hole portion 32. For this reason, the hole 32a on the large diameter side in the lateral hole 32 is referred to as a “valve fitting hole”.
Further, as shown in FIG. 5, a bypass passage groove that communicates the bypass inlet hole 28 and the bypass outlet hole 30 (specifically, the large-diameter side hole 32a) on the mounting surface 26a of the unit mounting portion 26. 37 is formed (see FIG. 6).

  As shown in FIG. 4, a pair of upper and lower pressure inlets 38 made of straight circular holes are formed on the passage wall surface of the bore 7. Both pressure inlets 38 are opened at a position that avoids the influence of the vortex of the intake flow generated near the outer peripheral portion on the downstream side of the throttle valve 14 when the valve is opened. The “position avoiding the influence of the vortex flow of the intake flow generated near the outer peripheral portion on the downstream side of the throttle valve” is, for example, the throttle valve 14 in the fully opened state (see the two-dot chain line 14 in FIG. 4). The peripheral portion on the downstream side of the downstream end portion 14a corresponds. Furthermore, both the pressure inlets 38 are opened at positions upstream of the flow of intake air (auxiliary intake air) flowing out from the vertical hole portion 31 of the bypass outlet hole 30 and avoiding the influence of the intake air. Further, the pressure inlets 38 are positions where the influence of the vortex flow of the intake flow generated near the outer peripheral portion on the downstream side of the throttle valve 14 is avoided, and are discharged from the vertical hole portion 31 of the bypass outlet hole 30. Among the positions on the upstream side of the flow of intake air (auxiliary intake air) and avoiding the influence of the intake air, the openings are opened closest to the upstream side. Of the two pressure inlets 38, a pressure inlet 38 (reference numeral (A)) located on the ground side (for example, the lower side in FIG. 4) with respect to the top-to-bottom direction when the throttle body 2 is mounted on a two-wheeled vehicle. ) Serves as a discharge port for discharging foreign matter (for example, water) that has flowed into a merging hole portion 39 described later into the bore 7.

  As shown in FIG. 4, the unit mounting portion 26 has an elliptical straight confluence hole 39 having a vertically long cross section that opens to the mounting surface 26a on the left side (back side of the paper in FIG. 4) of both pressure inlets 38. Is formed (see FIG. 5). An upper pressure inlet 38 communicates with the upper end of the junction hole 39, and a lower pressure inlet 38 communicates with the lower end thereof. Further, as shown in FIG. 5, an elongated communication groove 40 extending from near the upper side of the junction hole 39 to the upstream side (right side in FIG. 5) is formed on the mounting surface 26a of the unit mounting portion 26. ing. Both the pressure inlets 38, the merging hole 39, and the communication groove 40 constitute a part of a pressure passage 187 for the pressure sensor 54 described later.

  As shown in FIG. 4, the bore wall portion 6 and the unit mounting portion 26 are provided with an intake air temperature detection hole 42 formed of a straight circular hole penetrating in the left-right direction (the front and back direction in FIG. 4). Yes. The intake air temperature detection hole 42 is opened on the passage wall surface of the bore 7 on the upstream side of the throttle valve 14 in the fully closed state and near the lower portion, that is, near the lower side of the bypass inlet hole 28. Further, the opening end of the bypass inlet hole 28 on the side opposite to the bore is opened on the mounting surface 26a of the unit mounting portion 26 (see FIG. 5).

  As shown in FIG. 5, an appropriate number of fastening boss portions 44 (three in total, one on the upper side and two on the lower side on the lower side) are provided on the outer peripheral portion of the unit mounting portion 26. Is formed. A screw hole 44 a is formed in the fastening boss portion 44. A fastening bolt 45 (see FIG. 2) for fastening a device block 50 of the device unit 3 to be described later can be fastened to the screw hole 44a.

Next, the device unit 3 detachably provided on the throttle body 2 will be described. FIG. 11 is an exploded perspective view showing component parts of the device unit.
As shown in FIG. 11, the device unit 3 has an ISC valve 51, a throttle position sensor 52, a temperature sensor 53, and a pressure sensor as device components (specifically, device components related to the engine) with respect to the device block 50. 54 is modularized together with the wiring board 55. For the convenience of explanation, the device unit 3 will be described with the attachment side (lower side in FIG. 11) to the throttle body 2 as the front side and the device cover 60 side (upper side in FIG. 11) to be described later as the rear side.

  Therefore, the device block 50 includes an ISC valve 51, a throttle position sensor 52, a temperature sensor 53, and a pressure sensor 54 as a plurality of device parts, as will be described later, on the side opposite to the throttle body (in FIG. 11). The throttle valve 14 is assembled from the upper side (left side in FIG. 3) along the rotational axis direction of the throttle valve 14 (vertical direction in FIG. 11, horizontal direction in FIG. 3). Further, the ISC valve 51, the throttle position sensor 52, the temperature sensor 53, and the pressure sensor 54 are arranged in a non-polymerized state in the rotational axis direction of the throttle valve 14 (vertical direction in FIG. 11 and horizontal direction in FIG. 3). ing. That is, the ISC valve 51, the throttle position sensor 52, the temperature sensor 53, and the pressure sensor 54 are distributed in the direction intersecting with the rotation axis 9L of the throttle valve 14 (the vertical direction and the front and back direction in FIG. 3). It is arranged so that it does not overlap in the direction of the axis of rotation. The attachment side (lower side in FIG. 11) with respect to the throttle body 2 corresponds to the “throttle body side” in the present specification, and the device cover 60 side (upper side in FIG. 11) corresponds to the “reverse side” in the present specification. Corresponds to the "Throttle body side".

First, the device block 50 will be described. 14 is a front view showing the device block, and FIG. 15 is a rear view of the device block.
As shown in FIG. 11, the device block 50 is made of resin, for example, and is formed in a substantially block shape. As shown in FIG. 14, a mounting surface 50 a is formed on the front side of the device block 50. The mounting surface 50a is formed so as to be able to be joined in surface contact with the mounting surface 26a (see FIG. 5) of the unit mounting portion 26. Further, as shown in FIG. 15, a peripheral wall 57 along the outer periphery of the device block 50 is formed on the rear side of the device block 50. A housing recess 58 is formed in the peripheral wall 57 of the device block 50. The accommodating recess 58 accommodates an ISC valve 51, a throttle position sensor 52, a temperature sensor 53, a pressure sensor 54, a wiring board 55, and the like, which will be described later. The housing recess 58 is closed by resin welding of a device cover 60 (described later) to the opening end of the peripheral wall portion 57.

  As shown in FIG. 11, an attachment boss portion 62 corresponding to each fastening boss portion 44 (see FIG. 5) of the unit mounting portion 26 is formed on the outer peripheral portion of the device block 50. Each mounting boss 62 has a bolt insertion hole 62a (see FIGS. 14 and 15). The bolt insertion hole 62a is formed so that the fastening bolt 45 (see FIG. 2) can be inserted. By fastening the fastening bolt 45 to the screw hole 44a of each fastening boss portion 44 through the bolt insertion hole 62a of each mounting boss portion 62, the device block 50 can be detachably provided on the throttle body 2. (See FIGS. 1 to 3).

  FIG. 16 is an exploded cross-sectional view showing the periphery of the throttle position sensor. As shown in FIG. 16, the device block 50 is formed with a hollow cylindrical rotor fitting hole 64 penetrating in the front-rear direction (vertical direction in FIG. 16). On the inner peripheral surface of the central portion of the rotor fitting hole portion 64, a flange portion 65 that projects in an annular shape is formed. In the rotor fitting hole 64, a sensor rotor 143 of a throttle position sensor 52, which will be described later, is formed so that it can be fitted from behind (upper in FIG. 16). Further, a connecting tube portion 66 having a cylindrical shape that surrounds the rotor fitting hole portion 64 protrudes from the mounting surface 50 a of the device block 50. The connecting tube portion 66 is formed so as to be able to fit in the opening recess 22 of the left bearing boss portion 10 on the mounting surface 26a of the unit mounting portion 26 (see FIG. 3).

