U.S. patent application number 09/752562 was filed with the patent office on 2001-05-10 for throttle apparatus for an internal combustion engine.
This patent application is currently assigned to Hitachi, Ltd.. Invention is credited to Saito, Yasuo, Tokumoto, Shigeru, Usui, Toshifumi, Wayama, Eisuke.
Application Number | 20010000868 09/752562 |
Document ID | / |
Family ID | 17680446 |
Filed Date | 2001-05-10 |
United States Patent
Application |
20010000868 |
Kind Code |
A1 |
Wayama, Eisuke ; et
al. |
May 10, 2001 |
Throttle apparatus for an internal combustion engine
Abstract
A returning spring 7 of the electronic control throttle and a
default spring 8 for securing an initial opening degree (default
opening degree) of the throttle valve 3 have diameters different
from each other, and both of the springs 7, 8 are held around a
shaft of the throttle valve shaft 3 and arranged between a gear 43
attached to the throttle valve shaft 3 and a wall portion of the
throttle body 100. A shaft supporting gap of the throttle valve
shaft 3 is filled with an air leak preventing material, and a
minimum opening degree on control purpose of the throttle valve is
set to a value larger than an amount of overshoot of the throttle
valve occurring when opening degree of the throttle valve is
changed from a maximum opening degree on control purpose of the
throttle valve to the minimum opening degree.
Inventors: |
Wayama, Eisuke;
(Hitachinaka-shi, JP) ; Usui, Toshifumi;
(Hitachinaka-shi, JP) ; Tokumoto, Shigeru;
(Hitachinaka-shi, JP) ; Saito, Yasuo;
(Hitachinaka-shi, JP) |
Correspondence
Address: |
EVENSON, McKEOWN, EDWARDS
& LENAHAN, P.L.L.C.
Suite 700
1200 G Street, N.W.
Washington
DC
20005
US
|
Assignee: |
Hitachi, Ltd.
|
Family ID: |
17680446 |
Appl. No.: |
09/752562 |
Filed: |
January 3, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
09752562 |
Jan 3, 2001 |
|
|
|
09413546 |
Oct 6, 1999 |
|
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Current U.S.
Class: |
123/396 ;
123/399 |
Current CPC
Class: |
F02D 9/1065 20130101;
F02D 11/10 20130101; F16N 15/00 20130101; F02D 2200/0404
20130101 |
Class at
Publication: |
123/396 ;
123/399 |
International
Class: |
F02D 011/10 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 6, 1998 |
JP |
10-284591 |
Claims
What is claimed is:
1. A throttle device for an internal combustion engine comprising
an electric drive actuator for opening and closing a throttle valve
to control an intake air flow rate of the internal combustion
engine, and a default opening degree setting mechanism for keeping
an opening degree of said throttle valve at a preset opening degree
(hereinafter, the preset opening degree is defined as a default
opening degree) larger than a full close position when said
electric drive actuator is not energized, wherein a gear case for
containing a gear mechanism to transmit power of said electric
drive actuator to a throttle valve shaft is arranged on an outer
wall of a throttle body, and a returning spring for acting a spring
force on said throttle valve in a closing direction and a spring
(hereinafter, referred to as a default spring) for acting a spring
force on said throttle valve in a direction toward a side of the
default opening degree seeing from the full close position of the
throttle valve have diameters different from each other, both of
said springs being held around a shaft of said throttle valve shaft
and arranged between a gear attached to said throttle valve shaft
in said gear mechanism and a wall portion of the throttle body.
2. A throttle device for an internal combustion engine according to
claim 1, wherein at least a part of one spring among said returning
spring and said default spring having a smaller diameter is
inserted inside the other spring having a larger diameter, and the
spring having the larger diameter is placed in being guided by an
outer periphery of a bearing containing boss for the throttle valve
shaft projecting inward of said gear case in a manner that one end
of the spring having the larger diameter is fixed to the wall
portion of the throttle body.
3. A throttle device for an internal combustion engine according to
any one of claim 1 and claim 2, wherein a diameter of a final stage
gear provided in said throttle valve shaft is larger than an outer
diameter of a spring having a larger outer diameter out of said
returning spring and said default spring, and said final stage gear
is engaged with an intermediate gear.
4. A throttle device for an internal combustion engine according to
any one of claim 1 to claim 3, which comprises an engaging element
(hereinafter, referred to as a fixing side engaging element) fixed
to said throttle valve shaft, and an engaging element (hereinafter,
referred to as a moving side engaging element) idly inserted onto
said throttle valve shaft and rotatable relative to said throttle
valve shaft, wherein said default spring connects between a spring
fastening portion of said moving side engaging element and a spring
fastening portion of said throttle valve shaft so that said fixing
side engaging element and said moving side engaging element attract
each other, said returning spring acting a force on said moving
side engaging element in the direction closing the throttle valve,
said fixing side engaging element and said moving side engaging
element being engaged and rotatable together opposing against a
force of said returning spring within a range of opening degrees
larger than the default opening degree, only said fixed side
engaging element being set rotatable together with the throttle
valve shaft opposing against a force of said default spring by
blocking movement of said moving side engaging element by a default
opening degree setting stopper within a range of opening degrees
smaller than the default opening degree, said returning spring and
said default spring being arranged around the shaft of said
throttle valve shaft so that said returning spring is placed
outside and said default spring is placed inside.
5. A throttle device for an internal combustion engine according to
any one of claim 1 to claim 3, which comprises a fixing side
engaging element fixed to said throttle valve shaft and a moving
side engaging element idly inserted onto said throttle valve shaft
and rotatable relative to said throttle valve shaft, wherein said
returning spring connects between a spring fastening portion of
said moving side engaging element and a spring fastening portion of
said throttle valve shaft so that said fixing side engaging element
and said moving side engaging element attract each other, said
default spring acting a force on said moving side engaging element
in the direction opening the throttle valve, said fixing side
engaging element and said moving side engaging element being
engaged and rotatable together opposing against a force of said
default spring within a range of opening degrees larger than the
default opening degree, only said fixed side engaging element being
set rotatable together with the throttle valve shaft opposing
against a force of said returning spring by blocking movement of
said moving side engaging element by a default opening degree
setting stopper within a range of opening degrees smaller than the
default opening degree, said returning spring and said default
spring being arranged around the shaft of said throttle valve shaft
so that said default spring is placed outside and said returning
spring is placed inside.
6. A throttle device for an internal combustion engine according to
any one of claim 4 and claim 5, wherein said moving side engaging
element is placed between the wall portion of said throttle body
and said fixing side engaging element, and a cylindrical collar
member divided into two portions in an axial direction is placed
between an inner periphery of a spring out of said default spring
and said returning spring placed between said moving side engaging
element and said fixing side engaging element and an outer
periphery of said throttle valve shaft.
7. A throttle device for an internal combustion engine according to
any one of claim 4 to claim 6, wherein the gear attached to said
throttle valve shaft in said gear mechanism also serves as said
fixing side engaging element.
8. A throttle device for an internal combustion engine according to
any one of claim 4 to claim 7, wherein said moving side engaging
element is composed of a cylinder portion with bottom having an
inner diameter larger than an outer diameter of one spring out of
said default spring and said returning spring having a smaller
diameter and an alligator portion formed in an opening periphery of
said cylinder portion with bottom, and a part of the other spring
having a larger diameter is inserted on an outer periphery of said
cylinder portion with bottom and supported with a surface of said
alligator portion.
9. A throttle device for an internal combustion engine comprising
an electric drive actuator for opening and closing a throttle valve
to control an intake air flow rate of the internal combustion
engine, wherein a throttle body, a motor case containing a motor
composing an electric drive actuator and a containing portion of a
connector connecting by plugging to a motor terminal provided in an
end plate of said motor are formed in a unit, and a motor terminal
extracting port for exposing said motor terminal to said containing
portion of the connector is formed on a bottom portion of said
motor case, and a guide for guiding said connector to said motor
terminal extracting port when said connector is plugged to said
motor terminal is formed on an inner wall surface of said
containing portion of the connector.
