JP2010156347A - Intake amount controller for engine - Google Patents

Intake amount controller for engine Download PDF

Info

Publication number
JP2010156347A
JP2010156347A JP2010086138A JP2010086138A JP2010156347A JP 2010156347 A JP2010156347 A JP 2010156347A JP 2010086138 A JP2010086138 A JP 2010086138A JP 2010086138 A JP2010086138 A JP 2010086138A JP 2010156347 A JP2010156347 A JP 2010156347A
Authority
JP
Japan
Prior art keywords
spring
fixed
valve
shaft
intake air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2010086138A
Other languages
Japanese (ja)
Inventor
Kazuhisa Kurita
和久 栗田
Kenji Nakao
乾次 中尾
Yoshihiko Onishi
善彦 大西
Shigenobu Tochiyama
繁信 栃山
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Priority to JP2010086138A priority Critical patent/JP2010156347A/en
Publication of JP2010156347A publication Critical patent/JP2010156347A/en
Pending legal-status Critical Current

Links

Images

Landscapes

  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To stabilize controllability of a valve, and to reduce the number of part items. <P>SOLUTION: A movable member 14 is fixed onto a body through a part 18 to be fixed, a coil spring 11 is constituted of the first spring part 11a and the second spring part 11b, and a connection part 19 for connecting the first spring part 11a and the second spring part 11b, an end part 12 of the first spring part 11a, and an end part 13 of the second spring part 11b, are locked respectively to hooks 16, 17, and the connection part 19 is fixed to a final spur gear 4, in this intake amount controller for an engine. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

この発明は、バルブ開度を電気的に駆動するエンジン用吸気量制御装置であって、駆動モータが通電不良等により作動不能になったときに、バルブ開度をアイドリング開度時よりも若干開き方向の所定の中間開度に保持する機能を有するエンジン用吸気量制御装置に関するものである。   The present invention relates to an engine intake air amount control device that electrically drives a valve opening, and when the drive motor becomes inoperable due to an energization failure or the like, the valve opening is slightly opened compared to the idling opening. The present invention relates to an engine intake air amount control device having a function of maintaining a predetermined intermediate opening in a direction.

従来のエンジン用吸気量制御装置として、吸気通路内のバルブをバルブ開側に付勢するコイルねじりばねと、バルブ閉側に付勢するコイルねじりばねの２本を使用することで所定の上記中間開度を保持するものが知られている（例えば、特許文献１参照）。   As a conventional engine intake air amount control device, a coil torsion spring that urges a valve in the intake passage to the valve opening side and a coil torsion spring that urges the valve to the valve closing side are used, so that the predetermined intermediate A device that maintains the opening is known (for example, see Patent Document 1).

特開平２−５００６７７号公報（図１）Japanese Patent Laid-Open No. 2-500677 (FIG. 1)

しかしながら、上記特許文献１のものでは、バルブを中間開度側に付勢するばねが２本必要であり、部品点数が多いとともに、中間開度から閉側と開側で、個々のばねの特性ばらつきにより、バルブの制御性が不安定になってしまうという問題点があった。   However, in the above-mentioned Patent Document 1, two springs for urging the valve to the intermediate opening side are required, the number of parts is large, and the characteristics of individual springs from the intermediate opening to the closing side and the opening side are required. Due to the variation, there is a problem that the controllability of the valve becomes unstable.

この発明は、上記のような問題点を解決することを課題とするものであって、バルブの制御性が安定化し、また部品点数を削減することができるエンジン用吸気量制御装置を得ることを目的とするものである。   An object of the present invention is to provide an engine intake air amount control device capable of stabilizing the valve controllability and reducing the number of parts. It is the purpose.

