WO2005116428A1 - Throttle system and sensor unit - Google Patents

Throttle system and sensor unit Download PDF

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Publication number
WO2005116428A1
WO2005116428A1 PCT/JP2005/009639 JP2005009639W WO2005116428A1 WO 2005116428 A1 WO2005116428 A1 WO 2005116428A1 JP 2005009639 W JP2005009639 W JP 2005009639W WO 2005116428 A1 WO2005116428 A1 WO 2005116428A1
Authority
WO
WIPO (PCT)
Prior art keywords
throttle
sensor
housing
throttle device
position sensor
Prior art date
Application number
PCT/JP2005/009639
Other languages
French (fr)
Japanese (ja)
Inventor
Kazuhiro Musashi
Osamu Miura
Original Assignee
Mikuni Corporation
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
Priority claimed from JP2004156336A external-priority patent/JP2007270618A/en
Priority claimed from JP2004156334A external-priority patent/JP2007270617A/en
Application filed by Mikuni Corporation filed Critical Mikuni Corporation
Publication of WO2005116428A1 publication Critical patent/WO2005116428A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1035—Details of the valve housing
    • F02D9/105—Details of the valve housing having a throttle position sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure

Definitions

  • the present invention relates to a sensor unit including a sensor for detecting various data indispensable for fuel supply control and intake flow rate control of an internal combustion engine, and a throttle system including the sensor unit.
  • engines In recent years, the internal combustion engines of automobiles including motorcycles (hereinafter, appropriately referred to as “engines”) are generally controlled by an electronic control device of an engine equipped with a computer.
  • an electronic control unit for an engine
  • various sensors that constantly detect the operating state and the intake state of the engine are arranged in the engine or its peripheral devices, and an ECU (Electronic Control Unit) that centrally controls the engine electronically. Controls the engine optimally based on various data sent from these various sensors.
  • ECU Electronic Control Unit
  • the engine generates rotational torque by burning an air-mixed fuel obtained by mixing a fuel such as gasoline with air in a piston. Therefore, it is important to optimize not only the fuel supply control to the engine but also the intake air flow control.
  • the flow rate of intake air supplied to the engine is adjusted by a throttle device provided on the side of an intake pipe connected to the engine.
  • a throttle valve throttle valve
  • the air flow rate is adjusted by adjusting the opening of the throttle valve.
  • the ECU must always accurately detect the opening of the throttle valve in the intake throttle device.
  • the ECU detects the opening of the throttle valve based on an output signal from a throttle position sensor (hereinafter referred to as “TPS” t, as appropriate) installed near the throttle valve. Do.
  • TPS throttle position sensor
  • TPS is broadly classified, and a potentiometer is attached so as to be linked to the movement of the throttle valve, and the opening of the throttle valve is detected by bringing a contact into contact with a resistive film.
  • a non-contact type that detects the opening of the throttle valve using a Hall element or MR element without making direct contact with the mover linked to the throttle valve.
  • a contact type TPS using a potentiometer requires high positioning accuracy when mounted on a throttle body. That is, it is necessary to temporarily tighten the TPS to the body of the throttle device (hereinafter referred to as the throttle body), and then adjust the position around the throttle axis while monitoring the signal output from the TPS. In the case of a multi-cylinder engine, this adjustment must be performed for each throttle body, so that the assembling work becomes extremely complicated.
  • Non-contact type TPS has been increasingly used (for example, see Patent Document 1).
  • a rotor magnet
  • Hall element that detects a change in a magnetic field accompanying the rotation of the rotor
  • stator that forms a magnetic circuit and controls the magnetic field around the Hall element Consists of
  • a non-contact type TPS that does not require this complicated mounting work or adjustment is used, and includes a sensor-type throttle body that is integrally mounted on the throttle body together with other sensors, and a non-contact type TPS.
  • a sensor unit integrally incorporating a plurality of sensors is detachably attached to a throttle body (for example, see Patent Document 2).
  • Patent Document 1 JP-A-2003-185470
  • Patent document 2 JP-A-7-260534
  • the non-contact type TPS is configured as, for example, a sensor unit in which the components of the TPS are integrated, and the sensor unit is mounted in a slot.
  • the Hall element is positioned at a predetermined detection position by being removably attached to the metal body.
  • one problem may occur depending on the attachment state of the sensor unit to the throttle body.
  • the detection unit of the TPS specifically, the Hall element
  • the Hall element has a sensor unit mounted on the throttle body, and has a mounting surface (joint portion) between the throttle body and the sensor cutout. ) (Offset). Therefore, if the sensor unit is tilted with respect to the throttle body due to some cause (for example, improper mounting or heat damage (thermal strain) after mounting), the tilting force of the Hall element The tilting of the sensor cut at the mounting surface As described above, there is a problem that the detection accuracy by the Hall element is reduced.
  • An object of the present invention is to provide a small sensor unit having a small mounting area, in which a plurality of sensors are incorporated in a compact manner, and a throttle system provided with this sensor unit.
  • An object of the present invention is to provide a sensor unit capable of minimizing a decrease in detection accuracy and a throttle system including the sensor unit.
  • a throttle system includes: a throttle device provided in an intake pipe connected to an internal combustion engine for adjusting an intake flow rate; A throttle system that is capable of acting as a sensor unit attached to the throttle device, wherein the sensor unit is attached to the throttle device, and is provided in the sensor unit; A plurality of sensor chambers each accommodating a predetermined sensor, and when the housing is viewed from the throttle device side, at least two of the sensor chambers and at least a part of each sensor chamber are provided. It is characterized by overlapping each other.
  • the position sensor chamber for accommodating and holding a position sensor for detecting an opening degree of a throttle valve of the throttle device is provided.
  • Another one of the sensor chambers is a pressure sensor chamber that houses and holds an intake pressure sensor that detects an intake pressure through the intake pipe, and when the throttle device side force also looks at the housing, The position sensor chamber and the pressure sensor chamber at least partially overlap each other.
  • the position sensor chamber and the pressure sensor chamber each have openings that open in opposite directions.
  • the electric system connected to the position sensor and the intake pressure sensor may be provided between the position sensor chamber and the pressure sensor chamber. It is characterized in that lines are arranged.
  • the position sensor chamber accommodating and holding a position sensor for detecting an opening of a throttle valve of the throttle device in the above-mentioned invention. And a detection force of the position sensor is provided substantially at a joint between the throttle device and the housing.
  • the position sensor force may be a substantially annular magnet fixed to a rotor that rotates together with the throttle valve.
  • a Hall element for detecting a change in the accompanying magnetic field and a substantially cylindrical shape provided substantially concentrically with the magnet between the magnet and the Hall element and forming a magnetic circuit to control a magnetic field around the Hall element.
  • the hole element is provided substantially at the joint between the throttle device and the housing.
  • the thickness force along the axial direction of the stator is substantially twice the thickness of the magnet along the axial direction.
  • a throttle system according to the present invention is characterized in that, in the above invention, a restricting means for restricting thermal expansion of the stator or a supporting portion for supporting the stator is provided.
  • the throttle system is a throttle system including a throttle device for adjusting an intake flow rate provided in an intake pipe connected to an internal combustion engine, and a sensor unit attached to the throttle device. And a housing constituting the sensor unit, wherein the sensor unit is attached to the throttle device; and a position sensor provided in the housing for detecting an opening of a throttle valve of the throttle device. And a detection unit force of the position sensor, wherein the detection unit is provided substantially at a joint between the throttle device and the housing.
  • the sensor unit is a sensor unit attached to a throttle device for adjusting an intake flow rate provided in an intake pipe connected to an internal combustion engine, wherein the sensor is attached to the throttle device.
  • a housing that constitutes a unit; and a plurality of sensor chambers provided in the housing and each containing a predetermined sensor. When the housing is viewed from the throttle device side, the sensor chamber is closed. At least two are characterized in that at least a part of each sensor room overlaps with each other.
  • the sensor unit according to the present invention is the sensor unit according to the above invention, which is attached to a throttle device for adjusting an intake flow rate provided in an intake pipe connected to an internal combustion engine.
  • a sensor unit includes a housing constituting the sensor unit, and a plurality of sensor chambers provided in the housing and each containing a predetermined sensor. At least two of the sensor chambers are characterized in that at least some of the sensor chambers overlap each other.
  • a sensor unit capable of minimizing a decrease in detection accuracy.
  • a throttle system including the sensor unit.
  • FIG. 1 is a sectional view of a throttle system according to an embodiment of the present invention.
  • FIG. 2 is a cross-sectional view of the sensor unit of FIG. 1 removed from a throttle device.
  • FIG. 3 is a plan view of the sensor unit in FIG. 1.
  • throttle system and a sensor unit according to the present invention will be described in detail with reference to the drawings.
  • the present invention is not limited by the embodiment. Yes.
  • the throttle system and the sensor unit according to the present invention can be used, for example, in automobiles (motorcycles).
  • FIG. 1 shows a throttling system S that also has a sensor unit 1 and a throttle device 2 that act according to an embodiment of the present invention.
  • FIG. 2 is a plan view of the sensor unit 1 as viewed in the direction A of FIG.
  • FIG. 3 is a plan view of the sensor unit 1 viewed from the direction B in FIG.
  • FIGS. 2 and 3 show the sensor unit 1 according to the present embodiment detached from the throttle device 2.
  • FIG. 1 shows a throttling system S that also has a sensor unit 1 and a throttle device 2 that act according to an embodiment of the present invention.
  • FIG. 2 is a plan view of the sensor unit 1 as viewed in the direction A of FIG.
  • FIG. 3 is a plan view of the sensor unit 1 viewed from the direction B in FIG.
  • FIGS. 2 and 3 show the sensor unit 1 according to the present embodiment detached from the throttle device 2.
  • FIG. 1 shows a throttling system S that also has a sensor unit 1 and a throttle device 2 that act according to
  • the sensor unit 1 is attached to a side surface of a throttle body 20 near the throttle shaft 15 in the throttle device 2.
  • the left side of the throttle shaft 15 indicates the upstream side of the intake air (air filter side), and the right side of the throttle shaft 15 indicates the downstream side of the intake air (engine side).
  • Throttle body 20 is formed in a tubular shape, and is provided on an intake pipe (not shown) connected to the internal combustion engine.
  • An air horn 10A is formed on the left end of the throttle body 20, and a flange 10B is formed on the right end.
  • the outside air taken in from the air intake is filtered by an air filter (not shown), and the filtered air is supplied to the throttle device 2 from the air horn 10A side.