10. A throttle device for an internal combustion engine comprising
an electric drive actuator for opening and closing a throttle valve
to control an intake air flow rate of the internal combustion
engine, a motor case for containing a motor composing said electric
drive actuator being integrated with a throttle body in a unit,
wherein in said throttle body, a motor terminal extracting port is
formed in a side of a bottom portion of said motor case, a
containing space of a connector to be connected to the motor
terminal being formed adjacent to the side of the bottom portion of
said motor case, the containing space of the connector and a
containing space for containing a throttle sensor provided at one
end of a throttle valve shaft being formed in one room, a wire lead
portion of said throttle sensor being arranged in being directed to
said containing space of the motor terminal connector.
11. A throttle device for an internal combustion engine according
to claim 10, wherein a connector and throttle sensor case which
forms said containing space of the motor terminal connector and
said containing space for containing the throttle sensor in one
room is covered with a cover, and a wiring guide for gathering
electric power wires to be connected to said connector and lead
wires of said throttle sensor to one position to pass therethrough
is inserted into a groove provided on a wall portion of said
connector and throttle sensor case to be attached with said
cover.
12. A throttle device for an internal combustion engine according
to claim 11, wherein a belt-shaped metal member for holding a
plurality of connectors is welded on an outer surface of said
cover.
13. A throttle device for an internal combustion engine comprising
an electric drive actuator for opening and closing a throttle valve
to control an intake air flow rate of the internal combustion
engine, a motor case for containing a motor composing said electric
drive actuator and a gear case for containing a gear mechanism to
transmit power of said motor to a throttle valve shaft being
integrated in a unit, wherein a motor inserting port of said motor
case is opened to said gear case, said motor being attached to said
motor case by fastening a motor bracket to triangular point
arranged screw holes provided a periphery of said motor inserting
port with three screws in total, three sides forming a contour of
said motor bracket being curved lines, a motor positioning portion
fitting to the three curved lines of said motor bracket to position
the motor being formed in said gear case.
14. A throttle device for an internal combustion engine comprising
an electric drive actuator for opening and closing a throttle valve
based on a signal controlling an intake air flow rate of the
internal combustion engine, wherein a gap between a throttle valve
shaft and a shaft inserting through hole for guiding said throttle
valve shaft to a bearing provided in a wall portion of a throttle
body is filled with an air leak preventing material, and a minimum
opening degree on control purpose of said throttle valve is set to
a value larger than an amount of overshoot of said throttle valve
occurring when opening degree of said throttle valve is changed
from a maximum opening degree on control purpose of said throttle
valve to the minimum opening degree.
15. A throttle device for an internal combustion engine comprising
an electric drive actuator for opening and closing a throttle valve
based on a signal controlling an intake air flow rate of the
internal combustion engine, wherein a gap between a throttle valve
shaft driven to open and close the throttle valve by said electric
drive actuator and a shaft inserting through hole for guiding said
throttle valve shaft to a bearing provided in a wall portion of a
throttle body is filled with an air leak preventing material.
16. A throttle device for an internal combustion engine comprising
an electric drive actuator for opening and closing a throttle valve
based on a signal controlling an intake air flow rate of the
internal combustion engine, wherein a minimum opening degree on
control purpose of said throttle valve is set to such a value that
said throttle valve does not hit to a full close stopper by an
overshoot of said throttle valve occurring when said throttle valve
is changed from a maximum opening degree on control purpose of said
throttle valve to the minimum opening degree.
17. A throttle device for an internal combustion engine according
to any one of claim 14 and claim 15, wherein said air leak
preventing material is molybdenum disulfide, and applied onto
portions limited to between said throttle valve shaft and said
shaft inserting through hole and the surrounding among portions
around an outer periphery of said throttle valve.
18. A throttle device for an internal combustion engine comprising
an electric drive actuator for opening and closing a throttle valve
to control an intake air flow rate of an internal combustion
engine, wherein an electromagnetic shield member of a wire used for
driving control of the electric drive actuator is a woven shield
composed of a tube-shaped member formed by weaving glass fiber and
a woven thin metal wire member covering the tube-shaped member.
Description
BACKGROUND OF THE INVENTION
1. The present invention relates to a throttle apparatus for an
internal combustion engine and, more particularly, to an electronic
control throttle device which controls opening and closing a
throttle valve by driving an electric driven actuator based on a
control signal.
2. In the electronic control throttle apparatus for controlling a
throttle valve of an engine by driving an electric driven actuator
(for example, a direct current motor, a stepping motor), a
technology known is that an initial opening degree (default opening
degree) of the throttle valve in an off state of engine key (in
other words, at not energized state of the electric driven
actuator) is set to a position larger than its full close
position.
3. Here, the full close position does not mean a position for
completely choking the intake air passage. Particularly, in a
throttle device performing idling rotating speed control using only
a throttle valve without any bypass passage for bypassing the
throttle valve, the full close position is defined by classifying
into a mechanical full close position and an electrical full close
position to be described below.
4. The mechanical full close position means a minimum opening
degree position of a throttle valve determined by a stopper, and
the minimum opening degree is set at a position to slightly open
the throttle valve from a position to completely choking the intake
air passage in order to prevent the throttle valve from sticking.
The electrical full close position means a minimum opening degree
within a range of opening degrees used for control, and the minimum
opening degree is set at an opening position slightly larger than
the mechanical full close position in taking the mechanical full
close position as the reference by controlling of driving the
electric driven actuator (for instance, a position larger than the
mechanical full close position by approximately 1.degree.). In the
electronic control throttle device, the electrical full close
position (the minimum opening degree on the control purpose) does
not always agree with an idling opening degree (an opening degree
necessary for idling rotating speed control). The reason is that
because the opening degree of the throttle valve is feedback
controlled based on an idling rotating speed detected signal in
order to keep the idling rotating speed to a target rotating speed,
and thereby the opening degree can not be determined uniquely.
5. In regard to a full open position, there are a mechanical full
open position determined by a stopper and an electrical full open
position of a maximum opening degree on control. Therein, in a case
of simply describing a "full close position", meaning of the word
includes the electrical full close position as well as the
mechanical full close position. In a normal control, the throttle
valve is controlled between the electrical full close position (the
minimum opening degree on the control purpose) and the electrical
full open position (the maximum opening degree on the control
purpose). By doing so, a part of the throttle valve does not hit on
the stoppers for determining the mechanical full close position and
the mechanical full open position at controlling the throttle valve
to the minimum and the maximum opening degrees. Therefore,
mechanical fatigue, abrasion and damage of the stoppers and the
gear members can be prevented and sticking of the throttle valve to
the stopper can be prevented.
6. A default opening degree (that is, the initial opening degree in
an off state of engine key) is set to an opening degree of a
position in which the throttle valve is further opened wider than
that in the full close position (the mechanical full close position
and the electrical full close position)(for example, a position
larger than the mechanical full close position by 4 to 13.degree.).
One reason why the default opening degree is set is that an air
flow rate necessary for combustion of pre-warming-up operation at
stating-up of the engine (cold starting-up) is secured without any
auxiliary air passage (an air passage bypassing the throttle
valve). During idling operation, as the engine is warmed up, the
throttle valve is controlled so as to moved from the default
opening degree toward the smaller opening degree. However, the
lower limit is the electrical full close position. Another reason
why the default opening degree is set is to cope with requirements
for securing self-running (limp home) or for securing an intake air
flow rate to prevent the engine operation from stopping even if the
throttle control system is failed, for preventing the throttle
valve from fixing to an inner surface of the throttle body with a
viscous substance or ice.