この発明に係るエンジン用吸気量制御装置では、 吸気通路を有するボディと、前記吸気通路を横切って設けられ前記ボディに対して回転自在のシャフトと、このシャフトに固定され回転角度により前記吸気通路内の開口度を調整するバルブと、前記シャフトに固定され駆動モータからの前記バルブの開く方向のトルクをシャフトに伝達する歯車と、前記バルブを閉じる方向に付勢するねじり用コイルばねと、両端部にそれぞれフックを有し、かつ中間部に被固着部が形成された可動部材とを備え、前記可動部材は、前記被固着部を通じて前記ボディに固着されており、前記コイルばねは、第１のばね部及び第２のばね部と、第１のばね部と第２のばね部とを連結したつなぎ部とから構成され、前記第１のばね部の第１の端部、前記第２のばね部の第２の端部は、それぞれ前記フックに係止され、前記つなぎ部は前記歯車に固定されている。   In the engine intake air amount control device according to the present invention, a body having an intake passage, a shaft that is provided across the intake passage and is rotatable with respect to the body, and is fixed to the shaft and is rotated in the intake passage by a rotation angle. A valve that adjusts the degree of opening of the shaft, a gear that is fixed to the shaft and transmits torque in the opening direction of the valve from the drive motor to the shaft, a torsion coil spring that biases the valve in the closing direction, and both end portions Each of which has a hook and a fixed member formed at an intermediate portion thereof. The movable member is fixed to the body through the fixed portion, and the coil spring includes a first member A spring portion, a second spring portion, and a connecting portion that connects the first spring portion and the second spring portion; a first end portion of the first spring portion; The second end parts are locked respectively engaged with the hook, the connecting portion is fixed to the gear.

この発明に係るエンジン用吸気量制御装置によれば、バルブの制御性が安定化し、また部品点数を削減することができる。   According to the engine intake air amount control apparatus of the present invention, the controllability of the valve can be stabilized and the number of parts can be reduced.

この発明の実施の形態１のエンジン用吸気量制御装置を示す正面図である。1 is a front view showing an engine intake air amount control apparatus according to Embodiment 1 of the present invention; FIG. 図１のＩＩ−ＩＩ線に沿った矢視断面図である。It is arrow sectional drawing along the II-II line | wire of FIG. 図１のエンジン用吸気量制御装置の要部分解斜視図である。It is a principal part disassembled perspective view of the intake air amount control apparatus for engines of FIG. 図１のねじリ用コイルばねを示す正面図である。It is a front view which shows the coiled spring for torsion of FIG. 図４のねじり用コイルばねを示す左側面図である。It is a left view which shows the coiled spring for torsion of FIG. 図１のエンジン用吸気量制御装置の要部を示す側面図である。It is a side view which shows the principal part of the engine intake air amount control apparatus of FIG. 図６のエンジン用吸気量制御装置の要部をボディ側から視た示す図である。It is the figure which looked at the principal part of the intake air amount control device for engine of FIG. 6 from the body side. 図１の最終平歯車の回転動作を説明するための図である。It is a figure for demonstrating rotation operation of the last spur gear of FIG. この発明の参考例１のエンジン用吸気量制御装置の要部を示す側面図である。It is a side view which shows the principal part of the intake air amount control apparatus for engines of the reference example 1 of this invention. 図９のエンジン用吸気量制御装置の要部をボディ側から視た示す図である。It is the figure which looked at the principal part of the engine intake air amount control device of FIG. 9 from the body side. この発明の参考例２のエンジン用吸気量制御装置のねじリ用コイルばねを示す正面図である。It is a front view which shows the coiled spring for torsion of the intake air amount control apparatus for engines of the reference example 2 of this invention. 図１１のねじり用コイルばねを示す左側面図である。It is a left view which shows the coiled spring for torsion of FIG. 図１１のつなぎ部が最終平歯車に取り付けられたときの様子を示す図である。It is a figure which shows a mode when the connection part of FIG. 11 is attached to the last spur gear. 図１３の要部の左側面図である。It is a left view of the principal part of FIG.