  • the throttle device 2 controls the flow rate of intake air to the engine by reducing or increasing the passage area of the filtered air, that is, the opening degree of the throttle valve 18.
  • a throttle shaft 15 is provided substantially at the center of the side surface of the throttle body 20, and a throttle valve 18 for adjusting the intake air flow rate is connected to the throttle shaft 15.
  • the throttle device 2 adjusts the opening of the throttle valve 18 by rotating the throttle shaft 15.
  • the opening of the throttle valve 18 is detected by, for example, a non-contact type position sensor (TPS) 50 having a Hall element 31, as described later.
  • TPS non-contact type position sensor
  • an intake air temperature sensor 33 that detects the temperature of the air sucked through the intake pipe is arranged on the upstream side of the intake of the throttle valve 18, and on the downstream side of the throttle valve 18,
  • An intake pressure sensor 32 for detecting the pressure of air sucked through the intake pipe is provided.
  • the above-described TPS 50 for detecting the opening of the throttle valve 18 is arranged.
  • TPS50, intake pressure The sensor 32 and the intake air temperature sensor 33 are provided at predetermined positions in the position sensor chamber 23, the pressure sensor chamber 26, and the temperature sensor chamber 24 provided at predetermined positions of the unit body (housing) 21 of the sensor unit 1, respectively. It is housed and held.
  • the space portion of the pressure sensor chamber 26 for housing and holding the intake pressure sensor 32 is formed by a rectangular frame-shaped peripheral wall 26b (clearly shown in FIG. 3).
  • the unit body (housing) 21 has a predetermined thickness H, and is attached to the throttle body 20 of the throttle device 2 in the thickness direction.
  • the sensors 32, 33, and 50 are automatically positioned at predetermined measurement positions in the throttle device 2.
  • a substantially cylindrical fitting portion 60 is formed in the throttle body 20, and a substantially cylindrical peripheral wall portion 59 forming the position sensor chamber 23 is fitted into the fitting portion 60. I'm like it.
  • the temperature sensor chamber 24 is formed by a conduit 24a protruding from the unit main body 21 with a length reaching the inner wall of the throttle body 20 of the throttle device 2, and the conduit 24a is provided with a through hole provided in the throttle body 20. It is adapted to be inserted into the hole 20a.
  • the intake air temperature sensor 33 is arranged at a predetermined position on the intake upstream side of the throttle valve 18, the intake pressure sensor 32 is arranged at a predetermined position on the intake downstream side of the throttle valve 18, and the TPS 50 is a predetermined valve described later. It is positioned at the detection position.
  • the unit body 21 is provided with screw holes 14 at two places across the TPS50, into which screws for fixing the unit body 21 to the throttle body 20 are screwed (see FIG. 3).
  • the position sensor chamber 23 and the pressure sensor chamber 26 are in the thickness H direction of the unit main body 21 (the throttle device 2).
  • the unit body (housing) 21 When the unit body (housing) 21 is viewed from the side), they overlap each other. That is, the area defined by the peripheral wall portion 59 forming the position sensor chamber 23 and the area defined by the rectangular frame-shaped peripheral wall 26b forming the pressure sensor chamber 26 correspond to the unit main unit.
  • the bodies 21 partially overlap each other in the thickness H direction. Further, in this case, the position sensor chamber 23 and the pressure sensor chamber 26 have openings 23a and 26a, respectively, which open in opposite directions in the thickness H direction of the unit body 21.
  • An electric line L connected to the TPS 50 and the intake pressure sensor 32 is disposed between the position sensor chamber 23 and the pressure sensor chamber 26.
  • a circuit board 30 is fixedly provided at a predetermined position in the unit main body 21 of the sensor unit 1.
  • a hole element 31 constituting the TPS 50 is directly attached to the circuit board 30, and an intake pressure sensor 32 is electrically connected thereto.
  • a lead wire 34 from an intake air temperature sensor 33 provided at an end opening of a conduit 24a of the temperature sensor chamber 24 is also electrically connected to the circuit board 30.
  • These elements (sensors) 31, 32, and 33 that are electrically connected to or mounted on the circuit board 30 are connected via terminals of a connector 28 (see FIGS. 2 and 3) formed on the cutout body 21. And is electrically connected to an electronic control circuit (not shown).
  • the TPS 50 includes a substantially annular magnet M fixed to the rotor 11 that rotates together with the throttle shaft 15 connected to the throttle valve 18, and a hall element that detects a change in a magnetic field accompanying rotation of the rotor 11. And a substantially cylindrical stator 55 provided between the magnet M and the Hall element 31 substantially concentrically with the magnet M and forming a magnetic circuit to control a magnetic field around the Hall element 31.
  • the Hall element 31 is arranged in a substantially cylindrical stator housing 62 formed in the unit main body 21.
  • the Hall element 31 is provided substantially at a joint (joint surface; mounting surface) 70 between the throttle body 20 and the unit body 21.
  • a stator 55 formed of a predetermined shape and having a magnetic force is disposed to control a magnetic field around the Hall element 31.
  • the rotor 11 constituting the TPS 50 is connected to the throttle shaft 15.
  • the rotor 11 is fixed to the throttle shaft 15 by screws 16 and rotates integrally with the throttle shaft 15.
  • the throttle shaft 15 passes through the throttle body 20 and crosses substantially the center of the throttle body 20.
  • a throttle shaft 15 penetrating through the throttle body 20 is connected to a throttle lever 17 at an end opposite to the rotor 11.
  • a throttle valve 18 is attached to the throttle shaft 15 in a flow path 40 in the throttle body 20, and the amount of intake air passing through the flow path 40 is determined according to the position (angle) of the throttle valve 18. Adjusted. That is, the rotation angle of the rotor 11 correlates with the opening of the throttle valve 18.
  • a return spring 19 is engaged with the throttle shaft 15 via a throttle lever 17.
  • a magnet M is provided on a part of the inner peripheral surface of the rotor 11 along the circumferential direction. The magnet M is arranged along the outer periphery of the stator housing 62 when the sensor unit 1 is mounted on the throttle body 20!
  • the TPS 50 can detect the position of the throttle valve 18 by detecting the change in the magnetic field due to the rotation of the rotor 11 in accordance with the position of the throttle valve 18 with the Hall element 31.
  • the thickness W1 of the stator 55 along the axial direction is set to approximately twice the thickness W2 of the magnet M along the axial direction.
  • the thickness W1 of the stator 55 is set to 5 mm
  • the thickness W2 of the magnet M is set to 2.5 mm.
  • the sensor unit 1 of the present embodiment is provided with a restricting means for restricting thermal expansion of the stator 55 or the supporting portion supporting the stator 55.
  • the restricting means is achieved by coupling the stator 55 to a non-magnetic material having a low coefficient of thermal expansion.
  • the stator accommodating portion (supporting portion) 62 that supports the stator 55 is formed of stainless steel.
  • the position sensor chamber 23 and the pressure sensor chamber 26 are at least partially provided in the thickness H direction of the force unit main body 21, that is, with respect to the throttle device 2. They overlap each other in the mounting direction. That is, in the sensor unit 1, the TPS 50 and the intake pressure sensor 32 are arranged three-dimensionally in the thickness direction (mounting direction) of the unit main body 21. Therefore, the mounting area of the sensor unit 1 with respect to the throttle body 20 of the throttle device 2 can be made smaller than the sum of the areas of the sensors 32, 33, and 50 projected on a plane. The size of the throttle 1 can be reduced, and the size of the throttle system S, which is also powerful with the sensor unit 1 and the throttle body 20 to which the sensor unit 1 is attached, can be reduced.
  • the sensor unit 1 is attached to the small throttle body 20.
  • a small sensor unit 1 with a small mounting area can be provided, and the sensor unit 1 can be mounted on throttle bodies 20 of various sizes. Can be significantly improved.
  • the position sensor chamber 23 and the pressure sensor chamber 26 have openings 23a and 26a, respectively, which open in opposite directions in the thickness direction of the unit body 21. Therefore, it is easy to assemble the sensors 50 and 32 to these holding portions (the position sensor chamber 23 and the pressure sensor chamber 26).
  • the overlapping direction (the thickness direction of the unit body 21)
  • the opening parts 23a, 26a of these holding parts 23, 26 depend on the degree of overlap between the holding parts 23, 26.
  • the opening area may be restricted, and it may be difficult to attach the sensors 50 and 32 to the holding portions 23 and 26.
  • the holders 23 and 26 will not be restricted by each other. Since the opening areas of 23a and 26a can be made large, the sensors 50 and 32 can be easily assembled to the holding parts 23 and 26 through the openings 23a and 26a.
  • the openings 23a and 26a of the holding portions 23 and 26 are opened in the thickness direction of the unit body 21, that is, in the mounting direction with respect to the throttle device 2, the mounting direction and the detection direction are different.
  • the matching can be easily performed, and the detection accuracy can be enhanced.
  • an electric line L connected to the TPS 50 and the intake pressure sensor 32 is disposed between the position sensor chamber 23 and the pressure sensor chamber 26. Therefore, the electric line L of each sensor 50, 32 can be compactly accommodated close to the sensor 50, 32, and the sensor unit 1 can be downsized by securing the space for installing the electric line L. Can be avoided.
  • the Hall element 31 of the TPS 50 is provided almost at the joint 70 between the throttle body 20 and the unit body 21 of the throttle device 2. It is. Therefore, even if the unit body 21 is tilted with respect to the throttle body 20 due to some cause (for example, mounting failure or heat damage after mounting (heat distortion)), the tilting force of the Hall element 31 of the TPS 50 unit body It will not be more than 21 slopes. That is, variations in the arrangement of the hole elements 32 due to positional variations in assembling the unit body 21 to the throttle body 20 can be minimized. Therefore, it is possible to minimize a decrease in detection accuracy due to the inclination of the unit main body 21.
  • some cause for example, mounting failure or heat damage after mounting (heat distortion)
  • the thickness W1 along the axial direction of the stator 55 is set to be approximately twice the thickness W2 along the axial direction of the magnet M, so that the rotation of the throttle valve 18 is performed.
  • the detection accuracy can be prevented from lowering due to the axial displacement of the throttle shaft 15 as the shaft. That is, in the present embodiment, even if the rotor 11 (and, therefore, the magnet M that generates magnetic flux) rotated together with the throttle valve 18 rattles in the axial direction, the rattle affects the detection accuracy.
  • the stator 55 constituting the magnetic circuit must have a sufficient thickness (dimension in the axial direction).