7. As conventional examples of default opening degree setting
mechanisms, various kinds of default opening degree setting
mechanisms are proposed in, for example, Japanese Patent
Application Laid-Open No. 63-150449, U.S. Pat. No. 4,947,815 and
the corresponding patent of Japanese Patent Application Laid-Open
No. 2-500677, Japanese Patent Application Laid-Open No. 62-82238
and the corresponding patent of U.S. Pat. No. 4,735,179 by the same
applicant of the present invention, Japanese Patent Application
Laid-Open No. 10-89096, Japanese Patent Application Laid-Open No.
10-131771 and so on.
8. There are various types of default opening degree setting
mechanisms. For example, one type is that a default opening degree
is secured by setting the relationship between forces of a
returning spring for acting a force toward a closing direction of
the throttle valve and an opposed spring (called as a default
spring or an initial opening degree spring) for acting a force
toward an opening direction of the throttle valve opposing against
the force of the returning spring so that the force of the default
spring is larger than the force of the returning spring at the
default opening degree position and so that a free end of the
default spring is stopped by a default stopper at the default
opening degree position when the engine key is switched off (for
example, Japanese Patent Application Laid-Open No. 2-500677).
9. Another type is, as disclosed in Japanese Patent Application
Laid-Open No. 1-131771, that a fixing side engaging element to be
fixed to a throttle valve shaft (this engaging element may be
constructed by a throttle lever, or a gear for transmitting motor
power may be used instead of the engaging element) and a moving
side engaging element (a linking lever) idly inserted onto the
throttle valve shaft and rotatable relative to the throttle valve
shaft are provided, and the moving side engaging element and the
fixing side engaging element are linked together with a returning
spring so as to attract each other, and a force is applied using a
default spring onto the moving side engaging element in a direction
of opening the throttle valve to engage and rotate the moving side
engaging element and the fixing side engaging element (the throttle
valve shaft) together opposing against the force of the default
spring when the opening degree is within the range smaller than the
default opening degree (smaller than the default stopper position),
and to rotate only the fixing side engaging element and accordingly
the throttle valve shaft opposing against the force of the
returning spring and preventing movement of the moving side
engaging element by the default stopper when the opening degree is
within the range larger than the default opening degree. On the
contrary, there is a type that the moving side engaging element and
the fixing side engaging element are linked together with the
default spring so as to attract each other, and a force is applied
using the returning spring onto the moving side engaging element in
a direction of closing the throttle valve to engage and rotate the
moving side engaging element and the fixing side engaging element
(the throttle valve shaft) together opposing against the force of
the returning spring when the opening degree is within the range
larger than the default opening degree, and to rotate only the
fixing side engaging element (the throttle valve shaft) opposing
against the force of the default spring and preventing movement of
the moving side engaging element by the default stopper when the
opening degree is within the range smaller than the default opening
degree.
10. The electronic control throttle device can more accurately
perform air flow rate control suitable for operation of an internal
combustion engine than a mechanical throttle device in which an
amount of stepping-in of the accelerator pedal is transmitted to a
throttle valve shaft through an accelerator wire. However, since
the electronic control throttle device has the electric drive
actuator and the default opening degree setting mechanism, number
of the parts is increased and accordingly it is important how to
make the throttle body small in size, light in weight and simple in
structure and how to simplify the wiring (wire harness).
11. Further, the electronic control throttle device controls the
idling rotating speed by controlling opening degree of the throttle
valve, but has the following point to be improved.
12. In a case where idling rotating speed control is performed with
the throttle valve in the electronic control throttle device, an
opening degree larger than the mechanical full close position by a
certain angle (for example, 5 to 1.degree.) is secured at least as
the minimum opening degree on the control purpose. Since a gap
(sometime called as a shaft support gap) between the throttle valve
shaft and a shaft inserting through hole provided in a wall of the
throttle body which guides the throttle valve shaft to a bearing
practically serves as a part of the intake air passage and the air
flow rate (leak air flow rate) flowing through the shaft support
gap can not be controlled, the minimum opening degree on the
control purpose is set with taking it into consideration that the
leak flow rate flows into the internal combustion engine.
13. However, according to the conventional set value of the minimum
opening degree for the control purpose (the electrical full close
position), when the throttle valve is closed from the maximum
opening degree for the control purpose (the electrical full open
position) toward the minimum opening degree (the electrical full
close position, in the idling state), a magnitude of overshoot
becomes larger than the minimum opening degree in the closing
direction (the overshoot is approximately 1.5.degree. at maximum)
because the driving force of the motor (the electric drive
actuator) is decreased at high temperature or at low temperature
(that is, the torque of the motor is reduced at high temperature
due to increase in the resistance of the motor, and the torque of
the motor is reduced at low temperature due to decease in the
battery voltage). As a result, as shown by a solid line {circle
over (1)} in FIG. 17, the throttle valve hits on the stopper at the
mechanical full close position (the diagonally shaded area in FIG.
17 indicates a state that movement of the throttle valve is blocked
by the full close stopper.), and over-current flows in the motor
likely to cause an erroneous fail-safe diagnosis (an erroneous
diagnosis judging of occurrence of failure in the motor from the
over current) or decrease in the lifetime of the motor.
SUMMARY OF THE INVENTION
14. An object of the present invention is to make an electronic
control throttle device having an electric drive actuator, a gear
mechanism, a default opening degree setting mechanism small in
size, light in weight and simple in assembling and wire harness by
solving the above-mentioned problems.
15. Another object of the present invention is to improve
reliability of the electronic control throttle device by preventing
the throttle valve from hitting on the stopper even if such an
overshoot as described above occurs in the throttle valve.
16. The present invention is basically constructed as follows.
17. A throttle device for an internal combustion engine according
to one aspect of the present invention includes an electric drive
actuator and a default opening degree setting mechanism,
wherein
18. a gear case for containing a gear mechanism to transmit power
of the electric drive actuator to a throttle valve shaft is
arranged on an outer wall of a throttle body, and
19. a returning spring for acting a spring force on the throttle
valve in a closing direction and a spring (a default spring) for
acting a spring force on the throttle valve in a direction toward a
side of the default opening degree seeing from the full close
position of the throttle valve have diameters different from each
other, and both of the springs are held around a shaft of said
throttle valve shaft and arranged between a gear attached to the
throttle valve shaft in the gear mechanism and a wall portion of
the throttle body.
20. According to the above-mentioned construction, the returning
spring and the default spring can be intensively arranged between
the gear provided in the throttle shaft and the wall portion of the
throttle body, and accordingly the part space can be rationalized.
Particularly, according to the present invention, by arranging the
returning spring and the default spring in such a feature that at
least a part of the returning spring and a part of the default
spring are overlapped with each other (one spring having a smaller
diameter is inserted inside the other spring having a larger
diameter), an arranging space in a longitudinal direction of the
springs can be shortened, and accordingly this structure is useful
in that the gear case and the whole throttle body can be made small
in size, light in weight and simple in assembling.
21. In addition to the above-mentioned construction, the present
invention proposes a construction that the spring arranged outside
out of the returning spring and the default spring (the spring
having the larger diameter) is placed in being guided by an outer
periphery of a bearing containing boss for the throttle valve shaft
projecting inward of the gear case in a manner that one end of the
spring having the larger diameter is fixed to the wall portion of
the throttle body. By doing so, the outer periphery of the bearing
containing boss for the throttle valve shaft can be used for a
space placing one spring out of the returning spring and the
default spring. Accordingly, this structure is useful in that the
parts can be more intensively arranged, and the throttle body can
be made smaller in size and light in weight. Although the other
various dependent invention in regard to the first invention are
proposed, these will be described in the item of DESCRIPTION OF THE
PREFERRED EMBODIMENTS later.