以下、この発明の実施の形態及び参考例について説明するが、同一、または相当部材、部位については、同一符号を付して説明する。
実施の形態１.
以下、この発明の実施の形態１のエンジン用吸気量制御装置（以下、吸気量制御装置という）について説明する。
図１はこの吸気量制御装置の正面図、図２は図１のＩＩ−ＩＩ線に沿った矢視断面図である。
この吸気量制御装置では、直流電流により駆動する駆動モータ１の出力軸にモータ平歯車２が固定されている。このモータ平歯車２には樹脂製の中間歯車３が歯合している。この中間歯車３には扇形形状の樹脂製の最終平歯車４が歯合している。この最終平歯車４には鋼材で構成された有底筒状のプレート５が埋設されている。最終平歯車４にはシャフト６の一端部が貫通して固定されている。シャフト６は、吸気通路３０を有するボディ９に第１の軸受７及び第２の軸受８を介して回転自在に支持されている。シャフト６の中間部には吸気通路３０内を通る空気流量を調整するバルブ１０が螺子止めされている。 Hereinafter, embodiments and reference examples of the present invention will be described, but the same or corresponding members and parts will be described with the same reference numerals.
Embodiment 1.
Hereinafter, an engine intake air amount control apparatus (hereinafter referred to as an intake air amount control apparatus) according to Embodiment 1 of the present invention will be described.
FIG. 1 is a front view of the intake air amount control device, and FIG. 2 is a cross-sectional view taken along line II-II in FIG.
In this intake air amount control device, a motor spur gear 2 is fixed to an output shaft of a drive motor 1 driven by a direct current. The motor spur gear 2 is in mesh with a resin intermediate gear 3. A fan-shaped resin-made final spur gear 4 meshes with the intermediate gear 3. A bottomed cylindrical plate 5 made of a steel material is embedded in the final spur gear 4. One end of a shaft 6 is fixed to the final spur gear 4 so as to penetrate therethrough. The shaft 6 is rotatably supported by a body 9 having an intake passage 30 via a first bearing 7 and a second bearing 8. A valve 10 that adjusts the flow rate of air passing through the intake passage 30 is screwed to an intermediate portion of the shaft 6.

シャフト６の最終平歯車４側には、シャフト６を囲むようにしてねじり用コイルばね１１（以下、ばねと略称する）が設けられている。
ばね１１は、図３〜図５に示すように、第１のばね部１１ａと、第２のばね部１１ｂと、第１のばね部１１ａと第２のばね部１１ｂとをつなぐＵ字形状のつなぎ部１９とから構成されている。第１のばね部１１ａの第１の端部１２と第２のばね部１１ｂの第２の端部１３とは同一方向に延出している。
第１の端部１２は可動部材１４の一端部に形成されたフック１６に係止されている。第２の端部１３は可動部材１４の他端部に形成されたフック１７に係止されている。 On the side of the final spur gear 4 of the shaft 6, a torsion coil spring 11 (hereinafter abbreviated as a spring) is provided so as to surround the shaft 6.
As shown in FIGS. 3 to 5, the spring 11 has a U-shape that connects the first spring portion 11 a, the second spring portion 11 b, and the first spring portion 11 a and the second spring portion 11 b. It is comprised from the connection part 19. FIG. The first end portion 12 of the first spring portion 11a and the second end portion 13 of the second spring portion 11b extend in the same direction.
The first end 12 is locked to a hook 16 formed at one end of the movable member 14. The second end 13 is locked to a hook 17 formed at the other end of the movable member 14.