  As shown in FIG. 14, a bypass passage groove 68 is formed on the mounting surface 50 a of the device block 50. The bypass passage groove 68 is formed corresponding to the bypass passage groove 37 (see FIG. 5) of the mounting surface 26a of the unit mounting portion 26 (see FIG. 6). As shown in FIG. 6, the bypass passage groove 68 forms a closed section in cooperation with the bypass passage groove 37 when the mounting surface 50 a of the device block 50 is brought into surface contact with the mounting surface 26 a of the unit mounting portion 26. A bypass passage 70 is formed. The bypass passage 70 forms a series of passages that bypass the throttle valve 14 by communicating with the bypass inlet hole 28 and the bypass outlet hole 30. The bypass passage 70 corresponds to “auxiliary intake passage” and “fluid passage” in the present specification. The intake air flowing through the bypass passage 70 corresponds to “auxiliary intake air” or “fluid” as used in this specification.

  FIG. 17 is an exploded sectional view showing the periphery of the ISC valve and the pressure sensor. As shown in FIG. 17, the device block 50 is formed with a hollow cylindrical motor fitting portion 72 penetrating in the front-rear direction (vertical direction in FIG. 17). A stepped portion 73 is formed in the front end portion of the motor fitting portion 72 to reduce the diameter. The motor fitting portion 72 is formed such that a step motor 108 of the ISC valve 51 described later can be fitted from behind (upper in FIG. 17).

  On the mounting surface 50 a of the device block 50, a valve body fitting portion 74 that surrounds the motor fitting portion 72 and is continuous with the stepped portion 73 is formed. In addition, a flange portion 75 projecting in an annular shape is formed on the inner peripheral surface of the distal end portion of the valve body fitting portion 74. In the valve body fitting portion 74, a valve body 110 and a valve spring 138 of the ISC valve 51 described later can be fitted from behind (upper in FIG. 17). Moreover, the valve body fitting part 74 is formed so that fitting is possible in the valve body fitting part hole 32a of the bypass outlet hole 30 of the said unit mounting part 26 (refer FIG.6 and FIG.7). Further, on the inner peripheral surface of the valve body fitting portion 74, an appropriate number of positioning convex portions 76 (one is shown in FIG. 17) are formed at equal intervals, that is, 180 ° intervals. The positioning convex portion 76 extends in the axial direction (vertical direction in FIG. 17) of the valve body fitting portion 74.

  A hollow square tubular pressure sensor fitting hole 77 is formed on the bottom surface of the housing recess 58 of the device block 50. Further, a circular pressure detection hole 78 penetrating in the front-rear direction (vertical direction in FIG. 17) is formed at the center of the bottom surface of the pressure sensor fitting hole 77. In the pressure sensor fitting hole 77, a sensor main body 54a of a pressure sensor 54, which will be described later, can be fitted from behind (upward in FIG. 17). Further, the pressure detection part 54 b of the pressure sensor 54 can be fitted into the pressure detection hole 78.

  FIG. 18 is an exploded cross-sectional view showing the periphery of the temperature sensor. As shown in FIG. 18, the device block 50 is formed with a temperature sensor insertion hole 80 penetrating in the front-rear direction (vertical direction in FIG. 18). A hollow cylindrical detection cylinder 81 surrounding the front end opening of the temperature sensor insertion hole 80 protrudes from the mounting surface 50 a of the device block 50. The distal end portion of the detection cylinder portion 81 is closed by an end plate portion 81a. The detection cylinder portion 81 is formed so that a thermistor 140 of the temperature sensor 53 described later can be inserted through the temperature sensor insertion hole 80. Further, the detection cylinder portion 81 is formed so as to be able to fit in the intake air temperature detection hole 42 (see FIG. 5) in the mounting surface 26a of the unit mounting portion 26 (see FIG. 4).

  As shown in FIG. 14, on the mounting surface 50a of the device block 50, left and right connecting recesses 83, 84, a left connecting recess 83 and a pressure detecting hole portion located near the lower part of the valve body fitting portion 74 are provided. A vertically elongated groove 85 that communicates with 78 and a vertically elongated relay recess 87 that communicates via a throttle groove 86 below the right connecting recess 84 are formed. The communication recess 83 on the left side is formed so as to be able to be aligned with the front end portion (the right end portion in FIG. 5) of the connection groove 40 (see FIG. 5) on the mounting surface 26a of the unit mounting portion 26. Moreover, the right side communication recessed part 84 is formed in alignment with the rear-end part (left end part in FIG. 5) of the said communication groove | channel 40 (refer FIG. 5). Further, the relay recess 87 is formed so as to be able to be aligned with the merging hole 39 (see FIG. 5) on the mounting surface 26a of the unit mounting portion 26.

  As shown in FIG. 14, a gasket fitting groove 90 is formed on the mounting surface 50 a of the device block 50. The gasket fitting groove 90 is formed in an irregular mesh shape in which a total of five first to fifth groove portions 91 to 95 forming a ring share a part with each other. The first groove portion 91 is formed in an annular shape surrounding the connecting tube portion 66. The second groove portion 92 is formed in an annular shape that surrounds the bypass passage groove 68 and the valve body fitting portion 74 and shares the upper portion of the first groove portion 91. The third groove portion 93 is formed in an annular shape that surrounds the detection cylinder portion 81 and shares the left end portion of the lower side portion of the second groove portion 91. The fourth groove 94 surrounds the pressure detection hole 78, the left communication recess 83, and the groove 85, and is the center of the right side of the first groove 91 and the lower side of the second groove 91. It is formed in an annular shape that shares parts. The fifth groove 95 surrounds the right communication recess 84, the throttle groove 86 and the relay recess 87, and shares the right end of the lower side of the second groove 91 and the right side of the fourth groove 94. It is formed in an annular shape. The gasket 180 fitted in the gasket fitting groove 90 will be described later.

  As shown in FIG. 11, a connector 97 is integrally formed on the left side of the device block 50 by resin molding. The connector portion 97 is a collection of connector portions relating to each device component, that is, the ISC valve 51, the throttle position sensor 52, the temperature sensor 53, and the pressure sensor 54. 12 is a cross-sectional view showing the peripheral portion of the throttle position sensor of the device unit, and FIG. 13 is a cross-sectional view showing the peripheral portion of the connector portion of the device block.

  As shown in FIG. 13, a predetermined number (two are shown in FIG. 13) of terminals 98 are arranged in the connector portion 97 by insert molding. As these terminals 98, there are two each for A phase and B phase (described later) of the step motor 108 of the ISC valve 51 described later, for throttle opening output, intake temperature output, intake pressure output, A total of nine terminals for power supply and ground (grounding) correspond. The terminal portions on the connector side of these terminals 98 protrude leftward in a state of being parallel to each other. Further, terminal portions 98 (reference numerals, (a)) on the side opposite to the connector of each of the four terminals 98 for power supply, ground, throttle opening output, and intake pressure output are included in the device block 50. It is bent toward the back side (upward in FIG. 13). As shown in FIG. 15, the terminal portions 98 (a) are arranged in two rows on the left and right above the temperature sensor insertion hole 80. Further, the terminal portions (not shown) of a total of four terminals 98 for the A phase and B phase applied to the step motor 108 described later are arranged on the bottom surface of the housing recess 58 of the device block 50 on the left and right sides. They are connected to two upper and lower terminal plates 99a and 99b arranged in a step-by-step manner (see FIG. 11). These terminal plates 99a and 99b are arranged in the left-right direction between the motor fitting portion 72 and the pressure sensor fitting hole 77 (see FIG. 15). Further, the terminal portions (not shown) of the two terminals 98 for grounding and intake air temperature output for intake air temperature output are on the bottom surface of the housing recess 58 of the device block 50 as shown in FIG. Are connected to the two upper and lower terminal boards 100a, 100b. These terminal plates 100a and 100b are adjacent to the temperature sensor insertion hole 80 in the vertical direction.

  The connector 97 is formed such that an external connector (not shown) that is electrically connected to the control means 102 (see FIG. 1) that is an electronic control unit (ECU) can be connected by insertion. The control means 102 includes output signals from various detection means such as device parts, that is, an ISC valve 51, a throttle position sensor 52, a temperature sensor 53, a pressure sensor 54, other sensors, switches and the like (not shown). Is entered. Further, the control means 102 controls a step motor 108 (described later) of the ISC valve 51 and other various devices (not shown) based on output signals from the various detection means.

  As shown in FIG. 15, a pair of upper and lower columnar reference pins 104 protrude on the bottom surface of the housing recess 58 of the device block 50. The upper reference pin 104 is disposed at the upper right of the motor fitting portion 72, and the lower reference pin 104 is disposed at the lower left corner of the housing recess 58. Further, as shown in FIG. 16, both reference pins 104 are formed in a stepped pin shape having a stepped surface 104a having a base portion side as a large diameter portion and a distal end side as a small diameter portion. The tip of the small diameter portion is formed in a tapered shape that tapers.