22. In an electronic control throttle device according to another
aspect of the present invention, a throttle body, a motor case
containing a motor composing an electric drive actuator and a
containing portion of a connector connecting by plugging to a motor
terminal provided in an end plate of said motor are formed in a
unit. In addition, a motor terminal extracting port for exposing
the motor terminal to the containing portion of the connector is
formed on a bottom portion of the motor case, and a guide for
guiding the connector to the motor terminal extracting port when
the connector is plugged to the motor terminal is formed on an
inner wall surface of the containing portion of the connector.
23. By constructing as described above, the connector can be easily
connected to the motor terminal without difficulty of positioning
the connector to the motor terminal because by containing the motor
in the motor case the motor terminal can be seen in the containing
portion of the connector (the terminal connector) through the
terminal extracting port, and in this state the terminal connector
is inserted from the terminal containing portion using the guide.
Even if the motor terminal is, particularly, placed in a deep
position of the connector containing portion and behind the other
parts, the connector can be inserted by being guided by the
above-mentioned guide without difficulty while being
positioned.
24. In an electronic control throttle device according to a further
aspect of the present invention, a motor case for containing a
motor composing the electric drive actuator is integrated with a
throttle body in a unit. In addition, in the throttle body, a motor
terminal extracting port is formed in a side of a bottom portion of
the motor case, a containing space of a connector to be connected
to the motor terminal being formed adjacent to the side of the
bottom portion of said motor case, the containing space of the
connector and a containing space for containing a throttle sensor
provided at one end of a throttle valve shaft being formed in one
room, a wire lead portion of the throttle sensor being arranged in
being directed to the containing space of the motor terminal
connector.
25. By constructing as described above, the wires led from the
terminal of the throttle sensor and the wires led from the motor
terminal can be merged at adjacent positions in the beginning in
the connector and throttle sensor containing space (one room), and
accordingly these wires can be gathered without difficulty and can
be extracted out of the throttle body. Therefore, this construction
is useful to simplify the wiring work and the part assembling
work.
26. An electronic control throttle device according to a further
aspect of the present invention, a motor case for containing a
motor composing the electric drive actuator and a gear case for
containing a gear mechanism to transmit power of the motor to a
throttle valve shaft are integrated in a unit. In addition, a motor
inserting port of the motor case is opened to the gear case, the
motor being attached to the motor case by fastening a motor bracket
to triangular point arranged screw holes provided a periphery of
the motor inserting port with three screws in total, three sides
forming a contour of the motor bracket being curved lines, a motor
positioning portion fitting to the three curved lines of the motor
bracket to position the motor being formed in the gear case.
27. By constructing as described above, vibration of the motor can
be suppressed more effectively than in a conventional one in which
the motor bracket is fastened at two points with screws, and
further accuracy of positioning the motor can be improved.
28. An electronic control throttle device according to a further
aspect of the present invention includes an electric drive actuator
for opening and closing a throttle valve based on a signal
controlling an intake air flow rate of the internal combustion
engine. In addition, a gap (a shaft supporting gap) between a
throttle valve shaft and a shaft inserting through hole for guiding
the throttle valve shaft to a bearing provided in a wall portion of
a throttle body is filled with an air leak preventing material, and
a minimum opening degree on control purpose of the throttle valve
is set to a value larger than an amount of overshoot of the
throttle valve occurring when opening degree of the throttle valve
is changed from a maximum opening degree on control purpose of the
throttle valve to the minimum opening degree.
29. By constructing as described above, since the intake air flow
rate (the leak air flow rate) supplied to the internal combustion
engine through the so-called shaft supporting gap of the throttle
valve shaft can be eliminated, the minimum opening degree on the
control purpose of the throttle valve can be increased larger than
in the conventional one by that amount. In the present invention,
by making use of this fact the minimum opening degree on the
control purpose is set a value lager than the overshoot of the
throttle valve when opening degree of the throttle valve is changed
from the maximum opening degree on control purpose of the throttle
valve to the minimum opening degree. For instance, by applying the
air leak preventing material (for example, molybdenum disulfide),
as shown by the solid line {circle over (2)}in FIG. 17, since the
minimum opening degree on the control purpose can be set a value
lager than the mechanical full close position by approximately
2.degree., the minimum opening degree on the control purpose can be
increased higher by a value corresponding to the overshoot (for
instance, approximately 1.5.degree.) when opening degree of the
throttle valve is changed from the maximum opening degree on
control purpose (the electrical full open position) to the minimum
opening degree (the electrical full close position). Therefore, the
stopper blocking element in the side of the throttle valve can be
prevented from hitting on the stopper (the full close stopper)
determining the mechanical full close position even if the
overshoot occurs. Accordingly, even if the overshoot occurs, it is
possible to prevent over current from flowing in the motor.
30. The above-mentioned operation and effect are attained on the
premises that the gap (the shaft supporting gap) between the
throttle valve shaft and the shaft inserting through hole for
guiding the throttle valve shaft to the bearing provided in the
wall portion of the throttle body is filled with the air leak
preventing material. The above-mentioned operation and effect can
not be expected in a mechanical throttle device in which a stepping
amount of an accelerator is transmitted to a throttle valve shaft
through an accelerator wire even if the so-called shaft supporting
gap is filled with the air leak preventing material. The reason is
as follows. The idling opening degree in the mechanical throttle
device is set to a position where a mechanical full closing stopper
exists, and the mechanical throttle device is designed on the
premises that the stopper blocking element controlling the throttle
valve hits on the full close stopper during operation. Further,
since the throttle valve is mechanically driven using the
accelerator wire, there is no occurrence of overshoot nor
occurrence of over current attendant on the overshoot differently
from in the electronic control throttle device.
31. The Japanese Patent Application Laid-Open No. 62-17100 proposes
a technology that in a mechanical throttle device, a dryable liquid
lubricant (for example, molybdenum disulfide) is penetrated into an
air passage formed between a throttle valve shaft and a shaft
inserting through hole in a wall portion of the throttle valve
assembly (the shaft supporting gap) and dried to fill the air
passage with the lubricant solidified and fixed to the air passage.
On the background that an idling rotating speed of an engine is set
in taking the amount of the air flowing through the so-called shaft
supporting gap into consideration since the air flowing through the
gap can not be controlled by the throttle valve, but the idling
rotating speed is gradually decreased and finally the engine may be
stopped because combustion products (combustion soot, viscous
substance or the like) are gradually accumulated in the shaft
supporting gap. Therefore, the setting of the idling rotating speed
is performed by eliminating the gap in the beginning to eliminate
the change in the idling air flow rate with time and by using a
full close stopper (an idling adjust screw).
32. In the electronic control throttle type, the idling rotating
speed control can be performed by controlling the throttle valve
opening degree through feedback control (that is, the idling
opening degree is not determined using the idling adjusting screw
used in the mechanical throttle device). Therefore, even if
combustion products are gradually accumulated in the shaft
supporting gap of the throttle valve shaft, decrease in the air
flow rate (decrease in the idling rotating speed) caused by the
accumulation of the combustion products can be compensated by
controlling the throttle valve opening degree. From this point of
view, the above-mentioned problem specific to the mechanical
throttle device (the problem of the decrease in idling rotating
speed caused by accumulation of combustion products in the shaft
supporting gap) does not occur in the electronic control throttle
device. In other words, there are differences in problem to be
solved and in object between the air leak preventing material
applied to the shaft supporting gap in the electronic control
throttle device and the air leak preventing material applied to the
shaft supporting gap in the mechanical throttle device.
33. In an electronic control throttle device according to a further
aspect of the invention, an electromagnetic shield member of a wire
used for driving control of the electric drive actuator is a woven
shield composed of a tube-shaped member formed by weaving glass
fiber and a woven thin metal wire member covering the tube-shaped
member.