可動部材１４は、中間部にＬ字形状の被固着部１８が形成されている。この被固着部１８には締結手段である固定ねじ１５が貫通し、この固定ねじ１５により図６に示すようにボディ９に可動部材１４が固着されている。なお、図７は図６をボディ９から視たときの図であるが、この図７ではボディ９は省略されている。
図１、図２に示すようにボディ９にはシャフト６の回転接線方向に調整溝３１が形成されている。可動部材１４は、この調整溝３１に沿って摺動可能であり、図１の矢印Ａの範囲で可動部材１４が移動することで、バルブ１０の中間開度は調整されるようになっている。 The movable member 14 has an L-shaped fixed portion 18 formed at the intermediate portion. A fixing screw 15 as a fastening means passes through the fixed portion 18, and the movable member 14 is fixed to the body 9 by the fixing screw 15 as shown in FIG. 6. 7 is a view when FIG. 6 is viewed from the body 9, but the body 9 is omitted in FIG.
As shown in FIGS. 1 and 2, an adjustment groove 31 is formed in the body 9 in the rotational tangential direction of the shaft 6. The movable member 14 is slidable along the adjustment groove 31, and the intermediate opening degree of the valve 10 is adjusted by moving the movable member 14 within the range of the arrow A in FIG. .

図３に示すように、最終平歯車４には面に対して垂直に突出部２０が設けられている。この突出部２０と締結手段である固定ねじ２１の頭部との間にはばね１１のつなぎ部１９が挟まれ、かつ固定ねじ２１が突出部２０に螺着されることで、ばね１１のつなぎ部１９は最終平歯車４に固定されている。   As shown in FIG. 3, the final spur gear 4 is provided with a protrusion 20 perpendicular to the surface. The connecting portion 19 of the spring 11 is sandwiched between the projecting portion 20 and the head of the fixing screw 21 that is a fastening means, and the fixing screw 21 is screwed to the projecting portion 20, thereby connecting the spring 11. The part 19 is fixed to the final spur gear 4.

第１のばね部１１ａの第１の端部１２及び第２のばね部１１ｂの第２の端部１３はボディ９に可動部材１４を介して取り付けられ、またつなぎ部１９は最終平歯車４に固定されているが、第１のばね部１１ａの座面とボディ９との間には空隙Ｄが形成されている。また、第２のばね部１１ｂの座面と最終平歯車４との間には、空隙Ｅが形成されている。   The first end portion 12 of the first spring portion 11a and the second end portion 13 of the second spring portion 11b are attached to the body 9 via the movable member 14, and the connecting portion 19 is attached to the final spur gear 4. Although fixed, a gap D is formed between the seat surface of the first spring portion 11 a and the body 9. Further, a gap E is formed between the seat surface of the second spring portion 11 b and the final spur gear 4.

上記構成の吸気量制御装置では、運転者がアクセルペダルを踏み込むと、アクセル開度センサ（図示せず）からのアクセル開度信号がエンジン制御装置（以下、ＥＣＵと呼ぶ）に入力される。ＥＣＵではバルブ１０が所定の開度となるように駆動モータ１に通電し、駆動モータ１の出力軸が回転する。出力軸が回転することにより、中間歯車３、最終平歯車４は、バルブ１０を中間開度に戻そうとするばね１１の付勢力に逆らって回転し、最終平歯車４と一体のシャフト６が回転する。そして、バルブ１０を開く方向に作用する駆動モータ１からの力とバルブ１０を中間開度方向に戻そうとするばね１１の付勢力とが釣り合った位置で、バルブ１０は保持される。
また、図８（ばね１１を現出させるために、最終平歯車４の外皮である樹脂が除かれている）から分かるように、最終平歯車４が矢印Ｂの方向に回転したとき、即ちバルブ１０が全閉側に回転したときには、最終平歯車４がボディ９に設けられた全閉側ストッパ２２に当接し、バルブ１０のそれ以上の回転はできない。また、矢印Ｃの方向に、即ちバルブ１０が全開側に回転したときには、最終平歯車４がボディ９に設けられた全開側ストッパ２３に当接し、バルブ１０のそれ以上の回転はできない。 In the intake air amount control device configured as described above, when the driver depresses the accelerator pedal, an accelerator opening signal from an accelerator opening sensor (not shown) is input to an engine control device (hereinafter referred to as ECU). In the ECU, the drive motor 1 is energized so that the valve 10 has a predetermined opening, and the output shaft of the drive motor 1 rotates. As the output shaft rotates, the intermediate gear 3 and the final spur gear 4 rotate against the urging force of the spring 11 which attempts to return the valve 10 to the intermediate opening, and the shaft 6 integrated with the final spur gear 4 is rotated. Rotate. The valve 10 is held at a position where the force from the drive motor 1 acting in the direction of opening the valve 10 and the biasing force of the spring 11 trying to return the valve 10 to the intermediate opening direction are balanced.
Further, as can be seen from FIG. 8 (resin that is the outer skin of the final spur gear 4 is removed in order to make the spring 11 appear), when the final spur gear 4 rotates in the direction of arrow B, that is, the valve When 10 rotates to the fully closed side, the final spur gear 4 comes into contact with the fully closed stopper 22 provided on the body 9 and the valve 10 cannot rotate further. Further, when the valve 10 rotates in the direction of the arrow C, that is, when the valve 10 rotates to the fully open side, the final spur gear 4 contacts the fully open side stopper 23 provided on the body 9 and the valve 10 cannot be rotated further.