  As shown in FIG. 15, a pair of upper and lower cylindrical mounting pins 106 protrude on the bottom surface of the housing recess 58 of the device block 50. The upper mounting pin 106 is disposed at the upper right corner of the accommodating recess 58, and the lower mounting pin 106 is disposed adjacent to the lower left of the motor fitting portion 72. Further, as shown in FIG. 16, both mounting pins 106 are formed in a stepped pin shape having a stepped surface 106 a having a base portion side having a large diameter portion and a distal end side having a small diameter portion. The tip of the small diameter portion is formed in a tapered shape that tapers. Further, the stepped surface 106 a of the mounting pin 106 and the stepped surface 104 a of the reference pin 104 are formed on one plane perpendicular to the axis 64 </ b> L of the rotor fitting hole 64. Further, a support surface 107 is formed in the empty space on the inner peripheral side of the peripheral wall portion 57 so as to be flush with the two stepped surfaces 104a and 106a. The same plane formed by both stepped surfaces 104a and 106a and the support surface 107 serves as a reference surface DL when a wiring board 55 (described later) is assembled to the device block 50.

  Next, the ISC valve 51 incorporated in the housing recess 58 of the device block 50 will be described. As shown in FIG. 17, the ISC valve 51 includes a step motor (also called a stepping motor, a stepper motor, etc.) 108 and a valve body 110 that is moved forward and backward in the axial direction by the step motor 108. Yes. A bipolar step motor is used as the step motor 108 in this embodiment. The step motor 108 corresponds to an “actuator” in this specification. FIG. 19 is a sectional view showing the ISC valve, and FIG. 20 is a front view of the ISC valve as viewed from the front end side of the valve body.

  As shown in FIG. 19, the step motor 108 includes a stator 113 housed in a bottomed cylindrical motor housing 112 made of a ferromagnetic material, and a motor rotor 114 that rotates in the stator 113. The stator 113 includes a resin bobbin 115. The bobbin 115 is formed by insert-molding four yokes 116 and four terminals 117 (see FIG. 20). Moreover, the yokes 116 are arranged in a laminated form in the axial direction as a set of two. The bobbin 115 includes a cover 118 that covers the yoke 116, an end plate 119 formed in a flange shape on the opening side of the motor housing 112, and a pair of terminals that protrude parallel to the outer peripheral surface of the end plate 119. Support portions 120 and 121 (see FIG. 17) are integrally formed. In each of the terminal support portions 120 and 121, two base ends of the terminals 117 are embedded (see FIG. 11). Each terminal 117 is drawn out from each terminal support 120, 121 in a stepped manner. Also, as shown in FIG. 20, out of the total four terminals 117 of the step motor 108, the two terminals 117 for A phase are labeled with (S1) and (S2), and 2 for B phase. Reference numerals (S3) and (S4) are attached to the terminal 117 of the book. The stator 113 corresponds to a “fixed side member” in this specification.

As shown in FIG. 19, a coil wire 122 is wound in two stages on the outer periphery of the bobbin 115. The terminal portion of the coil wire 122 is connected to each terminal 117 (see FIG. 17). A metal cover plate 123 that closes the opening end surface of the motor housing 112 is superposed on the end plate portion 119 of the bobbin 115.
Further, for example, a metal dry bearing 125 is integrally provided on the bottom plate portion 112 a of the motor housing 112. The dry bearing 125 is formed in an annular shape, and is attached to the bottom plate portion 112a by, for example, press-fitting into a shaft hole 112b formed in the bottom plate portion 112a. The bottom plate portion 112a of the motor housing 112 corresponds to a “metal portion” in the present specification.
Further, for example, a metal dry bearing 124 is integrally provided on the end plate portion 119 of the bobbin 115. The dry bearing 124 is formed in an annular shape. For example, the dry bearing 124 is insert-molded into the end plate portion 119, fitted and bonded to the end plate portion 119, or press-fitted into the end plate portion 119. It is attached to the plate part 119. The end plate portion 119 of the bobbin 115 corresponds to a “resin portion” in this specification.
Both dry bearings 124 and 125 are arranged on the same axis with respect to the stator 113. The dry bearings 124 and 125 correspond to “sliding bearings” in this specification. Further, for convenience of explanation, the dry bearing 124 on the valve body 110 side (lower side in FIG. 19) is referred to as “front dry bearing 124”, and the dry bearing 124 on the counter valve body side (upper side in FIG. 19) is referred to as “rear side”. No. dry bearing 124 ".

  The motor rotor 114 includes a metal round bar-shaped rotor shaft 127 and a cylindrical magnet 130 provided on the outer periphery of the rotor shaft 127. The rotor shaft 127 is rotatably supported while being inserted through the pair of dry bearings 124 and 125. The magnet 130 is provided so as to surround the shaft portion between the two dry bearings 124 and 125 in the rotor shaft 127. The magnet 130 corresponds to the inner peripheral surface of the yoke 116 with a predetermined gap, and the number of N poles and S poles corresponding to the magnetic pole teeth of the yoke 116 are alternately magnetized. ing. Further, a screw shaft portion 129 is formed at the tip end portion of the rotor shaft 127 projecting out of the motor housing 112. The rotor shaft 127 corresponds to an “actuating member” in this specification. Further, since the rotor shaft 127 pivotally supported by both dry bearings 124 and 125 causes axial movement, the axial movement restricting means 250 and 252 provided for restricting the axial movement of the rotor shaft 127 will be described later. Will be described in detail.

  The valve body 110 is made of, for example, a resin, and has a cylindrical portion 132 having a hollow cylindrical shape and a tapered surface 133a that is formed at a distal end portion (lower end portion in FIG. 19) of the cylindrical portion 132. It has a columnar valve tip part 133 and a flange part 134 projecting annularly on the outer peripheral part of the base end part (upper end part in FIG. 19) of the cylindrical part 132. Further, as shown in FIG. 20, an appropriate number (four in FIG. 20) of positioning grooves 134a are formed on the outer peripheral surface of the flange portion 134 at equal intervals, that is, at 90 ° intervals.

  As shown in FIG. 19, the bottomed hole-like concave hole 254 in the tubular portion 132 of the valve body 110 has a large-diameter hole portion 254a in the opening side half (the upper half in FIG. 19) and the bottom side. A half portion (lower half in FIG. 19) is formed in a stepped hole shape having a small diameter hole portion 254b. A nut member 136 having a screw hole is integrated into the large-diameter hole 254a by press-fitting (for example, heat-fitting). A screw shaft portion 129 of the rotor shaft 127 is screwed into the nut member 136 (specifically, a screw hole). Further, the small diameter hole portion 254b of the cylindrical portion 132 is formed so that the screw shaft portion 129 of the rotor shaft 127 can be loosely fitted. Accordingly, the rotation of the motor rotor 114 (forward rotation and reverse rotation) allows the valve body 110 to move forward and backward in the axial direction through screwing of the screw shaft portion 129 and the nut member 136 (movable up and down in FIG. 19). It has become. The screw shaft portion 129 and the nut member 136 of the rotor shaft 127 constitute a “screw mechanism”.

  FIG. 21 is a side view showing the device cover mounting side of the device block on which the ISC valve and the temperature sensor are mounted, and FIG. As shown in FIG. 22, the ISC valve 51 is mounted in the housing recess 58 of the device block 50. Specifically, the valve body 110 is fitted in the valve body fitting portion 74, and the step motor 108 is fitted in the motor fitting portion 72. At this time, a valve spring 138 made of a conical spring is interposed between the flange portion 134 of the valve body 110 and the flange portion 75 of the valve body fitting portion 74. The valve spring 138 has an end on the small diameter side in contact with the flange portion 134 of the valve body 110 and an end on the large diameter side in contact with the flange portion 75 of the valve body fitting portion 74. The end portion on the small diameter side of the valve spring 138 is fitted in an annular recess 134 b formed in an annular shape on the flange portion 134 of the valve body 110. The valve spring 138 elastically urges the motor rotor 114 together with the valve body 110 in the backward direction (upward in FIG. 22). Thereby, the rotor shaft 127 is elastically held in a state where it abuts against the cover plate 123.