  • the axial displacement of the rotor 11 (magnet M), including the variation in the mounting state, can be sufficiently absorbed (in this embodiment, the axial displacement of ⁇ 1.25 mm of the magnet M can be reduced). It is possible to prevent the detection accuracy of the Hall element 31 from deteriorating due to the fluctuation of the rotor 11 in the axial direction.
  • the sensor unit 1 since the sensor unit 1 according to the present embodiment is provided with the restricting means for restricting the thermal expansion of the stator 55 or the supporting portion for supporting the stator 55, the temperature change affects the gap of the magnetic circuit. The influence can be minimized, and the magnetic flux change detection by the Hall element 31 can be stably performed.
  • the stator 55 if the stator 55 is molded in a resin case, if the temperature changes, the expansion and contraction of the resin will change the gap of the magnetic circuit formed by the stator 55.
  • the magnetic flux density detected by the element 31 is affected, as in this embodiment, if the stator 55 is coupled to a non-magnetic material having a low coefficient of thermal expansion, the change in temperature may affect the gap of the magnetic circuit. Impact can be minimized.
  • the present invention is not limited to the above-described embodiments, and can be variously modified and implemented without departing from the gist thereof.
  • the position sensor chamber 23 and the temperature sensor chamber 24 overlap each other in the thickness H direction of the unit main body 21.
  • the pressure sensor chamber 26 and the temperature sensor chamber 24 may overlap each other in the thickness H direction of the unit body 21.
  • the three sensor chambers 23, 24, and 26 may be connected to each other.
  • the thickness of the unit main body 21 may overlap each other in the H direction.
  • the number of sensors is arbitrary and is not limited to three.
  • a plurality of sensor chambers for accommodating and holding a predetermined sensor are provided in the unit body 21, and at least two of the plurality of sensor chambers overlap each other in the thickness direction of the unit body 21. I just need to wear it.
  • the sensor unit 1 incorporates a plurality of sensors, but may be a unit incorporating only the TPS50. Further, the sensor unit 1 is not limited to a sensor unit attached to a throttle device for adjusting an intake flow rate provided in an intake pipe connected to an internal combustion engine. Further, the sensor unit 1 is not limited to an internal combustion engine.
  • the throttle system and the sensor unit according to the present invention can be applied to any sensor unit in which a sensor is integrated and a throttle system including the sensor unit.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

A sensor unit (1) has a unit body (21) having a predetermined thickness and installed in its thickness direction on a throttle device (2), a position sensor chamber (23) provided in the unit body (21) and receiving and holding a position sensor (50) for detecting the degree of opening of a throttle valve (18) of the throttle device (2), and a pressure sensor chamber (26) provided in the unit body (21) and receiving and holding an inlet air pressure sensor (32) for detecting an inlet air pressure communicating with an inlet air tube. At least portions of the position sensor chamber (23) and the pressure sensor chamber (26) are superposed on each other in the thickness direction of the unit body (21). Further, a detection section (31) of the position sensor (50) is substantially positioned at a section (70) where the throttle device (2) and the unit body (21) are joined.

Description

明 細 書 技術分野  Description Technical field
[0001] 本発明は、内燃機関の燃料供給制御と吸気流量制御において必要不可欠な各種 データを検知するセンサを み込んだセンサユニットおよびこのセンサユニットを備 えたスロットルシステムに関する。  The present invention relates to a sensor unit including a sensor for detecting various data indispensable for fuel supply control and intake flow rate control of an internal combustion engine, and a throttle system including the sensor unit.
背景技術  Background art
[0002] 近年、自動二輪車を含めた自動車の内燃機関（以下、適宜「エンジン」という）は、コ ンピュータを搭載したエンジンの電子式制御装置によって制御されることが一般的に なってきている。  In recent years, the internal combustion engines of automobiles including motorcycles (hereinafter, appropriately referred to as “engines”) are generally controlled by an electronic control device of an engine equipped with a computer.
[0003] エンジンの電子式制御装置においては、エンジンの運転状態や吸気状態を常時 検知する各種センサが、エンジンまたはその周辺装置に配置され、エンジンを電子 的に集中制御する ECU (Electronic Control Unit)は、これらの各種センサから 送られてくる種々のデータに基づいて、エンジンを最適に制御する。  [0003] In an electronic control unit for an engine, various sensors that constantly detect the operating state and the intake state of the engine are arranged in the engine or its peripheral devices, and an ECU (Electronic Control Unit) that centrally controls the engine electronically. Controls the engine optimally based on various data sent from these various sensors.
[0004] エンジンは、ガソリン等の燃料を空気と混合させた空気混合燃料をピストン内で燃 焼させることによって回転トルクを生じさせるものである。したがって、エンジンへの燃 料供給量制御の最適化だけでなく吸気流量制御の最適化を図ることが重要となる。  [0004] The engine generates rotational torque by burning an air-mixed fuel obtained by mixing a fuel such as gasoline with air in a piston. Therefore, it is important to optimize not only the fuel supply control to the engine but also the intake air flow control.
[0005] 一般に、エンジンに供給される吸気流量は、エンジンに接続された吸気管側に設 けられるスロットル装置によって調整される。このスロットル装置は、通常、吸気用円筒 管の内部にスロットル弁 (絞り弁）を設け、このスロットル弁の開度を調整することによ つて空気流量の調整を行なう。  [0005] Generally, the flow rate of intake air supplied to the engine is adjusted by a throttle device provided on the side of an intake pipe connected to the engine. In this throttle device, a throttle valve (throttle valve) is usually provided inside an intake cylindrical tube, and the air flow rate is adjusted by adjusting the opening of the throttle valve.
[0006] したがって、 ECUは、吸気用スロットル装置におけるスロットル弁の開度を常時正確 に検知する必要がある。 ECUは、このスロットル弁の開度の検知を、スロットル弁の近 傍に設置されたスロットル 'ポジションセンサ（Throttle Position Sensor:以下、 適宜「TPS」 t 、う）からの出力信号に基づ 、て行なう。  [0006] Therefore, the ECU must always accurately detect the opening of the throttle valve in the intake throttle device. The ECU detects the opening of the throttle valve based on an output signal from a throttle position sensor (hereinafter referred to as “TPS” t, as appropriate) installed near the throttle valve. Do.
[0007] TPSには、大きく分類して、ポテンショメータをスロットル弁の動きに連動させるよう に取り付けて、接触子を抵抗膜に接触させることによりスロットル弁の開度を検知する 接触型タイプの他に、スロットル弁と連動する可動子には直接接触させずにホール素 子や MR素子を利用してスロットル弁の開度を検知するようにした非接触型タイプが 存在する。 [0007] TPS is broadly classified, and a potentiometer is attached so as to be linked to the movement of the throttle valve, and the opening of the throttle valve is detected by bringing a contact into contact with a resistive film. In addition to the contact type, there is also a non-contact type that detects the opening of the throttle valve using a Hall element or MR element without making direct contact with the mover linked to the throttle valve.
[0008] ポテンショメータを用いた接触型 TPSは、スロットルボディへの取り付けの際に高!ヽ 位置決め精度が要求される。すなわち、 TPSをスロットル装置のボディ（以下、スロッ トルボディという）に仮締めした後、 TPSから出力される信号をモニタしながらその位 置をスロットル軸周りに調整する必要がある。この調整は、多気筒エンジンの場合、ス ロットルボディ毎に行なわなければならな 、ため、組み立て作業が極めて煩雑なもの となる。  [0008] A contact type TPS using a potentiometer requires high positioning accuracy when mounted on a throttle body. That is, it is necessary to temporarily tighten the TPS to the body of the throttle device (hereinafter referred to as the throttle body), and then adjust the position around the throttle axis while monitoring the signal output from the TPS. In the case of a multi-cylinder engine, this adjustment must be performed for each throttle body, so that the assembling work becomes extremely complicated.
[0009] そのため、最近では、この煩雑な取付作業や調整を必要としな!ヽ非接触型 TPSを 用いるケースが多くなつてきている（例えば、特許文献 1参照。 ) o非接触型 TPSは、 一般に、前記スロットル弁と共に回動するロータ（マグネット）と、前記ロータの回動に 伴う磁場の変化を検出するホール素子と、磁気回路を形成して前記ホール素子の周 囲の磁場を制御するステータとからなる。  [0009] Therefore, recently, this complicated installation work and adjustment are not required! 必要 Non-contact type TPS has been increasingly used (for example, see Patent Document 1). Generally, a rotor (magnet) that rotates together with the throttle valve, a Hall element that detects a change in a magnetic field accompanying the rotation of the rotor, and a stator that forms a magnetic circuit and controls the magnetic field around the Hall element Consists of
[0010] また、エンジンの吸気管側には、 TPSの他に、吸気温度センサや吸気圧力センサ 等の複数のセンサを取り付ける必要がある力 これらのセンサを個別に取り付ける作 業は、非常に煩雑であり、作業効率を低下させることとなる。  [0010] In addition, on the intake pipe side of the engine, in addition to the TPS, it is necessary to attach a plurality of sensors such as an intake temperature sensor and an intake pressure sensor. The work of attaching these sensors individually is very complicated. Therefore, the working efficiency is reduced.
[0011] そのため、この煩雑な取付作業や調整を必要としない非接触型 TPSを用い、これ を他のセンサと共にスロットルボディに一体的に取り付けたセンサー体式のスロットル ボディや、非接触型 TPSを含む複数のセンサを一体に組み込んだセンサユニットを スロットルボディに対して着脱自在に取り付ける構造が提案されて 、る（例えば、特許 文献 2参照。）。  [0011] Therefore, a non-contact type TPS that does not require this complicated mounting work or adjustment is used, and includes a sensor-type throttle body that is integrally mounted on the throttle body together with other sensors, and a non-contact type TPS. There has been proposed a structure in which a sensor unit integrally incorporating a plurality of sensors is detachably attached to a throttle body (for example, see Patent Document 2).