また、第１のばね部１１ａの第１の端部１２、及び第２のばね部１１ｂの第２の端部１３は、可動部材１４を介してボディ９に取り付けられているので、駆動モータ１が通電不良等により作動不能になったときには、第１のばね部１１ａと第２のばね部１１ｂとのそれぞれのねじり弾性力が釣り合った位置で、ばね１１のつなぎ部１９が定まる。即ち、つなぎ部１９に固定された最終平歯車４を介してバルブ１０は、アイドリング開度時よりも若干開き方向の所定の中間開度で保持される。   Moreover, since the 1st end part 12 of the 1st spring part 11a and the 2nd end part 13 of the 2nd spring part 11b are attached to the body 9 via the movable member 14, drive motor 1 However, the connection portion 19 of the spring 11 is determined at a position where the torsional elastic forces of the first spring portion 11a and the second spring portion 11b are balanced. That is, the valve 10 is held at a predetermined intermediate opening degree in the opening direction slightly from the idling opening degree through the final spur gear 4 fixed to the connecting portion 19.

上記構成の吸気量制御装置によれば、第１のばね部１１ａの第１の端部１２及び第２のばね部１１ｂの第２の端部１３はボディ９に可動部材１４を介して取り付けられ、つなぎ部１９は最終平歯車４に固定されているので、１本のばね１１で所定の中間開度を保持することができ、従来のものと比較してばね１１の本数を削減することができるとともに、バルブ１０の制御性が安定化する。   According to the intake air amount control device configured as described above, the first end portion 12 of the first spring portion 11a and the second end portion 13 of the second spring portion 11b are attached to the body 9 via the movable member 14. Since the connecting portion 19 is fixed to the final spur gear 4, a predetermined intermediate opening degree can be held by one spring 11, and the number of springs 11 can be reduced as compared with the conventional one. In addition, the controllability of the valve 10 is stabilized.

また、ボディ９には両端部にフック１６、１７を有する可動部材１４が固定され、第１の端部１２及び第２の端部１３は、それぞれそのフック１６、１７に係止されているので、第１の端部１２及び第２の端部１３はボディ９に可動部材１４を介して簡単に取り付けられる。   In addition, the movable member 14 having hooks 16 and 17 at both ends is fixed to the body 9, and the first end 12 and the second end 13 are locked to the hooks 16 and 17, respectively. The first end portion 12 and the second end portion 13 are simply attached to the body 9 via the movable member 14.

また、固定ねじ２１を用いたことにより、つなぎ部１９は、最終平歯車４に簡単に固定される。   Further, by using the fixing screw 21, the connecting portion 19 is easily fixed to the final spur gear 4.