  Further, the positioning groove 134a (see FIG. 17) of the flange portion 134 of the valve body 110 is slidably fitted to the positioning convex portion 76 (see FIG. 17) in the valve body fitting portion 74 of the device block 50. Combined. Thereby, the valve body 110 is prevented from rotating about the axis. At this time, since the positioning groove 134a is formed with a multiple of the positioning convex portion 76 (twice in this embodiment), the valve body 110 can be easily fitted into the valve body fitting portion 74 of the device block 50. Can do. Further, the valve tip portion 133 of the valve body 110 is inserted into the flange portion 75 of the valve body fitting portion 74 of the device block 50, and protrudes forward (downward in FIG. 22) from the flange portion 75. .

  As shown in FIG. 22, when the step motor 108 is fitted into the motor fitting portion 72, the terminals 117 of the step motor 108 are arranged on the bottom surface of the housing recess 58 of the device block 50. It is mounted on each of the terminal boards 99a and 99b (see FIG. 21). In this state, each terminal 117 is connected to each terminal plate 99a, 99b by resistance welding or the like. The step motor 108 is prevented from being detached by a device cover 60 provided in the device block 50 (see FIG. 19).

Next, the temperature sensor 53 incorporated in the housing recess 58 of the device block 50 will be described. As shown in FIG. 18, the temperature sensor 53 is mainly composed of a thermistor 140. FIG. 23 is a cross-sectional view showing a mounted state of the temperature sensor.
As shown in FIG. 23, the thermistor 140 is inserted into the detection cylinder portion 81 through the temperature sensor insertion hole 80 of the device block 50. Accordingly, the terminal portions of the two terminals 141 of the thermistor 140 are placed on the terminal plates 100a and 100b disposed on the bottom surface of the housing recess 58 of the device block 50 (see FIG. 21). ). In this state, the terminal portion of each terminal 141 is connected to each terminal plate 100a, 100b by resistance welding or the like.

  Next, the throttle position sensor 52 incorporated in the housing recess 58 of the device block 50 will be described. As shown in FIG. 16, the throttle position sensor 52 includes a sensor rotor 143 incorporated between the device block 50 and a wiring board 55 (described later). The sensor rotor 143 is made of, for example, a resin, and is a substantially disc-shaped rotor main portion 143a facing the wiring board 55, and a substantially cylindrical shape that protrudes to the device block 50 side (lower side in FIG. 16) of the rotor main portion 143a. And a support shaft portion 143c protruding on the wiring board 55 side (upper side in FIG. 16) of the rotor main portion 143a is provided on the same axis. The connecting cylinder portion 143b is loosely fitted in the flange portion 65 of the rotor fitting hole 64 (see FIGS. 12 and 13). A leaf spring 144 is incorporated in the connecting cylinder portion 143b. The leaf spring 144 elastically holds the sensor rotor 143 in the radial direction on the sensor rotor connecting portion 24 when the sensor rotor 143 is connected to the sensor rotor connecting portion 24 of the throttle shaft 9. Further, the support shaft portion 143 c is loosely fitted into a support shaft portion insertion hole 158 formed in the wiring board 55. Further, the support shaft portion 143c is rotatably supported in a bearing recess 170 formed in the device cover 60 described later.

  As shown in FIG. 12, there is a wave washer (wave spring, wave spring washer) between the annular facing surfaces between the flange portion 65 of the rotor fitting hole portion 64 and the rotor main portion 143a of the sensor rotor 143. 145) is interposed. The wave washer 145 always urges the sensor rotor 143 toward the device cover 60 side. The wave washer 145 corresponds to an “elastic member” in this specification.

  A brush 147 which is a slider that can slide on resistor parts 150 and 151 (described later) of the wiring board 55 is provided on the surface (the upper surface in FIG. 12) of the rotor main part 143a on the device cover 60 side. Is provided. The throttle position sensor 52 is a contact type throttle position in which the brush 147 slides on the resistor portions 150 and 151 of the wiring board 55 to convert it into an electrical signal and output the signal as the sensor rotor 143 rotates. A sensor 52 is provided.

Next, the wiring board 55 incorporated in the housing recess 58 of the device block 50 will be described. 24 is a side view showing the device cover mounting side of the device block on which the wiring board is mounted, FIG. 25 is a front view showing the wiring board, and FIG. 26 is a back view.
As shown in FIG. 24, the wiring board 55 is formed with an outer shape that can be fitted into the housing recess 58 of the device block 50 (see FIG. 24). As shown in FIG. 25, a predetermined wiring pattern 148 is printed on the surface of the wiring board 55. Further, as shown in FIG. 26, a predetermined wiring pattern 149 is printed on the back surface of the wiring board 55. On the back surface of the wiring board 55, both internal and external resistor portions 150 and 151 having a fan shape corresponding to the brush 147 of the sensor rotor 143 are formed, and a pressure sensor 54 (described later) is mounted. .

  As shown in FIGS. 25 and 26, the wiring substrate 55 is formed with a pair of upper and lower reference holes 153. Both mounting holes 155 correspond to both reference pins 104 of the device block 50, and are formed so as to be fitted to the small diameter portion on the tip side of the mounting pin 106 (see FIGS. 15 and 16). The reference hole 153 is also used as a reference hole when the wiring patterns 148 and 149 are printed on the wiring board 55.

  As shown in FIGS. 25 and 26, the wiring board 55 is formed with a pair of upper and lower mounting holes 155. Both mounting holes 155 correspond to both mounting pins 106 of the device block 50, and are formed so as to be fitted to the small diameter portion on the tip side of the mounting pins 106 (see FIGS. 15 and 16).

As shown in FIG. 25, a total of four terminal insertion holes 157 are formed in the wiring board 55 in two rows on the left and right. These terminal insertion holes 157 correspond to the terminal portions 98 (a) on the side opposite to the connector of each of the four terminals 98 projected on the bottom surface of the housing recess 58 of the device block 50, and the terminal portions thereof. 98 (a) can be fitted (see FIG. 15).
Further, as shown in FIG. 25, a support shaft insertion hole 158 is formed at the center of the wiring board 55. The support shaft portion insertion hole 158 corresponds to the support shaft portion 143c of the sensor rotor 143, and is formed so as to be loosely fitted to the support shaft portion 143c (see FIG. 16).

As shown in FIG. 26, a pressure sensor 54 is mounted on the back surface of the wiring board 55. The pressure sensor 54 includes a sensor main body 54a that is a main body of the pressure sensor 54 and a columnar pressure detector 54b that protrudes on the sensor main body 54a (front side in FIG. 26). The sensor body 54 a corresponds to the pressure sensor fitting hole 77 of the device block 50, and is formed so as to be fitted into the fitting hole 77. Moreover, the pressure detection part 54b respond | corresponds to the pressure detection hole 78 of the device block 50, and is formed so that fitting to the pressure detection hole 78 is possible (refer FIG. 17).
Further, as shown in FIG. 25, the wiring board 55 is formed with a long and narrow isolation hole 160 that crosses between the resistor portions 150 and 151 and a total of four terminal insertion holes 157.

  The wiring board 55 is mounted in the housing recess 58 of the device block 50 as described below. That is, the wiring board 55 is fitted in the housing recess 58 so that the back surface thereof faces the bottom surface in the housing recess 58 of the device block 50 (see FIG. 24). At this time, the small diameter portions on the tip side of both reference pins 104 of the device block 50 are relatively fitted in both reference holes 153, whereby the wiring board 55 is parallel to the plate surface, that is, the radial direction and the rotation direction. (See FIG. 12). Further, the tapered portion at the tip of the small diameter portion of both reference pins 104 guides both reference holes 153, whereby the wiring board 55 can be quickly positioned at a predetermined position. Further, the edge portions of both reference holes 153 are brought into contact with the stepped surface 104a (see FIG. 16) of both reference pins 104, whereby the wiring board 55 is supported on the reference surface DL of the housing recess 58. (See FIG. 12).

  The wiring board 55 is also supported on the reference plane DL of the housing recess 58 by bringing the outer periphery of the wiring board 55 into contact with the support surface 107 (see FIG. 16) of the housing recess 58 (see FIG. 16). 12). Further, the small-diameter portions on the distal end side of both mounting pins 106 of the device block 50 are relatively fitted in both mounting holes 155, and the edge portions of both mounting holes 155 are stepped surfaces 106a ( 16), the wiring board 55 is also supported on the reference plane DL of the housing recess 58 (see FIG. 12). At this time, the wiring board 55 can be quickly positioned at a predetermined position also by the tapered portion of the tip of the small diameter portion of the both mounting pins 106 guiding the both mounting holes 155.