[0012] 特許文献 1 :特開 2003— 185470号公報 Patent Document 1: JP-A-2003-185470
特許文献 2：特開平 7— 260534号公報  Patent document 2: JP-A-7-260534
発明の開示  Disclosure of the invention
発明が解決しょうとする課題  Problems to be solved by the invention
[0013] し力しながら、上記従来技術にあっては、非接触型 TPSは、例えば、 TPSの構成 要素を一体に組み込んだセンサユニットとして構成され、このセンサユニットがスロット ルボディに対して着脱自在に取り付けられることにより、前記ホール素子が所定の検 出位置に位置決めされる場合がある。しかしながら、そのような場合、スロットルボディ に対する前記センサユニットの取付状態によっては、一つの問題が生じ得る。 [0013] However, according to the above-described conventional technology, the non-contact type TPS is configured as, for example, a sensor unit in which the components of the TPS are integrated, and the sensor unit is mounted in a slot. In some cases, the Hall element is positioned at a predetermined detection position by being removably attached to the metal body. However, in such a case, one problem may occur depending on the attachment state of the sensor unit to the throttle body.
[0014] すなわち、従来において、 TPSの検出部、具体的には、前記ホール素子は、スロッ トルボディに対してセンサユニットを取り付けた状態で、スロットルボディとセンサュ- ットとの取付面 (接合部）から離れて (オフセットして)位置される。そのため、何らかの 原因（例えば、取付不良や取付後における熱害 (熱ひずみ) )でセンサユニットがスロ ットルボディに対して傾いた場合には、ホール素子の傾き力 取付面でのセンサュ- ットの傾き以上となってしまい、ホール素子による検出精度が低下するという問題点 かあつた。  [0014] That is, conventionally, the detection unit of the TPS, specifically, the Hall element, has a sensor unit mounted on the throttle body, and has a mounting surface (joint portion) between the throttle body and the sensor cutout. ) (Offset). Therefore, if the sensor unit is tilted with respect to the throttle body due to some cause (for example, improper mounting or heat damage (thermal strain) after mounting), the tilting force of the Hall element The tilting of the sensor cut at the mounting surface As described above, there is a problem that the detection accuracy by the Hall element is reduced.
[0015] また、複数のセンサを一体に組み込んだセンサユニットをスロットルボディに対して 取り付ける従来の構造にあっては、センサユニット内において各種センサが 2次元的 (平面的）に配列されているため、スロットルボディに対するセンサユニットの取付面 積は、結果的に、平面上に投影される各センサの面積の総和以上となる。  [0015] In a conventional structure in which a sensor unit in which a plurality of sensors are integrated is attached to a throttle body, various sensors are two-dimensionally (planarly) arranged in the sensor unit. As a result, the mounting area of the sensor unit with respect to the throttle body is larger than the sum of the areas of the sensors projected on the plane.
[0016] そのため、センサユニットの小型化、ひいては、センサユニットとこれが取り付けられ るスロットルボディと力 なるスロットルシステムの小型化を図ることが難しぐまた、小 型のスロットルボディに対してセンサユニットをコンパクトに取り付けることができないと いう問題点があった。  [0016] Therefore, it is difficult to reduce the size of the sensor unit, and thus to reduce the size of the sensor unit, the throttle body to which the sensor unit is attached, and the powerful throttle system. There was a problem that it could not be attached to a car.
[0017] 本発明は、複数のセンサをコンパクトに組み込んでなる取付面積の小さい小型のセ ンサユニットおよびこのセンサユニットを備えたスロットルシステムを提供することを目 的とする。  An object of the present invention is to provide a small sensor unit having a small mounting area, in which a plurality of sensors are incorporated in a compact manner, and a throttle system provided with this sensor unit.
[0018] また、本発明は、このような現状に着目してなされたものであり、スロットル装置に対 する取付状態にばらつきがあった場合 (例えば、ネジ締め付けトルクのばらつき）であ つても、検出精度の低下を最小限に抑えることができるセンサユニットおよびこのセン サユニットを備えたスロットルシステムを提供することを目的とする。 課題を解決するための手段  Further, the present invention has been made in view of such a current situation, and even when there is a variation in the state of attachment to the throttle device (for example, a variation in screw tightening torque), An object of the present invention is to provide a sensor unit capable of minimizing a decrease in detection accuracy and a throttle system including the sensor unit. Means for solving the problem
[0019] 上述した課題を解決し、 目的を達成するために、本発明にカゝかるスロットルシステム は、内燃機関に接続された吸気管に設けられる吸気流量調整用のスロットル装置と、 当該スロットル装置に対して取り付けられるセンサユニットと力 なるスロットルシステ ムであって、前記センサユニットが、前記スロットル装置に取り付けられる、前記セン サユニットを構成する筐体と、前記筐体に設けられ、所定のセンサをそれぞれ収容す る複数のセンサ室と、を備え、前記スロットル装置側から前記筐体を見た場合に、前 記センサ室の少なくとの 2つが、各センサ室の少なくとも一部が互いに重なり合つてい ることを特徴とする。 [0019] In order to solve the above-described problems and achieve the object, a throttle system according to the present invention includes: a throttle device provided in an intake pipe connected to an internal combustion engine for adjusting an intake flow rate; A throttle system that is capable of acting as a sensor unit attached to the throttle device, wherein the sensor unit is attached to the throttle device, and is provided in the sensor unit; A plurality of sensor chambers each accommodating a predetermined sensor, and when the housing is viewed from the throttle device side, at least two of the sensor chambers and at least a part of each sensor chamber are provided. It is characterized by overlapping each other.
[0020] また、本発明に力かるスロットルシステムは、上記発明にお 、て、前記センサ室の一 つ力 前記スロットル装置のスロットル弁の開度を検知するポジションセンサを収容保 持するポジションセンサ室であり、前記センサ室の別の一つが、前記吸気管を通じた 吸気圧力を検知する吸気圧力センサを収容保持する圧力センサ室であり、前記スロ ットル装置側力も前記筐体を見た場合に、前記ポジションセンサ室と前記圧力センサ 室とが、少なくとも一部が互いに重なり合って 、ることを特徴とする。  [0020] Further, in the throttle system according to the present invention, the position sensor chamber for accommodating and holding a position sensor for detecting an opening degree of a throttle valve of the throttle device is provided. Another one of the sensor chambers is a pressure sensor chamber that houses and holds an intake pressure sensor that detects an intake pressure through the intake pipe, and when the throttle device side force also looks at the housing, The position sensor chamber and the pressure sensor chamber at least partially overlap each other.
[0021] また、本発明に力かるスロットルシステムは、上記発明にお 、て、前記ポジションセ ンサ室と前記圧力センサ室とが、互いに逆方向に開口する開口部をそれぞれ有して いることを特徴とする。  [0021] Further, in the throttle system according to the present invention, in the above invention, the position sensor chamber and the pressure sensor chamber each have openings that open in opposite directions. Features.
[0022] また、本発明に力かるスロットルシステムは、上記発明にお 、て、前記ポジションセ ンサ室と前記圧力センサ室との間に、前記ポジションセンサおよび前記吸気圧力セ ンサに接続される電気ラインが配置されていることを特徴とする。  [0022] In the throttle system according to the present invention, the electric system connected to the position sensor and the intake pressure sensor may be provided between the position sensor chamber and the pressure sensor chamber. It is characterized in that lines are arranged.
[0023] また、本発明に力かるスロットルシステムは、上記発明にお 、て、前記センサ室の一 つ力 前記スロットル装置のスロットル弁の開度を検知するポジションセンサを収容保 持するポジションセンサ室であり、前記ポジションセンサの検出部力 前記スロットル 装置と前記筐体との接合部にほぼ位置して設けられていることを特徴とする。  [0023] Further, in the throttle system according to the present invention, the position sensor chamber accommodating and holding a position sensor for detecting an opening of a throttle valve of the throttle device in the above-mentioned invention. And a detection force of the position sensor is provided substantially at a joint between the throttle device and the housing.
[0024] また、本発明に力かるスロットルシステムは、上記発明にお 、て、前記ポジションセ ンサ力 前記スロットル弁と共に回動するロータに固定された略環状のマグネットと、 前記ロータの回動に伴う磁場の変化を検出するホール素子と、前記マグネットと前記 ホール素子との間に前記マグネットと略同心的に設けられかつ磁気回路を形成して 前記ホール素子の周囲の磁場を制御する略円筒状のステータとからなり、前記ホー ル素子が前記スロットル装置と前記筐体との接合部にほぼ位置して設けられているこ とを特徴とする。 [0024] Further, in the throttle system according to the present invention, the position sensor force may be a substantially annular magnet fixed to a rotor that rotates together with the throttle valve. A Hall element for detecting a change in the accompanying magnetic field, and a substantially cylindrical shape provided substantially concentrically with the magnet between the magnet and the Hall element and forming a magnetic circuit to control a magnetic field around the Hall element. And the hole element is provided substantially at the joint between the throttle device and the housing. And features.
[0025] また、本発明に力かるスロットルシステムは、上記発明にお 、て、前記ステータの軸 方向に沿う厚さ力 前記マグネットの軸方向に沿う厚さの略 2倍であることを特徴とす る。  [0025] In the throttle system according to the present invention, the thickness force along the axial direction of the stator is substantially twice the thickness of the magnet along the axial direction. You.
[0026] また、本発明に力かるスロットルシステムは、上記発明にお 、て、前記ステータまた はこれを支持する支持部の熱膨張を規制する規制手段が設けられていることを特徴 とする。  [0026] Further, a throttle system according to the present invention is characterized in that, in the above invention, a restricting means for restricting thermal expansion of the stator or a supporting portion for supporting the stator is provided.
[0027] また、本発明にかかるスロットルシステムは、内燃機関に接続された吸気管に設けら れる吸気流量調整用のスロットル装置と、当該スロットル装置に対して取り付けられる センサユニットとからなるスロットルシステムであって、前記センサユニットが、前記スロ ットル装置に取り付けられる、前記センサユニットを構成する筐体と、前記筐体に設け られ、前記スロットル装置のスロットル弁の開度を検知するためのポジションセンサと、 を備え、前記ポジションセンサの検出部力 前記スロットル装置と前記筐体との接合 部にほぼ位置して設けられていることを特徴とする。  [0027] Further, the throttle system according to the present invention is a throttle system including a throttle device for adjusting an intake flow rate provided in an intake pipe connected to an internal combustion engine, and a sensor unit attached to the throttle device. And a housing constituting the sensor unit, wherein the sensor unit is attached to the throttle device; and a position sensor provided in the housing for detecting an opening of a throttle valve of the throttle device. And a detection unit force of the position sensor, wherein the detection unit is provided substantially at a joint between the throttle device and the housing.