34. A conventional electromagnetic shield member of this kind is
formed by covering a tube made of silicon rubber with a shielding
outer cover of woven thin metal wires. The electromagnetic shield
member of the above-mentioned structure can substantially reduce
its cost and can effectively shield electromagnetic wave compared
to the conventional electromagnetic shield member.
BRIEF DESCRIPTION OF THE DRAWINGS
35. FIGS. 1A and 1B each is a perspective view showing a first
embodiment of an electronic control throttle device in accordance
with the present invention and a view explaining the principle.
36. FIG. 2 is an exploded perspective view showing a part of the
first embodiment of the electronic control throttle device.
37. FIG. 3 is a vertical cross-sectional view of the first
embodiment.
38. FIG. 4 is a transverse cross-sectional view of the first
embodiment.
39. FIG. 5 is a front view of the first embodiment.
40. FIG. 6 is a rear view of the first embodiment.
41. FIG. 7 is an explanatory view showing a gear case detaching its
cover, the gear case being provided in the throttle body of the
first embodiment.
42. FIGS. 8A and 8B each is an explanatory view showing the gear
case of FIG. 7 detaching part of the gears.
43. FIG. 9 is a view showing a one side of the throttle body of
FIG. 7.
44. FIG. 10 is an explanatory view showing a connector and throttle
sensor case detaching its cover, the connector and throttle sensor
case being provided in the throttle body of the first
embodiment.
45. FIGS. 11A and 11B each is an explanatory view showing the
process of connecting a motor terminal with a terminal connector
used in the above-mentioned embodiment.
46. FIG. 12 is a perspective view showing the terminal
connector.
47. FIG. 13 is a cross-sectional view showing the motor case and
connecting terminal connector provided in the throttle body of the
first embodiment.
48. FIG. 14 is a vertical cross-sectional view showing a second
embodiment in accordance with the present invention.
49. FIG. 15 is a vertical cross-sectional view showing a third
embodiment in accordance with the present invention.
50. FIGS. 16A and 16B each is a perspective view showing an outline
of a fourth embodiment of an electronic control throttle device in
accordance with the present invention and a view explaining the
principle.
51. FIG. 17 is a explanatory chart showing the relationship between
overshoot occurring in the electronic control throttle and the
minimum opening degree for the control purpose of the throttle
valve.
52. FIG. 18 is a graph showing variations in air flow rate versus
throttle valve opening degree in a case where an air leakage
preventing member is applied along the whole circumference of the
throttle valve in the air flow passage of the electronic control
throttle and in a case where the air leakage preventing member is
applied and filled only in the shaft support gap.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
53. Embodiments of the present invention will be described below,
referring to the accompanied drawings.
54. Initially, the principle of an embodiment of an electronic
control throttle device with a default mechanism (a throttle device
of an internal combustion engine for a vehicle) in accordance with
the present invention will be described below, referring to FIGS.
1A and 1B. FIG. 1A is a schematic perspective view showing an
electric drive mechanism of throttle valve and a default mechanism
in the present embodiment, and FIG. 1B is an explanatory view
equivalently expressing the above-mentioned mechanisms.
55. Referring to FIGS. 1A and 1B, a flow rate of air flowing in an
intake air passage 1 is adjusted corresponding to an opening degree
of a disk-shaped throttle valve 2. The throttle valve 2 is fixed to
a throttle valve shaft 3. In one end of the throttle valve shaft 3,
a final stage gear (referred to as a throttle gear) 43 of a gear
mechanism (a reduction gear mechanism) 4 for transmitting power of
a motor (an electric drive actuator) 5 to the throttle valve shaft
3 is attached. The gear mechanism 4 is composed of a pinion gear 41
attached to the motor 5 and an intermediate gear 42 in addition to
the throttle gear 43. The intermediate gear 42 is composed of a
large diameter gear 42a engaging with the pinion gear 41 and a
small diameter gear 42b engaging with the throttle gear 43, and is
rotatably inserted into a gear shaft 70 fixed to a wall surface of
a throttle body 100.
56. The motor 5 is driven corresponding to an accelerator signal in
regard to a stepping amount of an accelerator pedal and a traction
control signal, and the power of the motor is transmitted to the
throttle valve shaft 3 through the gears 41, 42, 43.
57. The throttle gear is a sectorial gear and fixed to the throttle
valve shaft 3, and also serves as a fixed side engaging element, to
be described later, in order to reduce number of parts, and has an
engaging side 43a for engaging with an arm portion 62 of an
engaging lever (a moving side engaging element) 6 to be described
later.
58. The engaging lever 6 is used for a default opening degree
setting mechanism, and therefore, is hereinafter referred to as a
default lever. The default lever 6 is idly inserted onto the
throttle valve shaft 3 and rotatable relative to the throttle valve
shaft, and is an engaging element in the moving side to the
above-mentioned fixing side engaging element (gear) 43. The fixing
side engaging element (gear) 43 and the moving side engaging
element (the default lever) 6 are attracted to each other through a
default spring 8 by connecting between a spring fastening portion
(shown by a reference character 64 in FIG. 2) of the default lever
6 and a spring fastening portion 9 fixed to the throttle valve
shaft 3 with the default spring 8.
59. A returning spring 7 is fixed to a spring fastening portion 10
fixed to the throttle body 100 in one end, and the other end of a
free end side is hooked to a spring fastening portion 61 provided
in the default lever 6 to act a force on the moving side engaging
element (the default lever) 6 in a direction closing the throttle
valve.
60. A full close stopper 12 is for determining a mechanical full
close position of the throttle valve. When the throttle valve 2 is
rotated toward a closing direction up to the mechanical full close
position, one end of the stopper fixing element (herein, the
throttle gear 43 also serving) fixed to the throttle valve shaft 3
is in contact with the stopper 12 to block the throttle valve to be
closed further. A stopper (sometimes called as a default stopper)
11 for setting a default opening degree is for keeping the opening
degree of the throttle valve 2 to a preset initial opening degree
(a default opening degree) larger than the mechanical full close
position and the electrical full close position (a minimum opening
degree on the control purpose) when an engine key is off (when the
electric drive actuator is off). The spring fastening portion 61
provided in the default lever 6 is in contact with the default
stopper 11 when the throttle valve is in the default opening degree
to block the throttle valve to rotate toward a direction decreasing
the opening degree of the default lever 6 (a closing direction).
The full close stopper 12 and the default stopper 11 are
constructed by adjustable screws (adjust screws) provided in the
throttle body 100.
61. By constructing as described above, the fixing side engaging
element (the throttle gear) 43 and the moving side engaging element
(the default lever) 6 are set rotatable in being engaged together
opposing against the force of the returning spring 7 within the
range of opening degrees above the default opening degree. The
moving side engaging element (the default lever) 6 is set to be
blocked to move by the default stopper 11 and only the fixing side
engaging element (the throttle gear) 43 is set rotatable opposing
against the force of the default spring 8 together with the
throttle valve shaft 3 within the range of opening degrees below
the default opening degree.
62. For example, in FIGS. 1A and 1B, the engine key is in off
state, and in this state the default lever 6 is pushed back up to
the position in contact with the default stopper 11 by the force of
the returning spring 7, and the throttle gear 43 and the throttle
valve shaft 3 are kept to be engaged with the default lever 6 and
are at a position corresponding to the default opening degree by
receiving the force of the returning spring 7 through the arm
portion of the default lever 6. Therefore, a preset gap is
maintained between the throttle gear (the stopper stopping element)
43 and the full close stopper 12.