また、第１のばね部１１ａの座面とボディ９との間には、空隙Ｄが形成され、第２のばね部１１ｂの座面と最終平歯車４との間には、空隙Ｅが形成されているので、最終平歯車４が回転する際に、ばね１１は、ボディ９及び最終平歯車４と摺接するようなことはなく、ばね１１の特性は保持される。   Further, a gap D is formed between the seat surface of the first spring portion 11 a and the body 9, and a gap E is formed between the seat surface of the second spring portion 11 b and the final spur gear 4. Therefore, when the final spur gear 4 rotates, the spring 11 does not come into sliding contact with the body 9 and the final spur gear 4, and the characteristics of the spring 11 are maintained.

また、ボディ９には、シャフト６の回転方向に延びた調整溝３１が形成されており、可動部材１４のフック１７側の端部はこの調整溝３１に摺動可能であるので、可動部材１４をこの調整溝３１に沿って摺動させることで、バルブ１０の中間開度を簡単に調整することができる。   The body 9 is formed with an adjustment groove 31 extending in the rotation direction of the shaft 6, and the end of the movable member 14 on the hook 17 side is slidable in the adjustment groove 31. Is slid along the adjustment groove 31 so that the intermediate opening of the valve 10 can be easily adjusted.

参考例１．
図９はこの発明の参考例１の吸気量制御装置を示す要部側面図、図１０は図９をボディ９から視たときの図である。但し、図１０ではボディ９は省略されている。
この参考例による吸気量制御装置では、一端部にフックを有する可動部材１１４が固定ねじ１５によりボディ９に固定されている。このフックには第２のコイル部１１ｂの第２の端部１３が係止されている。第１のコイル部１１ａの第１の端部１２はボディ９に形成された凸部３２に係止されている。
他の構成は実施の形態１の吸気量制御装置と同様である。 Reference Example 1
FIG. 9 is a side view of an essential part showing an intake air amount control apparatus according to Reference Example 1 of the present invention, and FIG. 10 is a view of FIG. However, the body 9 is omitted in FIG.
In the intake air amount control apparatus according to this reference example, a movable member 114 having a hook at one end is fixed to the body 9 by a fixing screw 15. The second end portion 13 of the second coil portion 11b is locked to the hook. The first end portion 12 of the first coil portion 11 a is locked to a convex portion 32 formed on the body 9.
Other configurations are the same as those of the intake air amount control apparatus of the first embodiment.

この参考例の吸気量制御装置によれば、可動部材１１４を調整溝３１に沿って摺動することで、第２の端部１３がシャフト６の回転方向に変位し、バルブ１０の中間開度が簡単に調整される。   According to the intake air amount control device of this reference example, the second end 13 is displaced in the rotational direction of the shaft 6 by sliding the movable member 114 along the adjustment groove 31, and the intermediate opening degree of the valve 10. Is easily adjusted.

参考例２．
図１１はこの発明の参考例２の吸気量制御装置のばね１１１を示す正面図、図１２は図１１のばね１１１を示す左側側面図である。
この上記構成の吸気量制御装置では、図１３及び図１４に示すように、Ｕ字形状のつなぎ部１９は、最終平歯車４に形成された被圧入部２４に圧入されて固定されている。
他の構成は実施の形態１の吸気量制御装置と同様である。 Reference Example 2
FIG. 11 is a front view showing the spring 111 of the intake air amount control apparatus of Reference Example 2 of the present invention, and FIG. 12 is a left side view showing the spring 111 of FIG.
In the intake air amount control apparatus having the above configuration, as shown in FIGS. 13 and 14, the U-shaped connecting portion 19 is press-fitted into a press-fit portion 24 formed in the final spur gear 4 and fixed.
Other configurations are the same as those of the intake air amount control apparatus of the first embodiment.

この参考例の吸気量制御装置によれば、つなぎ部１９を被圧入部２４に圧入することで、つなぎ部１９を最終平歯車４に簡単に取り付けることができる。   According to the intake air amount control device of this reference example, the connecting portion 19 can be easily attached to the final spur gear 4 by press-fitting the connecting portion 19 into the press-fit portion 24.