Terminal portions 98 (a) of the four terminals 98 in total projecting on the bottom surfaces of the receiving recesses 58 of the device block 50 in the terminal insertion holes 157 (see FIG. 25) of the wiring board 55 (see FIG. 25). 24 is inserted (see FIG. 24). Then, the conductive portions (not shown) of the wiring patterns 148 and 149 (see FIGS. 25 and 26) around each terminal insertion hole 157 of the wiring board 55 and the terminal portion 98 (a) of each terminal 98 are soldered. Connected by. In addition, the code | symbol 164 is attached | subjected to the connection part by soldering (refer FIG.13 and FIG.24).
Further, the support shaft portion 143c of the sensor rotor 143 is loosely fitted in the support shaft portion insertion hole 158 of the wiring board 55 (see FIGS. 12 and 13).

  FIG. 27 is a cross-sectional view showing a mounting state of the pressure sensor on the device block. As shown in FIG. 27, the sensor body 54 a of the pressure sensor 54 is fitted into the pressure sensor fitting hole 77 of the device block 50 as the wiring board 55 is mounted in the housing recess 58 of the device block 50. At the same time, the pressure detection part 54 b is fitted into the pressure detection hole 78 of the device block 50. A sealing material (not shown) for sealing between the sensor main body 54a of the pressure sensor 54 and the pressure sensor fitting hole 77 is appropriately interposed.

  Further, as shown in FIG. 12, the enormous portion 162 is formed by crushing the tip of the mounting pin 106 protruding on the surface of the wiring board 55 by heat caulking. As a result, the wiring board 55 is prevented from coming off from the device block 50.

  Next, the device cover 60 that covers the device components modularized in the device block 50 will be described. As shown in FIG. 11, the device cover 60 is made of resin and is formed in a flat plate shape having an outer diameter corresponding to the peripheral wall portion 57 of the housing recess 58 of the device block 50. FIG. 28 is a rear view showing the device cover.

  As shown in FIG. 28, a pair of upper and lower reference recesses 168 are formed on the back surface of the device cover 60. Both reference recesses 168 correspond to both reference pins 104 of the device block 50, and are formed so as to be fitted to the small diameter portion on the tip side of the mounting pin 106 (see FIG. 16). A bearing recess 170 is formed at the center of the back surface of the device cover 60 (see FIG. 28). The bearing recess 170 corresponds to the support shaft portion 143c of the sensor rotor 143, and is formed so as to be able to support the support shaft portion 143c (see FIG. 16).

  On the back surface of the device cover 60, a pair of upper and lower caulking portion relief recesses 172 are formed (see FIG. 28). Both relief recesses 172 correspond to both mounting pins 106 of the device block 50, and are formed so as to be able to accommodate enormous portions 162 (see FIG. 12) of the mounting pins 106 (see FIG. 16). A terminal escape recess 173 is formed on the back surface of the device cover 60 (see FIG. 28). The escape recess 173 corresponds to the connection part 164 by soldering between the wiring board 55 and the terminal part 98 (a) of each terminal 98, and is formed so as to accommodate the connection part (see FIG. 13). .) A motor escape recess 174 is formed on the back surface of the device cover 60 (see FIG. 13). The escape recess 174 corresponds to the motor housing 112 of the step motor 108 and is formed so as to be able to accommodate the rear portion of the motor housing 112 (see FIGS. 6 and 7).

  As shown in FIGS. 12 and 13, the device cover 60 is placed on the device block 50 so as to close the open end surface of the receiving recess 58. At this time, the small diameter portions on the tip side of both reference pins 104 of the device block 50 are relatively fitted in both reference recesses 168 of the device cover 60, so that the device cover 60 is parallel to the plate surface, that is, radial. Positioned in the direction and rotational direction. Further, the sensor rotor 143 is rotatably supported on the device cover 60 by relatively fitting the support shaft portion 143c of the sensor rotor 143 into the bearing recess 170 of the device cover 60.

  Further, the enormous portions 162 of the both mounting pins 106 of the device block 50 are accommodated in the escape recesses 172 for both caulking portions of the device cover 60 (see FIG. 12). Further, in the terminal escape recess 173 of the device cover 60, a connection part 164 is accommodated by soldering the wiring board 55 and the terminal part 98 (a) of each terminal 98 (see FIG. 13). Further, the rear portion of the motor housing 112 of the step motor 108 is accommodated in the motor relief recess 174 of the device cover 60 (see FIGS. 6 and 7). And the outer peripheral part of the device cover 60 is joined to the peripheral wall part 57 of the device block 50 by resin welding (refer FIG.12 and FIG.13).

FIG. 29 is a side view showing a throttle body mounting side of a device block equipped with a gasket. As shown in FIG. 29, a gasket 180 is fitted into the gasket fitting groove 90 (see FIG. 14) of the device block 50. FIG. 30 is a surface view showing the gasket.
As shown in FIG. 30, the gasket 180 is formed with a shape corresponding to the gasket fitting groove 90 (see FIG. 14) of the device block 50. The gasket 180 is formed in an irregular mesh shape in which a total of five first to fifth seal portions 181 to 185 having a ring shape share a part with each other. As shown in FIG. 29, the first seal portion 181 is formed so as to be fitted in the first groove portion 91 of the gasket fitting groove 90. Further, the second seal portion 182 is formed so as to be fitted in the second groove portion 92 of the gasket fitting groove 90. The third seal portion 183 is formed so as to be able to fit in the third groove portion 93 of the gasket fitting groove 90. Further, the fourth seal portion 184 is formed so as to be able to fit into the fourth groove portion 94 of the gasket fitting groove 90. Further, the fifth seal portion 185 is formed so as to be able to be fitted into the fifth groove portion 95 of the gasket fitting groove 90. The gasket 180 is fitted into the gasket fitting groove 90 of the device block 50 when the device block 50 is attached to the throttle body 2.

  Next, a procedure for attaching the device unit 3 to the throttle body 2 will be described. That is, as shown in FIG. 2, the device unit 3 is made to correspond to the unit mounting portion 26 of the throttle body 2 (see the two-dot chain line 3 in FIG. 2). From this state, the mounting surface 50 a of the device block 50 of the device block 50 is brought into surface contact with the mounting surface 26 a of the unit mounting portion 26 of the throttle body 2. The screw holes 44a (see FIG. 5) of the fastening boss portions 44 of the unit mounting portion 26 and the bolt insertion holes 62a (see FIG. 29) of the mounting boss portions 62 of the device block 50 are aligned. By tightening the fastening bolts 45 into the screw holes 44a through the bolt insertion holes 62a, the device block 50 can be attached to and detached from the throttle body 2 in the direction of the rotation axis (9L (see FIG. 3)) of the throttle valve 14. It is attached (see FIGS. 1 to 3).

  FIG. 8 is a cross-sectional view showing the relationship between the throttle shaft of the throttle body and the throttle position sensor. As shown in FIG. 8, when the device block 50 is brought into surface contact with the unit mounting portion 26, the connecting tube portion 66 of the device block 50 is fitted into the opening recess 22 of the bearing boss portion 10 of the unit mounting portion 26. . At the same time, the sensor rotor connecting portion 24 of the throttle shaft 9 is connected to the connecting cylinder portion 143 b of the sensor rotor 143 via the leaf spring 144. As a result, the sensor rotor 143 is coupled to the throttle shaft 9 so as to be integrally rotatable. The leaf spring 144 elastically holds the sensor rotor 143 in the radial direction with respect to the sensor rotor connecting portion 24. Therefore, the throttle position sensor 52 can detect the opening degree of the throttle valve 14 with the rotation of the sensor rotor 143.

  As shown in FIG. 6, when the device block 50 is brought into surface contact with the unit mounting portion 26, the bypass passage groove 68 of the device block 50 is aligned with the bypass passage groove 37 of the unit mounting portion 26. Thus, a bypass passage 70 that bypasses the throttle valve 14 is formed by forming a closed cross section and communicating the bypass inlet hole 28 and the bypass outlet hole 30. As a result, the intake air flowing through the bore 7 flows out from the bypass outlet hole 30 through the bypass inlet hole 28 to the bore 7. In addition, in the bypass outlet hole 30, the intake air (auxiliary intake air) passes through the large-diameter side hole portion 32 a and the small-diameter side hole portion 32 b of the horizontal hole portion 32, and then reaches the center on the downstream side of the bore 7 from the vertical hole portion 31. It flows out toward the part (see FIGS. 4 and 7).