[0028] また、本発明にかかるセンサユニットは、内燃機関に接続された吸気管に設けられ る吸気流量調整用のスロットル装置に対して取り付けられるセンサユニットにおいて、 前記スロットル装置に取り付けられる、前記センサユニットを構成する筐体と、前記筐 体に設けられ、所定のセンサをそれぞれ収容する複数のセンサ室と、を備え、前記ス ロットル装置側から前記筐体を見た場合に、前記センサ室の少なくとの 2つが、各セ ンサ室の少なくとも一部が互いに重なり合って 、ることを特徴とする。  [0028] Further, the sensor unit according to the present invention is a sensor unit attached to a throttle device for adjusting an intake flow rate provided in an intake pipe connected to an internal combustion engine, wherein the sensor is attached to the throttle device. A housing that constitutes a unit; and a plurality of sensor chambers provided in the housing and each containing a predetermined sensor. When the housing is viewed from the throttle device side, the sensor chamber is closed. At least two are characterized in that at least a part of each sensor room overlaps with each other.
[0029] また、本発明にかかるセンサユニットは、上記発明において、内燃機関に接続され た吸気管に設けられる吸気流量調整用のスロットル装置に対して取り付けられるセン サユニットにおいて、前記スロットル装置に取り付けられる、前記センサユニットを構 成する筐体と、前記筐体に設けられ、前記スロットル装置のスロットル弁の開度を検 知するためのポジションセンサと、を備え、前記ポジションセンサの検出部は、前記ス ロットル装置と前記筐体との接合部にほぼ位置して設けられて 、ることを特徴とする。  [0029] The sensor unit according to the present invention is the sensor unit according to the above invention, which is attached to a throttle device for adjusting an intake flow rate provided in an intake pipe connected to an internal combustion engine. A housing constituting the sensor unit, and a position sensor provided in the housing and for detecting an opening of a throttle valve of the throttle device. It is provided substantially at the joint between the throttling device and the housing.
[0030] また、本発明に力かるセンサユニットは、センサユニットを構成する筐体と、前記筐 体に設けられ、所定のセンサをそれぞれ収容する複数のセンサ室と、を備え、前記セ ンサ室の少なくとの 2つは、各センサ室の少なくとも一部が互いに重なり合つているこ とを特徴とする。 [0030] A sensor unit according to the present invention includes a housing constituting the sensor unit, and a plurality of sensor chambers provided in the housing and each containing a predetermined sensor. At least two of the sensor chambers are characterized in that at least some of the sensor chambers overlap each other.
発明の効果  The invention's effect
[0031] 本発明によれば、複数のセンサをコンパクトに組み込んでなる取付面積の小さい小 型のセンサユニットおよびこのセンサユニットを備えたスロットルシステムを提供するこ とがでさる。  [0031] According to the present invention, it is possible to provide a small sensor unit having a small mounting area in which a plurality of sensors are incorporated in a compact manner, and a throttle system including the sensor unit.
[0032] また本発明によれば、スロットル装置に対する取付状態にばらつきがあった場合（ 例えば、ネジ締め付けトルクのばらつき)であっても、検出精度の低下を最小限に抑 えることができるセンサユニットおよびこのセンサユニットを備えたスロットルシステムを 提供することができる。  [0032] Further, according to the present invention, even if there is a variation in the state of attachment to the throttle device (for example, a variation in screw tightening torque), a sensor unit capable of minimizing a decrease in detection accuracy. And a throttle system including the sensor unit.
図面の簡単な説明  Brief Description of Drawings
[0033] [図 1]図 1は、本発明の一実施例に力かるスロットルシステムの断面図である。 FIG. 1 is a sectional view of a throttle system according to an embodiment of the present invention.
[図 2]図 2は、スロットル装置から取り外された図 1のセンサユニットの断面図である。  FIG. 2 is a cross-sectional view of the sensor unit of FIG. 1 removed from a throttle device.
[図 3]図 3は、図 1のセンサユニットの平面図である。  FIG. 3 is a plan view of the sensor unit in FIG. 1.
符号の説明  Explanation of symbols
[0034] S スロットルシステム [0034] S throttle system
1 センサユニット  1 Sensor unit
2 スロットル装置  2 Throttle device
21 ユニット本体 (筐体）  21 Unit body (housing)
26 圧力センサ室  26 Pressure sensor room
31 ホール素子 (検出部）  31 Hall element (detector)
32 吸気圧力センサ  32 Intake pressure sensor
50 ポジションセンサ  50 position sensor
70 接合部  70 joint
発明を実施するための最良の形態  BEST MODE FOR CARRYING OUT THE INVENTION
[0035] 以下に、本発明に力かるスロットルシステムおよびセンサユニットの実施例を図面に 基づいて詳細に説明する。なお、この実施例によりこの発明が限定されるものではな い。本発明に力かるスロットルシステムおよびセンサユニットは、例えば、自動車（自 動二輪車）に用いることができる。 Hereinafter, embodiments of a throttle system and a sensor unit according to the present invention will be described in detail with reference to the drawings. The present invention is not limited by the embodiment. Yes. The throttle system and the sensor unit according to the present invention can be used, for example, in automobiles (motorcycles).
[0036] 図 1は、本発明の一実施例に力かるセンサユニット 1とスロットル装置 2と力もなるス ロットルシステム Sを示している。図 2は、図 1の A方向力も見たセンサユニット 1の平面 図である。図 3は図 1の B方向から見たセンサユニット 1の平面図である。図 2および図 3は、スロットル装置 2から取り外された本実施例に力かるセンサユニット 1を示してい る。  FIG. 1 shows a throttling system S that also has a sensor unit 1 and a throttle device 2 that act according to an embodiment of the present invention. FIG. 2 is a plan view of the sensor unit 1 as viewed in the direction A of FIG. FIG. 3 is a plan view of the sensor unit 1 viewed from the direction B in FIG. FIGS. 2 and 3 show the sensor unit 1 according to the present embodiment detached from the throttle device 2. FIG.
[0037] 図 1に示されるように、センサユニット 1は、スロットル装置 2におけるスロットル軸 15 の近傍のスロットルボディ 20の側面に取り付けられている。図 1中、スロットル軸 15の 左側が吸気上流側（エアフィルタ側）を示しており、スロットル軸 15の右側が吸気下流 側（エンジン側）を示して 、る。  As shown in FIG. 1, the sensor unit 1 is attached to a side surface of a throttle body 20 near the throttle shaft 15 in the throttle device 2. In FIG. 1, the left side of the throttle shaft 15 indicates the upstream side of the intake air (air filter side), and the right side of the throttle shaft 15 indicates the downstream side of the intake air (engine side).
[0038] スロットルボディ 20は、筒状に形成されており、内燃機関に接続された、図示を省 略する吸気管に設けられる。スロットルボディ 20には、左端にエアホーン 10Aが形成 され、右端にフランジ 10Bが形成されている。空気取入口から取り入れられた外気は エアフィルタ（図示せず）により濾過され、この濾過された空気は、エアホーン 10A側 からスロットル装置 2に供給される。  [0038] Throttle body 20 is formed in a tubular shape, and is provided on an intake pipe (not shown) connected to the internal combustion engine. An air horn 10A is formed on the left end of the throttle body 20, and a flange 10B is formed on the right end. The outside air taken in from the air intake is filtered by an air filter (not shown), and the filtered air is supplied to the throttle device 2 from the air horn 10A side.
[0039] スロットル装置 2は、この濾過空気の通路面積すなわちスロットル弁 18の開度を狭く したり広くしたりすることによって、エンジンへの吸気流量を制御する。具体的には、ス ロットルボディ 20の側面の略中央にスロットル軸 15が設けられ、このスロットル軸 15 に吸気流量を調整するスロットル弁 18が結合されている。スロットル装置 2は、スロット ル軸 15を回動させることによって、スロットル弁 18の開度を調整する。このスロットル 弁 18の開度は、後述するように、例えばホール素子 31を備えた非接触型ポジション センサ（TPS) 50により検知される。  [0039] The throttle device 2 controls the flow rate of intake air to the engine by reducing or increasing the passage area of the filtered air, that is, the opening degree of the throttle valve 18. Specifically, a throttle shaft 15 is provided substantially at the center of the side surface of the throttle body 20, and a throttle valve 18 for adjusting the intake air flow rate is connected to the throttle shaft 15. The throttle device 2 adjusts the opening of the throttle valve 18 by rotating the throttle shaft 15. The opening of the throttle valve 18 is detected by, for example, a non-contact type position sensor (TPS) 50 having a Hall element 31, as described later.
[0040] 図 1に示されるように、スロットル弁 18の吸気上流側には、吸気管を通じて吸引され る空気の温度を検知する吸気温度センサ 33が配置され、スロットル弁 18の下流側に は、吸気管を通じて吸引される空気の圧力を検知する吸気圧力センサ 32が配置さ れている。更に、吸気温度センサ 33と吸気圧力センサ 32との間には、スロットル弁 1 8の開度を検知する前述した TPS50が配置されている。ここで、 TPS50、吸気圧力 センサ 32、吸気温度センサ 33はそれぞれ、センサユニット 1のユニット本体（筐体） 2 1の所定位置に設けられたポジションセンサ室 23、圧力センサ室 26、温度センサ室 2 4内の所定の空間部位に収容保持されている。吸気圧力センサ 32を収容保持する 圧力センサ室 26の空間部位は、本実施例においては、矩形枠状の周壁 26b (図 3に 明確に示されている）によって形成されている。 As shown in FIG. 1, an intake air temperature sensor 33 that detects the temperature of the air sucked through the intake pipe is arranged on the upstream side of the intake of the throttle valve 18, and on the downstream side of the throttle valve 18, An intake pressure sensor 32 for detecting the pressure of air sucked through the intake pipe is provided. Further, between the intake air temperature sensor 33 and the intake pressure sensor 32, the above-described TPS 50 for detecting the opening of the throttle valve 18 is arranged. Where: TPS50, intake pressure The sensor 32 and the intake air temperature sensor 33 are provided at predetermined positions in the position sensor chamber 23, the pressure sensor chamber 26, and the temperature sensor chamber 24 provided at predetermined positions of the unit body (housing) 21 of the sensor unit 1, respectively. It is housed and held. In the present embodiment, the space portion of the pressure sensor chamber 26 for housing and holding the intake pressure sensor 32 is formed by a rectangular frame-shaped peripheral wall 26b (clearly shown in FIG. 3).