63. When the throttle valve shaft 3 is rotated from this state
toward the opening direction by the motor 5 through the gear
mechanism 4, the throttle gear 43 transmits power in the opening
direction to the default lever 6 through an engaging chip 43a and
the arm portion 62 opposing against the force of the returning
spring 7 to open the throttle valve 2 up to a position where the
power balances with the force of the returning spring 7.
64. On the contrary, when the throttle valve shaft 3 is rotated
from this state toward the closing direction by the motor 5 through
the gear mechanism 4, the default lever 6 (the arm portion 61)
follows the rotation of the throttle gear 43 and the throttle valve
shaft 3 until the default lever 6 is in contact with the default
stopper 11. When the default lever 6 is in contact with the default
stopper 11, only the throttle gear 43 and the throttle valve shaft
3 are operated opposing against the force of the default spring 8
within the range below the default stopper 11 (the default opening
degree) since the default lever 6 is blocked to rotate in the
closing direction below the default opening degree. The throttle
gear (the stopper stopping element) 43 is brought in contact with
the full close stopper 12 at the mechanical full close position by
driving the motor 5 only when the reference point on the control
purpose is checked, and accordingly the throttle gear 43 is
normally not brought in contact with the full close stopper 12.
65. In this default method, the spring force of the returning
spring 6 is effective only within the range above the default
opening degree due to existence of the default stopper 11.
Therefore, since the spring force of the default spring 8 can be
set within the range below the default opening degree without being
affected by the spring force of the returning spring 6, there is an
advantage in that load of the default spring is made small and
accordingly the torque required for the electric drive actuator can
be reduced and the electric load to the engine can be reduced.
66. In this embodiment, the returning spring 7 and the default
spring 8 are formed in coil-shaped torsion springs, and the
diameter of the returning spring 7 is made larger than the diameter
of the default spring 8, and these springs 7, 8 are held around the
shaft of the throttle valve shaft 3 and placed between the throttle
gear 43 and a wall portion of the throttle body 100. By doing so,
the default spring 8 and the returning spring 7 are partly
overlapped in a nearly coaxial cylinder shape (that is, a part of
the default spring 8 is inserted into the inside of the returning
spring 7.)
67. In FIG. 1A, lengths of the arm portions 61, 62 of the default
lever 6 and the arm of the stopping portion 9 are exaggeratively
drawn for convenience of drawing the figure, but actually the
springs 7, 8 are used by a compressed state. Accordingly, the
spring lengths in the axial direction are short and correspondingly
the arms are formed in short projecting chips (refer to the
exploded equipment shown in FIG. 2).
68. FIG. 3 is a cross-sectional view in the axial direction of the
air flow passage 1 of the electronic control throttle device in
accordance with the present invention, and FIG. 4 is a
cross-sectional view in the direction perpendicular to the axis of
the air flow passage 1 of the electronic control throttle device
seeing from the upstream side.
69. As shown in these figures, a gear case 102 for containing the
gear mechanism 4 is formed on one side wall of the throttle body
100 integrally with the throttle body, and a bearing containing
boss 101 for containing one of bearings 20 of the throttle valve
shaft 3 is arranged in projecting on an outer wall of the throttle
body 100 inside the gear case 102. The bearing 20 is sealed by a
seal member 18 supported by a seal push 19. A spring (in this case,
the returning spring) 7 out of the springs 7, 8 arranged outside
(having a larger diameter) is fixed to the spring fastening portion
10 (refer to FIG. 1, FIG. 2, FIG. 3) of the throttle body 100 in
one end 7a, and a part of the spring in the side of the one end 7a
is guided on the outer periphery of the boss 101.
70. In this embodiment, an annular groove 106 receiving a part of
the returning spring 7 is formed between the outer periphery of the
bearing containing boss 101 in the side of the gear case 102 and
the inner wall of the gear case 102. The bottom portion of the
annular groove 106 is not even in depth because of securing
positions for attaching holes 150, as shown by the reference
characters 106', 106" in FIG. 4. Therefore, a plurality of ribs 151
are arranged in the circumferential direction of the annular groove
106 so as to receive the returning spring 7 at a constant level of
depth of the annular groove 106. If the bottom portion of the
annular groove 106 is even, the above-described ribs 151 can be
eliminated and the returning spring 7 can be inserted a more deeper
level of the annular groove 106.
71. The default lever (the moving side engaging element) 6 is a
disk shape having the arms 61, 62, and one surface of the default
lever receives one end of the default spring 8 and the other
surface in the opposite side receives one end of the default spring
8.
72. The default lever (the moving side engaging element) 6 is
composed of a cylinder portion with bottom 6a having an inner
diameter slightly larger than an outer diameter of a spring 8
having a smaller diameter out of the default spring 8 and the
returning spring 7 and an alligator portion 6b formed in the
peripheral edge of an opening of the cylinder portion with bottom
6a, and a part of the spring 8 having a smaller diameter is
inserted inside the cylinder portion with bottom 6a and received by
the bottom of the cylinder portion with bottom 6a. On the other
hand, a part of the spring 7 having a larger diameter is inserted
on the outer periphery of the cylinder portion with bottom 6a and
received by one surface of the alligator portion 6b.
73. The default lever 6 is joined with a sleeve 63 inserted on the
throttle valve shaft 3 in a unit, and holders (collars) of the
default spring 8 is inserted on the outer periphery of the sleeve
63 between the throttle gear 43 and the default lever 6.
74. That is, The default lever (the moving side engaging element) 6
is placed between the wall portion of the throttle body 100 and the
gear (the fixing side engaging element) 43, and the cylindrical
collar divided into two members 14, 15 in the axial direction is
placed between the inner periphery of the default spring 8 between
the default lever 6 and the gear 43 and the outer periphery of the
throttle valve shaft 3.
75. In a case where the collar is divided into the members 14, 15
as described above, there is an advantage as described below
compared to in a case of forming the collar with one collar member.
That is, when the throttle valve shaft 3 is rotated from the
default opening degree toward the full open direction opposing
against the force of the default spring 8, forces in directions
opposite to each other are generated at the both ends of the
default spring 8 caused by torsion. Therefore, when the collar
member to serve as the spring holder is formed in one member, a
large friction force caused by the torsion acts on the collar
member from the returning spring. As a result, the collar member
may be worn and damaged. On the other hand, when the collar member
is divided into the members 14, 15 in the axial direction, the
collar members 14, 15 follow movement of each end portion of the
default spring 8, and the collar members do not receive an
excessive force from the spring. Accordingly, the wear and damage
described above can be prevented.
76. As shown in FIG. 2, the returning spring 7, the spring holder
13, the default lever 6, the collar member 14, the default spring
8, the collar member 15, the throttle gear 43, the spring fastening
member 9 can be successively assembled through one end of the
throttle valve shaft 3, and then the springs 7, 8 can be placed in
compression states by fastening the nut 17 through a washer 16.
77. FIG. 7 is a view showing the gear case 102 removing a gear
cover 103 and seeing from a direction shown by an arrow A of FIG.
3. As described above, the default spring 8 and the returning
spring 7 are nearly coaxially arranged partially overlapping and
displacing in the axial direction around the throttle valve shaft
3. The diameter of the throttle gear 43 is made larger than the
outer diameter of the returning spring 7 placed outside out of the
default and returning springs so that the returning spring does not
interfere with the other parts, and the throttle gear 43 and the
smaller diameter gear 42b of the intermediate gear 4 are engaged
with each other without difficulty.
78. The default stopper 11 and the full close stopper 12 are
attached on the side wall of the gear case in the throttle body
100.
79. Main effects in regard to the construction having been
described above are as follows.
80. The returning spring 7 and the default spring 8 can be
intensively arranged between the gear 43 provided in the throttle
valve shaft 3 and the wall portion of the throttle body 100.