  Further, the valve body fitting portion 74 of the device block 50 is fitted into the valve body fitting portion hole portion 32a of the lateral hole portion 32 in the bypass outlet hole 30 of the unit mounting portion 26 (FIGS. 6 and 7). reference.). Accordingly, the valve body 110 of the ISC valve 51 is aligned on the same axis with respect to the valve seat portion 33 of the small diameter side hole portion 32b of the lateral hole portion 32, and the valve tip portion 133 of the valve body 110 is aligned with the valve seat. Opposite the part 33. Thereby, it arrange | positions so that advancing and retreating is possible in the direction parallel to the axis 9L of the throttle shaft 9 (see FIG. 7). The step motor 108 of the ISC valve 51 is driven and controlled by the control means 102 (see FIG. 1) when the engine is idle. 9 is a cross-sectional view showing the open state of the ISC valve with respect to the valve seat portion of the throttle body, and FIG. 10 is a cross-sectional view showing the closed state of the ISC valve.

  The operation of the ISC valve 51 will be described. Now, as shown in FIG. 10, it is assumed that the valve seat portion 33 is closed by the valve body 110 of the ISC valve 51, that is, the valve closed state. In this closed state, when a valve opening signal is output from the control means 102 (see FIG. 1) to the step motor 108, the motor rotor 114 (see FIG. 19) rotates in the valve opening direction (for example, forward rotation). Is done. For this reason, the rotation of the rotor shaft 127 of the motor rotor 114 causes the valve body 110 to retreat (upward movement in FIG. 10) through the threaded engagement between the screw shaft portion 129 of the rotor shaft 127 and the nut member 136. Then, the valve seat portion 33 is opened (see FIG. 9). When the valve closing signal is output from the control means 102 (see FIG. 1) to the stepping motor 108 in the opened state of the ISC valve 51 (see FIG. 9), the motor rotor 114 (see FIG. 19) is closed. Rotated (eg, reverse) in the valve direction. For this reason, when the rotor shaft 127 of the motor rotor 114 rotates, the valve body 110 is advanced (downwardly moved in FIG. 9) via screwing between the screw shaft portion 129 of the rotor shaft 127 and the nut member 136. Then, the valve seat portion 33 is closed (see FIG. 10). As described above, the amount of intake air flowing through the bypass passage 70 is adjusted, that is, controlled by the valve body 110 moving forward and backward based on the drive control of the step motor 108. The ISC valve 51 corresponds to a “flow control valve” in this specification. The throttle body 2 including the valve seat 33 and the ISC valve 51 constitute an auxiliary intake air amount control device 51A.

  Further, the detection cylinder portion 81 (see FIG. 23) of the device block 50 is inserted into the intake air temperature detection hole 42 of the unit mounting portion 26, and the tip end portion of the detection cylinder portion 81 protrudes into the bore 7. (See FIG. 4). Therefore, the tip of the detection cylinder 81 is exposed to the intake air flowing through the bore 7. Accordingly, the temperature of the thermistor 140 (see FIG. 23) of the temperature sensor 53 disposed in the detection cylinder portion 81 of the device block 50 is detected, so that the temperature of the intake air flowing in the bore 7 so-called intake temperature is detected. Can do. Further, the thermistor 140 detects the temperature (intake air temperature) at the tip of the detection cylinder portion 81 of the device block 50, converts it into an electrical signal, and outputs the signal to the control means 102 (see FIG. 1). .

31 is an explanatory view showing a pressure passage, FIG. 32 is a sectional view taken along the line XXXII-XXXII in FIG. 31, FIG. 33 is a sectional view taken along the line XXXIII-XXXIII in FIG. 31, and FIG. It is arrow sectional drawing. As shown in FIGS. 32 to 34, the device block 50 is brought into surface contact with the unit mounting portion 26, so that the bore 7 (see FIG. 4) of the throttle body 2 and the pressure detection hole 78 ( A pressure passage 187 having a series of closed cross-sections communicating with each other is formed.
That is, the relay recess 87 of the device block 50 is aligned with the junction hole 39 of the unit mounting portion 26 (see FIG. 32). Further, the open end surface of the throttle groove portion 86 of the device block 50 is closed by the mounting surface 26a of the unit mounting portion 26 (see FIG. 32). Further, the communication recess 84 on the right side of the device block 50 is aligned with one end (rear end) of the communication groove 40 of the unit mounting portion 26 (see FIGS. 32 and 33). Further, the open end surface of the central portion of the communication groove 40 of the unit mounting portion 26 is closed by the mounting surface 50a of the device block 50 (see FIG. 33). Further, the communication recess 83 on the left side of the device block 50 is aligned with the other end portion (front end portion) of the communication groove 40 of the unit mounting portion 26 (see FIGS. 33 and 34). Moreover, the open end surface of the groove part 85 of the unit mounting part 26 and the pressure detection hole part 78 is closed by the attachment surface 50a of the device block 50 (refer FIG. 34). As a result, a series of pressure inlets 38, junction holes 39, relay recess 87, throttle groove 86, right communication recess 84, communication groove 40, left communication recess 83, groove 85, and pressure detection hole 78 are used. A pressure passage 187 having a labyrinth structure having a closed cross section is formed (see FIG. 31). For this reason, the intake pressure in the bore 7 can be detected by the pressure sensor 54 by the intake pressure (negative pressure) in the bore 7 acting on the pressure detector 54 b of the pressure sensor 54 through the pressure passage 187. The pressure sensor 54 controls the detection signal by detecting the pressure acting on the pressure detection unit 54b through the pressure detection hole 78, that is, the intake pressure (negative pressure) in the bore 7 on the downstream side of the throttle valve 14. 102 (see FIG. 1).

  Further, when the device block 50 is brought into surface contact with the throttle body 2, the gasket 180 (see FIG. 29) mounted in the gasket fitting groove 90 of the device block 50 is attached to the mounting surface 50a of the device block 50 and the unit mounting portion. The mechanical connection portion and the communication portion between the mounting surface 26a and the mounting surface 26a are elastically sealed (see FIG. 3). Thus, as shown in FIG. 31, the shared portion (reference numeral 180a) of the fourth seal portion 184 and the fifth seal portion 185 of the gasket 180 is the second seal portion 182 and the fourth seal portion 185. A T-shape with respect to a common part (reference numeral 180b) attached to the seal part 184 and a shared part (reference numeral 180c attached) to the second seal part 182 and the fifth seal part 185. It is continuous. For this reason, compared with the case where the common part 180a is not continued with the common part 180b and the common part 180c, the installation of the gasket 180 with respect to the device block 50 can be improved. As shown in FIG. 33, the shared portion 180a crosses the open end surface of the communication groove 40 of the mounting surface 26a of the unit mounting portion 26, but does not bisect the communication groove 40.

  Thus, the device cover 60 is joined to the device block 50 by laser welding over the entire circumference. The device block 50 is made of an absorptive resin material having a high absorption rate of laser light. As the resin material of the device block 50, for example, a polybutylene terephthalate resin (PBT) mixed with about 30% by weight of glass fiber and a predetermined colorant such as carbon black, dye or pigment is mixed. Can do. The device cover 60 is made of a transparent resin material having a high laser beam transmittance. As the resin material of the device cover 60, for example, polybutylene terephthalate resin (PBT) mixed with about 30% by weight of glass fiber can be used.

Next, in the ISC valve 51 (see FIG. 19), the shaft movement restricting means 250 and 252 for restricting the axial movement of the rotor shaft 127 supported by both dry bearings 124 and 125 will be described in detail. 35 is a cross-sectional view showing the open state of the ISC valve, FIG. 36 is a cross-sectional view showing the closed state, FIG. 37 is a cross-sectional view showing the shaft movement restricting portion on the open operation side of the actuator, and FIG. It is sectional drawing which shows this axial movement control part.
As shown in FIG. 35, one (downward in FIG. 35) axial movement restricting means 250 restricts axial movement of the rotor shaft 127 forward in the axial direction (downward in FIG. 35) when the step motor 108 is opened. Therefore, it is referred to as an opening operation side shaft movement restricting means 250. The other (upper side in FIG. 35) shaft movement restricting means 252 restricts the axial movement of the rotor shaft 127 rearward in the axial direction (upward in FIG. 35) when the step motor 108 is opened. This is referred to as an open operation side shaft movement restricting means 252.