[0041] ユニット本体（筐体） 21は、所定の厚さ Hを有するとともに、その厚さ方向でスロット ル装置 2のスロットルボディ 20に対して取り付けられる。ユニット本体 21がスロットルボ ディ 20に取り付けられると、各センサ 32, 33, 50がスロットル装置 2における所定の 測定位置に自動的に位置決めされるようになっている。具体的には、スロットルボディ 20には略円筒状の嵌合部 60が形成されており、この嵌合部 60内にポジションセン サ室 23を形成する略円筒状の周壁部 59が嵌合されるようになって ヽる。  The unit body (housing) 21 has a predetermined thickness H, and is attached to the throttle body 20 of the throttle device 2 in the thickness direction. When the unit body 21 is attached to the throttle body 20, the sensors 32, 33, and 50 are automatically positioned at predetermined measurement positions in the throttle device 2. Specifically, a substantially cylindrical fitting portion 60 is formed in the throttle body 20, and a substantially cylindrical peripheral wall portion 59 forming the position sensor chamber 23 is fitted into the fitting portion 60. I'm like it.
[0042] 温度センサ室 24は、スロットル装置 2のスロットルボディ 20の内壁に達する長さでュ ニット本体 21から突出する導管 24aによって形成されており、この導管 24aがスロット ルボディ 20に設けられた貫通孔 20aに嵌挿されるようになつている。ポジションセンサ 室 23の略円筒状の周壁部 59および温度センサ室 24の導管 24aがスロットルボディ 2 0の嵌合部 60および貫通孔 20aにそれぞれ嵌挿されることによって、ユニット本体 21 がスロットル軸 15周りでスロットル装置 2に対して位置決めされるとともに、各センサ 3 2, 33, 50がスロットル装置 2における所定の測定位置に自動的に位置決めされる。 すなわち、吸気温度センサ 33がスロットル弁 18の吸気上流側の所定位置に配置さ れ、吸気圧力センサ 32がスロットル弁 18の吸気下流側の所定位置に配置され、 TP S 50が後述する所定のバルブ検出位置に位置決めされる。ユニット本体 21には、 T PS50を挟んだ 2箇所に、ユニット本体 21をスロットルボディ 20に対して固定するため のネジが螺合されるネジ穴 14が設けられて 、る（図 3参照）。  [0042] The temperature sensor chamber 24 is formed by a conduit 24a protruding from the unit main body 21 with a length reaching the inner wall of the throttle body 20 of the throttle device 2, and the conduit 24a is provided with a through hole provided in the throttle body 20. It is adapted to be inserted into the hole 20a. By inserting the substantially cylindrical peripheral wall portion 59 of the position sensor chamber 23 and the conduit 24a of the temperature sensor chamber 24 into the fitting portion 60 and the through hole 20a of the throttle body 20, the unit main body 21 is rotated around the throttle shaft 15. And the sensors 32, 33, and 50 are automatically positioned at predetermined measurement positions in the throttle device 2. That is, the intake air temperature sensor 33 is arranged at a predetermined position on the intake upstream side of the throttle valve 18, the intake pressure sensor 32 is arranged at a predetermined position on the intake downstream side of the throttle valve 18, and the TPS 50 is a predetermined valve described later. It is positioned at the detection position. The unit body 21 is provided with screw holes 14 at two places across the TPS50, into which screws for fixing the unit body 21 to the throttle body 20 are screwed (see FIG. 3).
[0043] 本実施例において、ポジションセンサ室 23および圧力センサ室 26は、その少なくと も一部 (本実施例では、所定量 Wだけ）がユニット本体 21の厚さ H方向で (スロットル 装置 2側からユニット本体 (筐体） 21を見た場合に）、互いに重なり合つている。すな わち、ポジションセンサ室 23を形成する周壁部 59によって規定される領域と、圧力セ ンサ室 26を形成する矩形枠状の周壁 26bによって規定される領域とが、ユニット本 体 21の厚さ H方向で互いに部分的に重なり合つている。また、この場合、ポジション センサ室 23および圧力センサ室 26は、ユニット本体 21の厚さ H方向で互いに逆向 きに開口する開口部 23a, 26aをそれぞれ有している。ポジションセンサ室 23と圧力 センサ室 26との間には、 TPS50および吸気圧力センサ 32に接続される電気ライン L が配置されている。 In the present embodiment, at least a part (in this embodiment, only a predetermined amount W) of the position sensor chamber 23 and the pressure sensor chamber 26 is in the thickness H direction of the unit main body 21 (the throttle device 2). When the unit body (housing) 21 is viewed from the side), they overlap each other. That is, the area defined by the peripheral wall portion 59 forming the position sensor chamber 23 and the area defined by the rectangular frame-shaped peripheral wall 26b forming the pressure sensor chamber 26 correspond to the unit main unit. The bodies 21 partially overlap each other in the thickness H direction. Further, in this case, the position sensor chamber 23 and the pressure sensor chamber 26 have openings 23a and 26a, respectively, which open in opposite directions in the thickness H direction of the unit body 21. An electric line L connected to the TPS 50 and the intake pressure sensor 32 is disposed between the position sensor chamber 23 and the pressure sensor chamber 26.
[0044] 図 1に示されるように、センサユニット 1のユニット本体 21内には、その所定箇所に、 回路基板 30が固定して設けられている。回路基板 30には、 TPS50を構成するホー ル素子 31が直接に取り付けられるとともに、吸気圧力センサ 32が電気的に接続され ている。また、温度センサ室 24の導管 24aの先端開口に設けられた吸気温度センサ 33からのリード線 34も回路基板 30に対して電気的に接続されている。回路基板 30 に電気的に接続されあるいは搭載されたこれらの素子 (センサ） 31, 32, 33は、ュ- ット本体 21に形成されたコネクタ 28 (図 2および図 3参照）の端子を介して、図示しな い電子制御回路に電気的に接続される。  As shown in FIG. 1, a circuit board 30 is fixedly provided at a predetermined position in the unit main body 21 of the sensor unit 1. A hole element 31 constituting the TPS 50 is directly attached to the circuit board 30, and an intake pressure sensor 32 is electrically connected thereto. Further, a lead wire 34 from an intake air temperature sensor 33 provided at an end opening of a conduit 24a of the temperature sensor chamber 24 is also electrically connected to the circuit board 30. These elements (sensors) 31, 32, and 33 that are electrically connected to or mounted on the circuit board 30 are connected via terminals of a connector 28 (see FIGS. 2 and 3) formed on the cutout body 21. And is electrically connected to an electronic control circuit (not shown).
[0045] TPS50は、スロットル弁 18に結合されたスロットル軸 15と共に回動するロータ 11に 固定された略環状のマグネット Mと、ロータ 11の回動に伴う磁場の変化を検出するホ ール素子 31と、マグネット Mとホール素子 31との間にマグネット Mと略同心的に設け られかつ磁気回路を形成してホール素子 31の周囲の磁場を制御する略円筒状のス テータ 55とからなる。  The TPS 50 includes a substantially annular magnet M fixed to the rotor 11 that rotates together with the throttle shaft 15 connected to the throttle valve 18, and a hall element that detects a change in a magnetic field accompanying rotation of the rotor 11. And a substantially cylindrical stator 55 provided between the magnet M and the Hall element 31 substantially concentrically with the magnet M and forming a magnetic circuit to control a magnetic field around the Hall element 31.
[0046] より具体的には、ホール素子 31は、ユニット本体 21に形成された略円筒状のステ ータ収容部 62内に配置されている。ホール素子 31は、スロットルボディ 20とユニット 本体 21との接合部 (接合面；取付面） 70にほぼ位置して設けられている。このステー タ収容部 62内には、ホール素子 31の周りの磁場を制御するために、所定の形状に 成形された磁性体力もなるステータ 55が配置されている。スロットル軸 15には、 TPS 50を構成するロータ 11が接続されている。ロータ 11は、スロットル軸 15に対してネジ 16によって固定され、スロットル軸 15と一体的に回動する。スロットル軸 15は、スロッ トルボディ 20を貫通し、スロットルボディ 20の略中央を横断する。スロットルボディ 20 を貫通したスロットル軸 15は、ロータ 11と反対側の端部においてスロットルレバー 17 に連結される。 [0047] スロットル軸 15には、スロットルボディ 20内の流路 40において、スロットル弁 18が取 り付けられており、スロットル弁 18の位置 (角度）に応じて流路 40内を通る吸気量が 調整される。すなわち、ロータ 11の回動角度はスロットル弁 18の開度に相関する。こ こで、スロットル軸 15には、スロットルレバー 17を介して、リターンスプリング 19が係合 される。ロータ 11の内周面の一部には、その周方向に沿って磁石 Mが設けられてい る。この磁石 Mは、センサユニット 1をスロットルボディ 20に装着した際にステータ収 容部 62の外周に沿って配置されるようになって!/、る。 More specifically, the Hall element 31 is arranged in a substantially cylindrical stator housing 62 formed in the unit main body 21. The Hall element 31 is provided substantially at a joint (joint surface; mounting surface) 70 between the throttle body 20 and the unit body 21. In the stator housing portion 62, a stator 55 formed of a predetermined shape and having a magnetic force is disposed to control a magnetic field around the Hall element 31. The rotor 11 constituting the TPS 50 is connected to the throttle shaft 15. The rotor 11 is fixed to the throttle shaft 15 by screws 16 and rotates integrally with the throttle shaft 15. The throttle shaft 15 passes through the throttle body 20 and crosses substantially the center of the throttle body 20. A throttle shaft 15 penetrating through the throttle body 20 is connected to a throttle lever 17 at an end opposite to the rotor 11. [0047] A throttle valve 18 is attached to the throttle shaft 15 in a flow path 40 in the throttle body 20, and the amount of intake air passing through the flow path 40 is determined according to the position (angle) of the throttle valve 18. Adjusted. That is, the rotation angle of the rotor 11 correlates with the opening of the throttle valve 18. Here, a return spring 19 is engaged with the throttle shaft 15 via a throttle lever 17. A magnet M is provided on a part of the inner peripheral surface of the rotor 11 along the circumferential direction. The magnet M is arranged along the outer periphery of the stator housing 62 when the sensor unit 1 is mounted on the throttle body 20!
[0048] このように、 TPS50は、スロットル弁 18の位置に応じたロータ 11の回動による磁場 の変化をホール素子 31で検出することにより、スロットル弁 18の位置を検出できる。  As described above, the TPS 50 can detect the position of the throttle valve 18 by detecting the change in the magnetic field due to the rotation of the rotor 11 in accordance with the position of the throttle valve 18 with the Hall element 31.