なお、上記実施の形態及び参考例では、可動部材１４、１１４を介して第１の端部１２、第２の端部１３がボディ９に取り付けられているが、第１の端部、第２の端部をボディに直接取り付けたものであってもよい。   In the embodiment and the reference example, the first end 12 and the second end 13 are attached to the body 9 via the movable members 14 and 114, but the first end and the second end 13 are attached to the body 9. It may be that the end of is directly attached to the body.

１ 駆動モータ、４ 最終平歯車、６ シャフト、９ ボディ、１０ バルブ、１１，１１１ ねじり用コイルばね、１１ａ 第１のばね部、１１ｂ 第２のばね部、１２ 第１の端部、１３ 第２の端部、１４，１１４ 可動部材、１５ 固定ねじ、１６，１７ フック、１９ つなぎ部、２１ 固定ねじ（締結手段）、２４ 被圧入部、３０ 吸気通路、３１ 調整溝、Ｄ,Ｅ 空隙。   DESCRIPTION OF SYMBOLS 1 Drive motor, 4 Final spur gear, 6 Shaft, 9 Body, 10 Valve, 11, 111 Torsion coil spring, 11a 1st spring part, 11b 2nd spring part, 12 1st edge part, 13 2nd , 14 and 114 movable members, 15 fixing screws, 16 and 17 hooks, 19 connecting portions, 21 fixing screws (fastening means), 24 press-fit portions, 30 intake passages, 31 adjustment grooves, D and E gaps.

Claims (4)

吸気通路を有するボディと、
前記吸気通路を横切って設けられ前記ボディに対して回転自在のシャフトと、
このシャフトに固定され回転角度により前記吸気通路内の開口度を調整するバルブと、
前記シャフトに固定され駆動モータからの前記バルブの開く方向のトルクをシャフトに伝達する歯車と、
前記バルブを閉じる方向に付勢するねじり用コイルばねと、
両端部にそれぞれフックを有し、かつ中間部に被固着部が形成された可動部材とを備え、
前記可動部材は、前記被固着部を通じて前記ボディに固着されており、
前記コイルばねは、第１のばね部及び第２のばね部と、第１のばね部と第２のばね部とを連結したつなぎ部とから構成され、
前記第１のばね部の第１の端部、前記第２のばね部の第２の端部は、それぞれ前記フックに係止され、前記つなぎ部は前記歯車に固定されているエンジン用吸気量制御装置。 A body having an intake passage;
A shaft provided across the intake passage and rotatable with respect to the body;
A valve that is fixed to the shaft and adjusts the opening degree in the intake passage according to the rotation angle;
A gear fixed to the shaft and transmitting torque from the drive motor in the direction of opening of the valve to the shaft;
A torsion coil spring that biases the valve in a closing direction;
A movable member having hooks at both ends and a fixed portion formed at the intermediate portion;
The movable member is fixed to the body through the fixed portion,
The coil spring is composed of a first spring portion and a second spring portion, and a connecting portion connecting the first spring portion and the second spring portion,
The first end portion of the first spring portion and the second end portion of the second spring portion are engaged with the hook, and the connecting portion is fixed to the gear. Control device. 前記つなぎ部は、前記歯車に締結手段により固定されている請求項１に記載のエンジン用吸気量制御装置。   The engine intake air amount control device according to claim 1, wherein the connecting portion is fixed to the gear by fastening means. 前記第１のばね部の座面と前記ボディとの間、及び前記第２のばね部の座面と前記歯車との間には、空隙が形成されている請求項１または２に記載のエンジン用吸気量制御装置。   The engine according to claim 1 or 2, wherein a gap is formed between a seating surface of the first spring part and the body and between a seating surface of the second spring part and the gear. Intake air volume control device. 前記ボディには、前記シャフトの回転方向に延びた調整溝が形成されており、前記可動部材の端部はこの調整溝に沿って摺動可能である請求項１ないし３の何れか１項に記載のエンジン用吸気量制御装置。   The adjustment body extended in the rotation direction of the shaft is formed in the body, and the end of the movable member is slidable along the adjustment groove. The engine intake air amount control device described.
JP2010086138A 2010-04-02 2010-04-02 Intake amount controller for engine Pending JP2010156347A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2010086138A JP2010156347A (en) 2010-04-02 2010-04-02 Intake amount controller for engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2010086138A JP2010156347A (en) 2010-04-02 2010-04-02 Intake amount controller for engine