  First, the shaft movement restricting means 250 on the opening operation side will be described. As shown in FIG. 35, the shaft movement regulating means 250 on the opening operation side defines the maximum fully opened position of the valve body 110 when the step motor 108 is opened, and the rotor shaft 127 of the step motor 108 with respect to the stator 113. The advance movement to the valve body 110 side (lower side in FIG. 35) is regulated. The axial movement restricting means 250 includes an axial end portion of the rotor shaft 127, that is, a front end portion (lower end portion in FIG. 35), and a bottom surface in the recessed hole 254 provided in the valve body 110 and receiving the front end portion of the rotor shaft 127. (See reference numeral 254c) (see FIG. 37).

  As shown in FIG. 37, a convex spherical valve stopper 256 projects from the front end surface (lower end surface in FIG. 37) of the rotor shaft 127. The valve stopper portion 256 can abut on the bottom surface portion 254c in the concave hole 254 of the valve body 110 in a point contact manner. Specifically, when the valve body 110 is opened from the closed state (see FIG. 36) by the opening operation of the step motor 108, the valve body 110 finally becomes the bottom plate portion 112a of the motor housing 112 as shown in FIG. The valve stopper portion 256 of the rotor shaft 127 of the motor rotor 114 is configured to contact the bottom surface portion 254c in the recessed hole 254 of the valve body 110 in a point contact manner (see FIG. 37). As a result, the advance movement of the rotor shaft 127 relative to the stator 113 of the step motor 108 (movement downward in FIG. 35) is restricted. Further, the maximum opening position of the valve body 110 is defined by restricting the further opening operation of the valve body 110 (see FIG. 35). The valve body 110 corresponds to a member that comes into contact with the end portion of the rotor shaft 127 in the axial movement direction when the step motor 108 is opened.

  Next, the closing side shaft movement restricting means 252 will be described. As shown in FIG. 36, when the stepping motor 108 is closed, the shaft movement restricting means 252 on the closing operation side moves backward to the counter valve body side of the rotor shaft 127 with respect to the stator 113 of the stepping motor 108 (upward in FIG. 36). Movement). The axial movement restricting means 252 includes the other end portion in the axial direction of the rotor shaft 127, that is, the rear end portion (the upper end portion in FIG. 36), and a cover plate provided on the stator 113 and facing the rear end portion of the rotor shaft 127. 123 (see FIG. 38).

  As shown in FIG. 38, the rear end surface (upper end surface in FIG. 38) of the rotor shaft 127 is formed as a convex spherical valve stopper portion 257. The valve stopper portion 257 can contact the cover plate 123 in a point contact manner. As described above, the motor rotor 114 is urged in the backward direction (upward in FIG. 36) together with the valve body 110 by the elastic force of the valve spring 138. For this reason, the valve stopper portion 257 of the rotor shaft 127 is always held in a point contact state with the cover plate 123 by the elastic force of the valve spring 138. When the valve body 110 is closed from the open state (see FIG. 35) by the closing operation of the step motor 108, the valve body 110 finally contacts the valve seat portion 33 of the unit mounting portion 26 of the throttle body 2. By contacting, the bypass passage 70 is closed and further closing operation of the valve body 110 is restricted, whereby the maximum fully closed position of the valve body 110 is defined (see FIG. 36). At this time, the rotor shaft 127 receives a reaction force in the backward direction (upward in FIG. 36). However, since the valve stopper portion 257 is in contact with the cover plate 123 in a point contact manner, the rotor of the step motor 108 with respect to the stator 113 The backward movement of the shaft 127 to the counter valve body side (upward movement in FIG. 36) is restricted. The cover plate 123 corresponds to a member that comes into contact with the end of the rotor shaft 127 in the axial movement direction when the step motor 108 is closed.

  According to the above-described ISC valve 51 (see FIG. 35), the bypass passage 70 is opened and closed by operating the valve body 110 by the rotor shaft 127 of the step motor 108. Then, the axial movement of the rotor shaft 127 forward (downward in FIG. 35) during the opening operation of the step motor 108 is regulated by the contact between the valve stopper 256 at the front end of the rotor shaft 127 and the valve body 110. (See FIG. 37). For this reason, it is possible to prevent or reduce the malfunction of the step motor 108 due to the axial movement of the rotor shaft 127 during the opening operation of the step motor 108.

  Further, the step motor 108 can be initialized at the fully opened position of the ISC valve 51 by the contact between the valve stopper portion 256 of the rotor shaft 127 and the valve body 110 when the step motor 108 is opened. This can correspond to, for example, control of the ISC valve 51 in a two-wheeled vehicle (called a battery-less vehicle) that does not use a battery for starting the engine. That is, in a battery-less vehicle, normally, when the engine is stopped, the step motor 108 must be initialized with the battery at the fully closed position of the ISC valve 51, whereas according to the ISC valve 51 of this embodiment, the engine Since the step motor 108 can be initialized at the fully opened position of the ISC valve 51 while starting the engine, it is possible to cope with the control of the ISC valve 51 in a battery-less vehicle.

Further, the axial movement of the rotor shaft 127 to the rear (upward in FIG. 36) during the closing operation of the step motor 108 is restricted by the contact between the valve stopper portion 257 at the rear end portion of the rotor shaft 127 and the cover plate 123. (See FIG. 38). For this reason, it is possible to prevent or reduce the malfunction of the step motor 108 due to the axial movement of the rotor shaft 127 when the step motor 108 is closed.
Further, the step motor 108 can be initialized at the fully opened position of the ISC valve 51 by the contact between the valve stopper 257 of the rotor shaft 127 and the cover plate 123 when the step motor 108 is closed.

  Further, the step motor 108 can be initialized at both the fully open position and the fully closed position of the ISC valve 51. For this reason, the initialization at any position can be handled by one type of step motor 108.

Further, the axial movement of the rotor shaft 127 forward (downward in FIG. 35) during the opening operation of the step motor 108 is performed in a point contact manner between the valve stopper 256 at the front end of the rotor shaft 127 and the valve body 110. It can be regulated by contact (see FIG. 37). For this reason, the sliding resistance between the rotor shaft 127 and the valve body 110 can be reduced. Incidentally, the unlocking torque T1 necessary for releasing the locked state by the valve stopper portion 256 at the front end portion of the rotor shaft 127 and the bottom surface portion 254c in the concave hole 254 of the valve body 110 is increased to the fully open side. F1 is the torque for axial movement, μ1 is the coefficient of friction between the two, and r1 is the radius with which the two abut each other. Since it is a point contact type contact, r1≈0 (zero), so
T1 = Fμ1 × r1 = 0
It becomes. Therefore, since the unlocking torque T1 can be small, the closing operation can be smoothly performed from the fully opened position. Alternatively, a convex spherical valve stopper portion may be provided on the bottom surface portion 254c in the concave hole 254 of the valve body 110, and the front end surface of the rotor shaft 127 may be brought into contact with the valve stopper portion in a point contact manner.

  Further, the axial movement of the rotor shaft 127 to the rear (upward in FIG. 36) during the closing operation of the step motor 108 is caused by a point contact between the valve stopper 257 at the rear end of the rotor shaft 127 and the cover plate 123. It can be regulated by contact (see FIG. 38). For this reason, the sliding resistance between the rotor shaft 127 and the cover plate 123 can be reduced. Since the unlocking torque at this time may be small like the unlocking torque T1 at the time of the opening operation, the opening operation can be smoothly performed from the fully closed position. The cover plate 123 may be provided with a convex spherical valve stopper, and the rear end surface of the rotor shaft 127 may be brought into point contact with the valve stopper.

  Further, a rotor shaft 127 is rotatably supported by a pair of dry bearings 124 and 125 with respect to the stator 113 of the step motor 108 (see FIG. 35). Therefore, the cost of the ISC valve 51 can be reduced by using the dry bearings 124 and 125 that are cheaper than the rolling bearing as the bearing that supports the rotor shaft 127.

  Further, since the sliding bearings are the dry bearings 124 and 125, there is no need for refueling.

  Further, the dry bearing 125 can be accurately arranged on the metal portion of the step motor 108, that is, the bottom plate portion 112 a of the motor housing 112.

  Further, the dry bearing 124 can be easily disposed on the resin portion of the step motor 108, that is, the end plate portion 119 of the bobbin 115.

  Further, according to the engine auxiliary intake air amount control device 51A (see FIG. 35), the malfunction of the step motor 108 caused by the axial movement of the rotor shaft 127 during the opening operation and the closing operation of the step motor 108 is prevented. Alternatively, the auxiliary intake air amount flowing through the bypass passage 70 can be controlled by the ISC valve 51 that can be reduced.