[0049] 本実施例において、ステータ 55の軸方向に沿う厚さ W1は、マグネット Mの軸方向 に沿う厚さ W2の略 2倍に設定されている。特に、本実施例においては、例えば、ステ ータ 55の厚さ W1が 5mmに設定されるとともに、マグネット Mの厚さ W2が 2. 5mmに 設定されている。  [0049] In the present embodiment, the thickness W1 of the stator 55 along the axial direction is set to approximately twice the thickness W2 of the magnet M along the axial direction. In particular, in the present embodiment, for example, the thickness W1 of the stator 55 is set to 5 mm, and the thickness W2 of the magnet M is set to 2.5 mm.
[0050] 本実施例のセンサユニット 1には、ステータ 55またはこれを支持する支持部の熱膨 張を規制する規制手段が設けられている。具体的に、本実施例において、前記規制 手段は、ステータ 55を熱膨張率の低 、非磁性体に結合することによって成される。 更に具体的には、ステータ 55を支持するステータ収容部（支持部） 62がステンレスに よって形成されている。  [0050] The sensor unit 1 of the present embodiment is provided with a restricting means for restricting thermal expansion of the stator 55 or the supporting portion supporting the stator 55. Specifically, in this embodiment, the restricting means is achieved by coupling the stator 55 to a non-magnetic material having a low coefficient of thermal expansion. More specifically, the stator accommodating portion (supporting portion) 62 that supports the stator 55 is formed of stainless steel.
[0051] 以上説明したように、本実施例のセンサユニット 1において、ポジションセンサ室 23 および圧力センサ室 26は、その少なくとも一部力 ユニット本体 21の厚さ H方向すな わちスロットル装置 2に対する取付方向で互いに重なり合つている。すなわち、センサ ユニット 1内において、 TPS50および吸気圧力センサ 32がユニット本体 21の厚さ方 向（取付方向）で 3次元的に配列されるようになっている。そのため、スロットル装置 2 のスロットルボディ 20に対するセンサユニット 1の取付面積を、平面上に投影されるセ ンサ 32, 33, 50の面積の総和以下とすることが可能になり、結果的に、センサュ-ッ ト 1の小型化、ひいては、センサユニット 1とこれが取り付けられるスロットルボディ 20と 力もなるスロットルシステム Sの小型化を図ることができる。  As described above, in the sensor unit 1 according to the present embodiment, the position sensor chamber 23 and the pressure sensor chamber 26 are at least partially provided in the thickness H direction of the force unit main body 21, that is, with respect to the throttle device 2. They overlap each other in the mounting direction. That is, in the sensor unit 1, the TPS 50 and the intake pressure sensor 32 are arranged three-dimensionally in the thickness direction (mounting direction) of the unit main body 21. Therefore, the mounting area of the sensor unit 1 with respect to the throttle body 20 of the throttle device 2 can be made smaller than the sum of the areas of the sensors 32, 33, and 50 projected on a plane. The size of the throttle 1 can be reduced, and the size of the throttle system S, which is also powerful with the sensor unit 1 and the throttle body 20 to which the sensor unit 1 is attached, can be reduced.
[0052] また、このような構成によれば、小型のスロットルボディ 20に対してセンサユニット 1 をコンパクトに取り付けることも可能になる。すなわち、取付面積の小さい小型のセン サユニット 1を提供できるとともに、様々なサイズのスロットルボディ 20に対してセンサ ユニット 1を装着することができ、設計の自由度を高めて、従来よりも利便性を格段に 向上させることができる。 According to such a configuration, the sensor unit 1 is attached to the small throttle body 20. Can be mounted compactly. In other words, a small sensor unit 1 with a small mounting area can be provided, and the sensor unit 1 can be mounted on throttle bodies 20 of various sizes. Can be significantly improved.
[0053] また、本実施例のセンサユニット 1においては、ポジションセンサ室 23および圧力セ ンサ室 26がユニット本体 21の厚さ方向で互いに逆向きに開口する開口部 23a, 26a をそれぞれ有しているため、これらの保持部（ポジションセンサ室 23,圧力センサ室 2 6)に対するセンサ 50, 32の組み付けが容易となる。  In the sensor unit 1 of the present embodiment, the position sensor chamber 23 and the pressure sensor chamber 26 have openings 23a and 26a, respectively, which open in opposite directions in the thickness direction of the unit body 21. Therefore, it is easy to assemble the sensors 50 and 32 to these holding portions (the position sensor chamber 23 and the pressure sensor chamber 26).
[0054] すなわち、本実施例のようにポジションセンサ室 23および圧力センサ室 26がュニッ ト本体 21の厚さ方向で互いに重なり合つている場合には、その重なり方向（ユニット 本体 21の厚さ方向）でこれら保持部 23, 26の開口部 23a, 26aが同じ向きに開口し ていると、保持部 23, 26同士の重なり度合いに応じて各保持部 23, 26の開口部 23 a, 26aの開口面積が制約されてしまい、保持部 23, 26に対してセンサ 50, 32を組 み付けることが難しくなる可能性がある。しかしながら、本実施例のように、各保持部 2 3, 26の開口部 23a, 26aが互いに逆向きに開口していれば、各保持部 23, 26は、 互いに制約されることなぐその開口部 23a, 26aの開口面積を大きく確保することが できるため、開口部 23a, 26aを通じて保持部 23, 26にセンサ 50, 32を簡単に組み 付けることができるようになる。  That is, when the position sensor chamber 23 and the pressure sensor chamber 26 overlap each other in the thickness direction of the unit body 21 as in the present embodiment, the overlapping direction (the thickness direction of the unit body 21) ), If the openings 23a, 26a of these holding parts 23, 26 are opened in the same direction, the opening parts 23a, 26a of the holding parts 23, 26 depend on the degree of overlap between the holding parts 23, 26. The opening area may be restricted, and it may be difficult to attach the sensors 50 and 32 to the holding portions 23 and 26. However, as in the present embodiment, if the openings 23a and 26a of the holders 23 and 26 are opened in opposite directions, the holders 23 and 26 will not be restricted by each other. Since the opening areas of 23a and 26a can be made large, the sensors 50 and 32 can be easily assembled to the holding parts 23 and 26 through the openings 23a and 26a.
[0055] 本実施例では、各保持部 23, 26の開口部 23a, 26aがユニット本体 21の厚さ方向 すなわちスロットル装置 2に対する取付方向で開口しているため、取付方向と検出方 向とを容易に一致させることができ、ひいては、検知精度を高めることも可能になる。  In this embodiment, since the openings 23a and 26a of the holding portions 23 and 26 are opened in the thickness direction of the unit body 21, that is, in the mounting direction with respect to the throttle device 2, the mounting direction and the detection direction are different. The matching can be easily performed, and the detection accuracy can be enhanced.
[0056] また、本実施例において、ポジションセンサ室 23と圧力センサ室 26との間には、 T PS50および吸気圧力センサ 32に接続される電気ライン Lが配置されている。そのた め、各センサ 50, 32の電気ライン Lをセンサ 50, 32に近接させてコンパクトに収容す ることができ、また、電気ライン Lの配設スペースの確保によってセンサユニット 1の小 型化が妨げられるといった事態を回避できる。  In the present embodiment, an electric line L connected to the TPS 50 and the intake pressure sensor 32 is disposed between the position sensor chamber 23 and the pressure sensor chamber 26. Therefore, the electric line L of each sensor 50, 32 can be compactly accommodated close to the sensor 50, 32, and the sensor unit 1 can be downsized by securing the space for installing the electric line L. Can be avoided.
[0057] また、本実施例のセンサユニット 1においては、 TPS50のホール素子 31がスロット ル装置 2のスロットルボディ 20とユニット本体 21との接合部 70にほぼ位置して設けら れている。そのため、何らかの原因（例えば、取付不良や取付後における熱害 (熱ひ ずみ） )でユニット本体 21がスロットルボディ 20に対して傾!、た場合でも、 TPS 50の ホール素子 31の傾き力 ユニット本体 21の傾き以上となることがない。すなわち、ス ロットルボディ 20に対するユニット本体 21の組み付け時の位置的ばらつきによるホー ル素子 32の配置のばらつきが最小限に抑えられる。そのため、ユニット本体 21の傾 きに伴う検出精度の低下を最小限に抑えることができる。 In the sensor unit 1 of the present embodiment, the Hall element 31 of the TPS 50 is provided almost at the joint 70 between the throttle body 20 and the unit body 21 of the throttle device 2. It is. Therefore, even if the unit body 21 is tilted with respect to the throttle body 20 due to some cause (for example, mounting failure or heat damage after mounting (heat distortion)), the tilting force of the Hall element 31 of the TPS 50 unit body It will not be more than 21 slopes. That is, variations in the arrangement of the hole elements 32 due to positional variations in assembling the unit body 21 to the throttle body 20 can be minimized. Therefore, it is possible to minimize a decrease in detection accuracy due to the inclination of the unit main body 21.
[0058] 本実施例では、ステータ 55の軸方向に沿う厚さ W1がマグネット Mの軸方向に沿う 厚さ W2の略 2倍に設定されて 、るため、スロットル弁 18を回動させる回動軸としての スロットル軸 15の軸方向のずれによる検出精度の低下を防止できる。すなわち、本 実施例においては、スロットル弁 18と共に回動されるロータ 11 (したがって、磁束を 発生するマグネット M)が軸方向にガタ付いた場合であっても、そのガタ付きが検出 精度に影響しな 、ように (ある程度のガタ付きが生じてもステータ 55の外周に常にマ グネット Mが位置されるように）、磁気回路を構成するステータ 55に十分な厚み (軸方 向寸法）を持たせているため、ロータ 11 (マグネット M)の軸方向のずれを、取付状態 のばらつきを含めて、十分に吸収することができ（本実施例では、マグネット Mの ± 1 . 25mmの軸方向ずれを吸収できる）、ロータ 11の軸方向への変動に伴うホール素 子 31での検出精度の低下を防止することができる。  In the present embodiment, the thickness W1 along the axial direction of the stator 55 is set to be approximately twice the thickness W2 along the axial direction of the magnet M, so that the rotation of the throttle valve 18 is performed. The detection accuracy can be prevented from lowering due to the axial displacement of the throttle shaft 15 as the shaft. That is, in the present embodiment, even if the rotor 11 (and, therefore, the magnet M that generates magnetic flux) rotated together with the throttle valve 18 rattles in the axial direction, the rattle affects the detection accuracy. As described above (so that the magnet M is always positioned on the outer periphery of the stator 55 even if some backlash occurs), the stator 55 constituting the magnetic circuit must have a sufficient thickness (dimension in the axial direction). As a result, the axial displacement of the rotor 11 (magnet M), including the variation in the mounting state, can be sufficiently absorbed (in this embodiment, the axial displacement of ± 1.25 mm of the magnet M can be reduced). It is possible to prevent the detection accuracy of the Hall element 31 from deteriorating due to the fluctuation of the rotor 11 in the axial direction.