Particularly, by the structure that the returning spring 7 and the
default spring 8 are arranged partially overlapping in the axial
direction of the throttle valve shaft (the structure of arranging
the springs 7, 8 in parallel in the radial direction), the
arranging space in the longitudinal direction of the spring can be
shortened (that is, the spring receiving structure of the default
lever 6 makes a part of the returning spring 7 and a part of the
default spring 8 overlapped in the axial direction), and further,
the returning spring 7 is guided on the outer periphery of the
bearing containing boss 101 for the throttle valve projecting
toward the inside of the gear case 102 to use the outer periphery
of the bearing containing boss 101 for the arranging space of the
returning spring 7. In addition, the gear 43 also serves as the
stopper stopping element. Therefore, the parts are substantially
made intensive and rational by the multiplier effect of the above
to contribute to making the gear case 10 and the whole throttle
body 100 small in size, light in weight and simplifying assembling
the throttle body.
81. The motor case 110 integrated with the throttle body 100 has a
motor inserting port 110a opening to the inside of the gear case
102.
82. FIGS. 8A and 8B each is a view showing the inside of the gear
case 102 by removing the intermediate gear 42. In order to suppress
vibration of the motor more effectively than a conventional one in
which the motor bracket is fastened at two points with screws, and
to improve accuracy of positioning, the motor is designed as
follows. That is, a contour of the motor bracket 5a is nearly
triangular, and three sides forming the contour of the motor
bracket are curved lines. The motor bracket 5a is attached to the
motor case by fastening to triangular point arranged screw holes
provided a periphery of the motor inserting port 110a with three
screws 160 in total, and motor positioning portions 130, 131, 132
for positioning the motor by fitting to the three curved lines of
the motor bracket 5a to position the motor being formed in the gear
case 102. The inside of the motor positioning portions 130, 131,
132 has nearly equal curvature to the above-mentioned three sides
of the curved lines of the motor bracket 5a. Further, a part 70a of
the outer periphery of a cylindrical portion 71 supporting the
intermediate gear attaching shaft 70 also has a cut-off portion so
as to trace a line extending the curved line of the above-mentioned
motor positioning portion 130. The cut-off line 3a is also used as
a part of curved line for positioning the motor, and accordingly
the motor can be placed near the gear mechanism 4 side by the
distance to improve the part configuration.
83. A throttle sensor 30 for detecting throttle opening degree is
attached to the other end of the throttle valve shaft 3 (an end in
the side opposite to the gear mechanism 4 and the default opening
degree setting mechanism). The throttle sensor 30 is composed of a
sensor housing 31, a board 32 provided in the housing 31, a rotor
33, a brush 34 provided in the rotor 33 and a cover 35, and the
sensor housing 31 having the board 32 is attached to the side wall
of the throttle body 100 with screws in a state of inserting on to
one end of the throttle valve shaft 3. On the other hand, the rotor
having the brush 34 is fit to the throttle valve shaft 3 and fixed
to the throttle valve shaft 3 fastened with a nut 36 so as to
rotate together with the throttle valve shaft 3. By sliding a
printed resistor on a board 32 with the brush 34 by rotation of the
rotor 33, an opening degree signal of the throttle valve is
electrically output through a lead wire.
84. By providing the throttle sensor 30, a case 107 for containing
the throttle sensor 30 is formed on the side wall of the throttle
body 100 in the side opposite to the gear case 102. The case 107
also has a containing space (a containing portion) 107b for a
connector 190 of lead wires (electric power supply wires) 205 to be
connected to a terminal 51 (refer to FIG. 10, FIG. 11) in addition
to a containing space 107a for the throttle sensor 30, and the
sensor containing space 107a and the connector containing space
107b are constructed in one room without boundary. Therefore, here,
the case 107 is called as a connector and throttle sensor case.
85. As shown in FIG. 4, the motor case 110 provided in the throttle
body 100 and the connector and throttle sensor case 107 are
arranged so as to intersect each other at right angle, and a motor
terminal extracting port 180 is formed in the side of the bottom
portion 110b of the motor case 110, and the containing space 107b
for the connector 190 is formed adjacent to the side of the bottom
portion 110b of the motor case. By forming the sensor containing
space 107a and the connector containing space 107b as one room, as
shown in FIG. 10 (FIG. 10 is a view showing the throttle sensor
case 107 of the throttle body 100 removing the case cover 37 and
seeing from the direction shown by an arrow B of FIG. 3), the wire
lead portion 30a of the throttle sensor 30 is arranged so as to
directed to the motor terminal connector containing space 107b.
86. The throttle sensor 30 has two sensor detecting portions of
same type in order to back up the sensor when one of the sensor
detecting portions produces trouble, and accordingly there are two
set of the wires 204 extracted from the sensor 30.
87. As shown in FIGS. 5, 6, and 9, the connector and throttle
sensor case 107 is covered with a cover 37, and a wiring guide 123
for gathering and guiding the electric power supply wires 205 to be
connected to a connector and the lead wires 204 of the throttle
sensor 30 is fit into a groove 122 provided on the wall portion of
the connector and throttle sensor case 107 to be attached with the
cover 37. The wiring guide 123 is formed of a rubber plate, and has
a plurality of guide holes 124 used for penetrations of the
electric power supply wires 205 and the sensor lead wires 204.
88. Since the wiring extracting portion 30a of the throttle sensor
30 is placed directing to the motor terminal connector containing
space 107b as described above, the wires 204 led from the terminal
of the throttle sensor 30 and the wires 205 led from the motor
terminal 51 through the connector 190 can be merged at adjacent
positions in the beginning in the one room, and accordingly these
wires can be gathered without difficulty and can be extracted out
of the throttle body. Therefore, this construction is useful to
simplify the wiring work and the part assembling work.
89. In order to reduce manufacturing cost, an electromagnetic
shield member 206 of the wires 204, 205 is a woven shield composed
of a tube-shaped member formed by weaving glass fiber and a woven
thin metal wire member covering the tube-shaped member.
90. The motor terminal extracting port 180 provided in the bottom
portion of the motor case 110 is exposed to the connector
containing portion (the containing space) 107b, and the guide 155
for guiding the connector to the motor terminal extracting port 180
when the connector is plugged to the motor terminal 51 is formed on
the inner wall surface of the containing portion 107b of the motor
terminal connector 190. (refer to FIG. 10, FIG. 13. FIG. 10 is a
view showing the inside of the connector and throttle sensor case
107 detaching the motor terminal connector 190 and seeing from the
side of the case opening. FIG. 13 is a C--C line cross-sectional
view showing the motor terminal connector under a connecting
process being taking on the plane of the line C--C of FIG. 10.)
91. The guide 155 is formed at mold forming of the throttle body
100 at the same time, and composed of a pair of opposite wall
surfaces formed in such a shape that the width is wide in the
receiving side of the connector and gradually narrowed toward the
motor terminal extracting port 180.
92. FIG. 11 is a cross-sectional view showing the inner structure
of the motor case 110 and the connector and throttle sensor case
107 seeing by changing the view angle from FIG. 13. FIG. 11A shows
a state halfway through the process of plugging the connector, and
FIG. 11B shows a state after plugging the connector 190 to the
motor terminal 51.
93. The connector 190 can be easily connected to the motor terminal
51 without difficulty of positioning the connector 190 to the motor
terminal 51 because by containing the motor 5 in the motor case 110
the motor terminal 51 can be seen in the connector containing space
107b through the terminal extracting port 180, and in this state
the motor terminal connector 190 is inserted from the terminal
containing portion 107b using the guide 155. Even if the motor
terminal 51 is, particularly, placed in a deep position of the
connector containing portion 107b and behind the other parts, the
connector can be inserted by being guided by the above-mentioned
guide 155 without difficulty while being positioned.