  Further, according to the engine intake device 1 (see FIG. 7) described above, the device unit 3 formed by modularizing the auxiliary intake air amount control device 51A into the device block 50 is detachably or non-detachably provided on the throttle body 2. Can do.

  Further, the bypass passage 70 can be easily formed by the cooperation of the throttle body 2 and the device unit 3 (see FIG. 6).

  Further, since the device block 50 is detachably fastened to the throttle body 2 by fastening bolts 45 (see FIGS. 1 and 2), the throttle body 45 can be removed by removing the fastening bolts 45 as necessary. The device block 50 can be separated from the two. For this reason, the maintenance of the throttle body 2 and the device block 50 can be easily performed.

The present invention is not limited to the above-described embodiments, and modifications can be made without departing from the gist of the present invention. For example, the device unit 3 and the engine intake device 1 of the present invention can be applied to an engine other than the engine employed in a motorcycle. The device unit 3 can be installed in an air passage forming member other than the throttle body 2. Further, although the device block 50 is detachably provided on the throttle body 2, the device block 50 may be detachably provided on the throttle body 2. The device unit 3 may be any device in which at least one device component is modularized in the device block 50. Further, the resin welding of the device cover 60 to the device block 50 is not limited to laser welding, but is replaced by welding using a hot plate, so-called hot plate welding, vibration welding, so-called vibration welding, or resistance wire welding, so-called resistance wire welding. be able to. Moreover, it can replace with resin adhesion of the device cover 60 with respect to the device block 50, and can replace with adhesion | attachment by an adhesive agent, screwing, a clip stop, a snap fit coupling | bonding, etc. Further, instead of the contact type throttle position sensor 52, a non-contact type throttle position sensor may be employed. The wave washer 145 provided between the device block 50 and the sensor rotor 143 can be replaced with a disc spring, a coil spring, a rubber-like elastic material, or the like. Further, the number of pressure inlets 38 is not limited to two, but may be one or three or more.

  Further, any one of the shaft movement regulating means 250 during the opening operation and the shaft movement regulating means 252 during the closing operation can be omitted. In the above embodiment, the dry bearings 124 and 125 are used as a pair of bearings. However, at least one of the bearings is a fluid lubrication type sliding bearing, a boundary lubrication type sliding bearing, or a depletion lubrication type sliding bearing. Alternatively, a rolling bearing such as a ball bearing or a needle bearing can be used. Further, the dry bearing 124 can be provided in a metal part instead of the resin part of the step motor 108 (end plate part 119 of the bobbin 115). Further, the dry bearing 125 can be provided in the resin portion instead of the metal portion of the step motor 108 (the bottom plate portion 112a of the motor housing 112). Moreover, in the said Example, although the valve body 110 and the rotor shaft 127 were made to contact in the point contact form, the valve body 110 and the rotor shaft 127 can also be made to surface-contact. In the above embodiment, the cover plate 123 and the rotor shaft 127 are brought into contact with each other in a point contact manner, but the cover plate 123 and the rotor shaft 127 can be brought into surface contact. Further, the dry bearings 124 and 125 may be made of resin instead of metal.

It is a side view which shows the air intake device of the engine concerning one Example. It is a rear view which shows the intake device of an engine. FIG. 3 is a cross-sectional view taken along line III-III in FIG. 1. FIG. 4 is a sectional view taken along the line IV-IV in FIG. 2. It is a side view which shows the device unit attachment side of a throttle body. It is a plane sectional view showing a bypass passage. FIG. 7 is a cross-sectional view taken along line VII-VII in FIG. 6. It is sectional drawing which shows the relationship between the throttle shaft of a throttle body, and a throttle position sensor. It is sectional drawing which shows the valve opening state of the ISC valve with respect to the valve seat part of a throttle body. It is sectional drawing which shows the valve closing state of the ISC valve with respect to the valve seat part of a throttle body. It is a disassembled perspective view which shows the component of a device unit. It is sectional drawing which shows the peripheral part of the throttle position sensor of a device unit. It is sectional drawing which shows the peripheral part of the connector part of a device unit. It is a front view which shows a device block. It is a rear view which shows a device block. It is a disassembled sectional view which shows the peripheral part of a throttle position sensor. It is an exploded sectional view showing the peripheral part of an ISC valve and a pressure sensor. It is an exploded sectional view showing the peripheral part of a temperature sensor. It is sectional drawing which shows an ISC valve | bulb. It is the front view which looked at the ISC valve from the tip side of a valve element. It is a side view which shows the device cover attachment side of the device block carrying an ISC valve and a temperature sensor. It is sectional drawing which shows the mounting state of the ISC valve | bulb with respect to a device block. It is sectional drawing which shows the mounting state of the temperature sensor with respect to a device block. It is a side view which shows the device cover attachment side of the device block which mounts a wiring board. It is a surface view which shows a wiring board. It is a back view which shows a wiring board. It is sectional drawing which shows the mounting state of the pressure sensor with respect to a device block. It is a reverse view which shows a device cover. It is a side view which shows the throttle body attachment side of the device block which mounted | wore the gasket. It is a surface view which shows a gasket. It is explanatory drawing which shows a pressure channel. FIG. 32 is a sectional view taken along line XXXII-XXXII in FIG. 31. FIG. 32 is a sectional view taken along line XXXIII-XXXIII in FIG. 31. FIG. 32 is a cross-sectional view taken along line XXXIV-XXXIV in FIG. 31. It is sectional drawing which shows the open state of an ISC valve | bulb. It is sectional drawing which shows the closed state of an ISC valve. It is sectional drawing which shows the shaft movement control part by the side of the opening action | operation of a step motor. It is sectional drawing which shows the shaft movement control part by the side of a closed operation of a step motor. It is sectional drawing which shows the conventional flow control valve.

Explanation of symbols

1 Intake device 2 Throttle body 3 Device unit 7 Bore (intake passage)
14 Throttle valve 28 Bypass inlet hole 30 Bypass outlet hole 50 Device block 51 ISC valve (flow control valve)
51A Auxiliary intake air amount control device 70 Bypass passage (auxiliary intake passage, fluid passage)
108 Step motor (actuator)
110 Valve body (a member that contacts the end of the rotor shaft when the step motor is opened)
112 Motor housing 112a Bottom plate part (metal part)
113 Stator (fixed side member)
115 Bobbin 119 End plate (resin part)
123 Cover plate (plate member, member that contacts the end of the rotor shaft when the stepping motor is closed)
124 Dry bearing
125 Dry bearing
127 Rotor shaft (actuating member)
138 Valve spring 254 Concave hole 254c Bottom face part 256 Valve stopper part 257 Valve stopper part

Claims (9)

A flow rate control valve comprising: a valve body that opens and closes a fluid passage through which a fluid flows; and an actuator having an operating member that operates the valve body,
The axial movement of the operating member during at least one of the opening operation and the closing operation of the actuator is restricted by contact between the end of the operating member in the axial movement direction and a member facing the end. With configuration ,
The actuator is a step motor;
The flow control valve according to claim 1, wherein the operating member is a rotor shaft that is rotatably supported by a pair of sliding bearings with respect to a stationary side member of the step motor . The flow control valve according to claim 1,
The flow control valve according to claim 1, wherein the member that contacts the end portion of the operating member in the axial movement direction when the step motor is opened is a valve body. The flow control valve according to claim 1 or 2,
The flow rate control valve, wherein the member that contacts the end of the operating member in the axial movement direction when the step motor is closed is a stationary member of the step motor . The flow control valve according to any one of claims 1 to 3 ,
The flow control valve, wherein the sliding bearing is a dry bearing. The flow control valve according to any one of claims 1 to 4 ,
The flow rate control valve, wherein the sliding bearing is provided in a metal part of the step motor . The flow control valve according to any one of claims 1 to 4 ,
The flow control valve, wherein the sliding bearing is provided in a resin portion of the step motor . The auxiliary intake air amount flowing through the auxiliary intake passage that bypasses the throttle valve provided in the intake passage of the engine is controlled by the flow control valve according to any one of claims 1 to 6. Engine auxiliary intake air amount control device. A throttle body including the intake passage of the engine and the throttle valve;
An engine intake system comprising: a device unit formed by modularizing the auxiliary intake air amount control device for an engine according to claim 7 with respect to a device block that is detachably or non-detachably provided on the throttle body. apparatus. The engine intake device according to claim 8 ,
An intake system for an engine, wherein the auxiliary intake passage is formed by cooperation of the throttle body and the device unit.

Images