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
JP2004196938A Division JP4575049B2 (en) 2004-07-02 2004-07-02 Engine intake air amount control device

Publications (1)

Publication Number Publication Date
JP2010156347A true JP2010156347A (en) 2010-07-15

Family

ID=42574409

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2010086138A Pending JP2010156347A (en) 2010-04-02 2010-04-02 Intake amount controller for engine

Country Status (1)

Country Link
JP (1) JP2010156347A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017067067A (en) * 2015-09-30 2017-04-06 株式会社デンソー Torsion spring
WO2017057080A1 (en) * 2015-09-30 2017-04-06 株式会社デンソー Torsion spring
EP2669904A3 (en) * 2012-06-01 2017-12-13 SVM Schultz Verwaltungs-GmbH & Co. KG Leg spring

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004150324A (en) * 2002-10-30 2004-05-27 Denso Corp Electronically controlled type throttle control device

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004150324A (en) * 2002-10-30 2004-05-27 Denso Corp Electronically controlled type throttle control device

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2669904A3 (en) * 2012-06-01 2017-12-13 SVM Schultz Verwaltungs-GmbH & Co. KG Leg spring
JP2017067067A (en) * 2015-09-30 2017-04-06 株式会社デンソー Torsion spring
WO2017057080A1 (en) * 2015-09-30 2017-04-06 株式会社デンソー Torsion spring
KR20180002834A (en) * 2015-09-30 2018-01-08 가부시키가이샤 덴소 Torsion spring
KR101968854B1 (en) 2015-09-30 2019-04-12 가부시키가이샤 덴소 Throttle valve device

Similar Documents

Publication Publication Date Title
JP4575049B2 (en) Engine intake air amount control device
US8746210B2 (en) Throttle return spring with eccentric locator coils
JP2002256894A (en) Air intake control device for internal combustion engine
JP2008240610A (en) Throttle device of internal combustion engine
CN115163313B (en) Throttle device
JP4502916B2 (en) Throttle valve control device
JP2010174783A (en) Exhaust throttle valve for internal combustion engine
EP1515023A1 (en) An electronically controlled butterfly valve provided with a flat leaf spring and a spiral spring to establish the limp-home position
JP2010156347A (en) Intake amount controller for engine
JP2009299673A (en) Throttle device of internal combustion engine
JP4259315B2 (en) Electronically controlled throttle control device
JP2012041887A (en) Electronic throttle
US7475670B2 (en) Valve operating mechanism
JP5734166B2 (en) Throttle device
JP4831085B2 (en) Electronic throttle device for internal combustion engines
JP5590075B2 (en) Engine vortex generator
JP2003083171A (en) Tandem valve-type throttle body
JP2001263098A (en) Throttle device
JP2004169627A (en) Throttle valve controller for engine
JP2006348903A (en) Double throttle device
JP2002235561A (en) Throttle valve regulating device
JP6247190B2 (en) Intake air amount control device
JP4669812B2 (en) Intake control device for internal combustion engine
JP2004270518A (en) Electronically controlled throttle control device
JP2006022678A (en) Air intake control device for internal combustion engine

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20100402

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20110913

A02 Decision of refusal

Effective date: 20120131

Free format text: JAPANESE INTERMEDIATE CODE: A02