94. As shown in FIGS. 4, 11A, 11B and 12, the motor terminal
connector 190 is a plastic molded member of a socket type, and a
pair of metal chips 191 for terminal connector is embedded in the
motor terminal connector. In this embodiment, the portion 190a
embedding the metal chips 191 is formed in a nearly rectangular
shape and a portion following to the portion 190a is formed in a
plate with reinforcing rib 192 to rationalize use of material. The
connector 190 is guided to the terminal extracting port 108 placed
at a deep position through a narrow portion. Therefore, in order to
make the plugging work easy, the length from the motor terminal
extracting port 108 to a position near the opening of the connector
and throttle sensor case 107 is shortened.
95. As shown in FIGS. 5, 6 and 9, a belt-shaped metal member 208
for holding the plurality of connectors 201 to 203 is welded on an
outer surface of the cover 37 of the connector and throttle sensor
case 107. By attaching the plurality of connectors 201 to 203 to
the belt-shaped metal member 208 based on a predetermined layout,
wire connecting work can be easily performed without trouble of the
layout configuration of the connector parts at assembling at the
manufacturing location. The reference character 250 of FIG. 3
indicates an engine cooling water inlet pipe.
96. The coil-shaped torsion spring is used for the returning spring
7 and the default spring 8 in this embodiment, but it is not
limited to the coil-shaped torsion spring. For example, a
belt-shaped coil spring may be used. An embodiment of FIG. 15
employs a belt-shaped coil spring for the default spring 8, but the
other structure is the same as that of the first embodiment.
According to this type, the inside of the gear case can be made
smaller.
97. An embodiment of FIG. 14 eliminates the collar members 14, 15,
but the other structure is the same as that of the first
embodiment.
98. In an embodiment of FIGS. 16A and 16B, contrary to the
above-mentioned embodiments, the returning spring 7 is placed
outside the default spring 8.
99. The principle of the electronic control throttle device of
FIGS. 16A and 16B is as follows.
100. In this embodiment, the gear (the fixing side engaging
element) 43 fixed to the throttle valve shaft 3 and the default
lever 6 idly inserted onto the throttle valve shaft 3 and rotatable
relative to the throttle valve shaft are connected with the
returning spring 7 so as to attract each other. this connection can
be performed by fastening one end of the returning spring 7 to the
default lever 6 and the other end of the returning spring 7 to a
spring fastening portion 9 of the throttle valve shaft 3.
101. On the other hand, the default spring 8 acts a force on the
default lever 6 in a direction to open the throttle valve by
fastening one end 8a of the default spring 8 to a spring fastening
portion 10 provided in the throttle body 100 and the other end 8b
to a spring fastening portion 61 of the default lever 6.
102. By constructing as described above, the gear (the fixing side
engaging element) 43 and the default lever (the moving side
engaging element) 6 are rotatable in being engaged together
opposing against the force of the default spring 8 within the range
of opening degrees below the default opening degree. The default
lever 6 is blocked to move by the default opening degree setting
stopper 11' and only the throttle gear 43 becomes rotatable
opposing against the force of the returning spring 7 together with
the throttle valve shaft 3 within the range of opening degrees
above the default opening degree. In this embodiment, the diameter
of the default spring 8 is larger than the diameter of the
returning spring 7, and the springs are arranged around the shaft
of the throttle valve shaft 3 so that the default spring 8 is
outside and the returning spring 7 is inside.
103. Although arrangement of the springs 7, 8 in this embodiment is
reverse to the arrangement in the first embodiment, arrangement of
the other parts is the same as that in the above-described
embodiments. By doing so, the same effect as that of the first
embodiment can be attained.
104. In each of the embodiment of the electronic control throttle
device, the gap (the shaft supporting gap) between the throttle
valve shaft 3 and the shaft inserting through hole 181 for guiding
the throttle valve shaft 3 to the bearing 20 provided in the wall
portion of a throttle body is filled with an air leak preventing
material. The air leak preventing material, for example, a dryable
liquid lubricant such as molybdenum disulfide (MoS.sub.2) is
applied from downstream side of the throttle valve 2 onto the
limited areas of gap between the throttle valve shaft 3 and the
shaft inserting through holes 181 and the surrounding such as the
diagonally shaded areas shown by the reference character 310 in
FIG. 6, and penetrates and fills the shaft supporting gap. By
filling the shaft supporting gaps with the air leak preventing
material, since the intake air flow rate (the leak air flow rate)
supplied to the internal combustion engine through the shaft
supporting gap of the throttle valve shaft can be eliminated, the
minimum opening degree on the control purpose of the throttle valve
can be increased larger than in the conventional one by that
amount. In the present invention, by making use of this fact the
minimum opening degree on the control purpose is set a value lager
than the overshoot of the throttle valve when opening degree of the
throttle valve is changed from the maximum opening degree on
control purpose of the throttle valve to the minimum opening
degree. The operation and effects are as described in the section
SUMMARY OF THE INVENTION. That is, by applying the air leak
preventing material (for example, molybdenum disulfide), as shown
in FIG. 17, since the minimum opening degree on the control purpose
can be set a value lager than the mechanical full close position by
approximately 2.degree. (in a conventional case, a value lager than
the mechanical full close position by approximately 1.degree.) ,
the minimum opening degree on the control purpose can be increased
higher by a value corresponding to the overshoot (for instance,
approximately 1.5.degree.) when opening degree of the throttle
valve is changed from the maximum opening degree on control purpose
(the electrical full open position) to the minimum opening degree
(the electrical full close position) as shown by the line {circle
over (2)}. Therefore, the stopper blocking element in the side of
the throttle valve can be prevented from hitting on the stopper
(the full close stopper) determining the mechanical full close
position even if the overshoot occurs. Accordingly, even if the
overshoot occurs, it is possible to prevent over current from
flowing in the motor.
105. Further, by applying the air leak preventing material to the
shaft supporting gaps and the surrounding, the following operation
and effect can be obtained.
106. That is, in a case of performing idling rotating speed control
using the electronic control throttle device, in addition to the
normal engine rotating speed feedback control there is a state of
open control in order to cope with inrush load such as operation of
an air conditioner. Further, in a gasoline engine directly
injecting fuel into the engine (DI-G engine), since the required
air flow rate is increased during stratified combustion (ultra-lean
burn) regardless of the engine rotating speed (A/F= 40:1), there is
a state of open control. Therefore, it is necessary to improve
accuracy of air flow rate to throttle opening degree (particularly,
accuracy near 1 to 7.degree.).
107. However, when the air leak preventing material is applied onto
the air passage wall along the whole circumference of the throttle
valve, accuracy of air flow rate, particularly, accuracy in a low
opening degree range has been low due to deviations in applying
thickness and concentration of the air leak preventing
material.
108. On the other hand, when the air leak preventing material is
not applied onto most part of the circumference of the throttle
valve by limiting the applying area of the air leak preventing
material only to the shaft support gap and the surrounding, the
cause of the deviations can be eliminated and the accuracy of air
flow rate can be improved. As an experimental result verifying the
above-mentioned effect, FIG. 18 is a graph showing variations in
air flow rate versus throttle valve opening degree in a case where
an air leakage preventing member is applied along the whole
circumference of the throttle valve in the air flow passage of the
electronic control throttle and in a case where the air leakage
preventing member is applied and filled only in the shaft support
gap.
109. According to the present invention, an electronic control
throttle device having an electric drive actuator, a gear
mechanism, a default opening degree setting mechanism can be made
small in size, light in weight and simple in assembling and wire
harness.
110. Further, reliability of the electronic control throttle device
can be improved by preventing the throttle valve from hitting on a
stopper at the mechanical full close position even if an overshoot
specific to the electronic control throttle device occurs when the
throttle valve rapidly changes from the maximum opening degree on
the control purpose to the minimum opening degree.
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