[0059] また、本実施例のセンサユニット 1には、ステータ 55またはこれを支持する支持部の 熱膨張を規制する規制手段が設けられているため、温度変化によって磁気回路のギ ヤップに及ぼされる影響を最小限に抑えることができ、ホール素子 31による磁束変化 検出を安定ィ匕させることができる。すなわち、ステータ 55が榭脂ケースにモールドさ れていると、温度変化を受けた場合、榭脂の膨張 '収縮により、ステータ 55が形成す る磁気回路のギャップが変化し、この変化により、ホール素子 31が検出する磁束密 度にも影響がでるが、本実施例のように、ステータ 55が熱膨張率の低い非磁性体に 結合されて 、れば、温度変化によって磁気回路のギャップに及ぼされる影響を最小 限に抑えることができる。  Further, since the sensor unit 1 according to the present embodiment is provided with the restricting means for restricting the thermal expansion of the stator 55 or the supporting portion for supporting the stator 55, the temperature change affects the gap of the magnetic circuit. The influence can be minimized, and the magnetic flux change detection by the Hall element 31 can be stably performed. In other words, if the stator 55 is molded in a resin case, if the temperature changes, the expansion and contraction of the resin will change the gap of the magnetic circuit formed by the stator 55. Although the magnetic flux density detected by the element 31 is affected, as in this embodiment, if the stator 55 is coupled to a non-magnetic material having a low coefficient of thermal expansion, the change in temperature may affect the gap of the magnetic circuit. Impact can be minimized.
[0060] なお、本発明は、前述した実施例に限定されず、その要旨を逸脱しない範囲で種 々変形して実施できることは言うまでもない。例えば、前述した実施例では、ポジショ ンセンサ室 23と圧力センサ室 26とがユニット本体 21の厚さ H方向で互いに重なり合 つているが、ポジションセンサ室 23と温度センサ室 24とがユニット本体 21の厚さ H方 向で互いに重なり合つていても良ぐあるいは、圧力センサ室 26温度センサ室 24とが ユニット本体 21の厚さ H方向で互いに重なり合つていても良ぐ更には、 3つのセンサ 室 23, 24, 26同士がユニット本体 21の厚さ H方向で互いに重なり合つていても良い 。また、センサの数は、任意であり、 3つに限らない。所定のセンサを収容保持するた めの複数のセンサ室がユニット本体 21に設けられ、これら複数のセンサ室のうちの少 なくとも 2つの少なくとも一部力 ユニット本体 21の厚さ方向で互いに重なり合つてい れば良い。 It is needless to say that the present invention is not limited to the above-described embodiments, and can be variously modified and implemented without departing from the gist thereof. For example, in the above-described embodiment, the position The pressure sensor chamber 23 and the pressure sensor chamber 26 overlap each other in the thickness H direction of the unit main body 21, but the position sensor chamber 23 and the temperature sensor chamber 24 overlap each other in the thickness H direction of the unit main body 21. Or the pressure sensor chamber 26 and the temperature sensor chamber 24 may overlap each other in the thickness H direction of the unit body 21. Further, the three sensor chambers 23, 24, and 26 may be connected to each other. The thickness of the unit main body 21 may overlap each other in the H direction. Further, the number of sensors is arbitrary and is not limited to three. A plurality of sensor chambers for accommodating and holding a predetermined sensor are provided in the unit body 21, and at least two of the plurality of sensor chambers overlap each other in the thickness direction of the unit body 21. I just need to wear it.
[0061] また、センサユニット 1は、複数のセンサを組み込んでいるが、 TPS50のみを組み 込んだユニットであっても良い。また、センサユニット 1は内燃機関に接続された吸気 管に設けられる吸気流量調整用のスロットル装置に取り付けられるものには限定され ない。また、センサユニット 1は内燃機関用に限定されるものではない。  [0061] Further, the sensor unit 1 incorporates a plurality of sensors, but may be a unit incorporating only the TPS50. Further, the sensor unit 1 is not limited to a sensor unit attached to a throttle device for adjusting an intake flow rate provided in an intake pipe connected to an internal combustion engine. Further, the sensor unit 1 is not limited to an internal combustion engine.
産業上の利用可能性  Industrial applicability
[0062] 本発明に力かるスロットルシステムおよびセンサユニットは、センサを一体に組み込 んでなるあらゆるセンサユニット、当該センサユニットを備えたスロットルシステムに対 して適用することができる。 [0062] The throttle system and the sensor unit according to the present invention can be applied to any sensor unit in which a sensor is integrated and a throttle system including the sensor unit.

Claims

請求の範囲 The scope of the claims
[1] 内燃機関に接続された吸気管に設けられる吸気流量調整用のスロットル装置と、当 該スロットル装置に対して取り付けられるセンサユニットと力 なるスロットルシステム であって、  [1] A throttle system provided in an intake pipe connected to an internal combustion engine for adjusting an intake flow rate, and a sensor system attached to the throttle device, the throttle system being a power source,
前記センサユニットは、  The sensor unit includes:
前記スロットル装置に取り付けられる、前記センサユニットを構成する筐体と、 前記筐体に設けられ、所定のセンサをそれぞれ収容する複数のセンサ室と、 を備え、  A housing constituting the sensor unit, which is attached to the throttle device, and a plurality of sensor chambers provided in the housing and each containing a predetermined sensor,
前記スロットル装置側から前記筐体を見た場合に、前記センサ室の少なくとの 2つ は、各センサ室の少なくとも一部が互いに重なり合つていることを特徴とするスロットル システム。  A throttle system, wherein at least two of the sensor chambers overlap each other when viewed from the throttle device side.
[2] 前記センサ室の一つは、前記スロットル装置のスロットル弁の開度を検知するポジ シヨンセンサを収容保持するポジションセンサ室であり、  [2] One of the sensor chambers is a position sensor chamber for housing and holding a position sensor for detecting an opening of a throttle valve of the throttle device,
前記センサ室の別の一つは、前記吸気管を通じた吸気圧力を検知する吸気圧力 センサを収容保持する圧力センサ室であり、  Another one of the sensor chambers is a pressure sensor chamber that houses and holds an intake pressure sensor that detects an intake pressure through the intake pipe,
前記スロットル装置側から前記筐体を見た場合に、前記ポジションセンサ室と前記 圧力センサ室とは、少なくとも一部が互いに重なり合つていることを特徴とする請求項 The position sensor chamber and the pressure sensor chamber at least partially overlap each other when the housing is viewed from the throttle device side.
1に記載のスロットルシステム。 The throttle system according to 1.
[3] 前記ポジションセンサ室と前記圧力センサ室とは、互いに逆方向に開口する開口 部をそれぞれ有していることを特徴とする請求項 2に記載のスロットルシステム。 3. The throttle system according to claim 2, wherein the position sensor chamber and the pressure sensor chamber each have openings that open in opposite directions.
[4] 前記ポジションセンサ室と前記圧力センサ室との間には、前記ポジションセンサお よび前記吸気圧力センサに接続される電気ラインが配置されていることを特徴とする 請求項 2または請求項 3に記載のスロットルシステム。 [4] The electric line connected to the position sensor and the intake pressure sensor is arranged between the position sensor chamber and the pressure sensor chamber. Throttle system according to the above.
[5] 前記センサ室の一つは、前記スロットル装置のスロットル弁の開度を検知するポジ シヨンセンサを収容保持するポジションセンサ室であり、 [5] One of the sensor chambers is a position sensor chamber for housing and holding a position sensor for detecting an opening of a throttle valve of the throttle device,
前記ポジションセンサの検出部は、前記スロットル装置と前記筐体との接合部にほ ぼ位置して設けられていることを特徴とする請求項 2に記載のスロットルシステム。  3. The throttle system according to claim 2, wherein the detection unit of the position sensor is provided substantially at a joint between the throttle device and the housing.
[6] 前記ポジションセンサは、前記スロットル弁と共に回動するロータに固定された略環 状のマグネットと、前記ロータの回動に伴う磁場の変化を検出するホール素子と、前 記マグネットと前記ホール素子との間に前記マグネットと略同心的に設けられかつ磁 気回路を形成して前記ホール素子の周囲の磁場を制御する略円筒状のステータと 力もなり、前記ホール素子が前記スロットル装置と前記筐体との接合部にほぼ位置し て設けられていることを特徴とする請求項 5に記載のスロットルシステム。 [6] The position sensor includes a substantially ring fixed to a rotor that rotates together with the throttle valve. A magnet, a Hall element for detecting a change in a magnetic field associated with the rotation of the rotor, and a magnetic circuit formed substantially concentrically with the magnet between the magnet and the Hall element. A substantially cylindrical stator for controlling a magnetic field around the Hall element, which also acts as a force, and the Hall element is provided substantially at a joint between the throttle device and the housing. The throttle system according to 5.
[7] 前記ステータの軸方向に沿う厚さは、前記マグネットの軸方向に沿う厚さの略 2倍で あることを特徴とする請求項 6に記載のスロットルシステム。 7. The throttle system according to claim 6, wherein the thickness of the stator along the axial direction is substantially twice the thickness of the magnet along the axial direction.
[8] 前記ステータまたはこれを支持する支持部の熱膨張を規制する規制手段が設けら れていることを特徴とする請求項 6または請求項 7に記載のスロットルシステム。 [8] The throttle system according to claim 6, wherein a restricting means for restricting thermal expansion of the stator or a supporting portion supporting the stator is provided.
[9] 内燃機関に接続された吸気管に設けられる吸気流量調整用のスロットル装置と、当 該スロットル装置に対して取り付けられるセンサユニットと力 なるスロットルシステム であって、  [9] A throttle device provided in an intake pipe connected to an internal combustion engine for adjusting an intake flow rate, and a sensor unit attached to the throttle device, the throttle system being a power source,
前記センサユニットは、  The sensor unit includes:
前記スロットル装置に取り付けられる、前記センサユニットを構成する筐体と、 前記筐体に設けられ、前記スロットル装置のスロットル弁の開度を検知するための ポジションセンサと、  A housing that is attached to the throttle device and that constitutes the sensor unit; a position sensor that is provided on the housing and detects an opening of a throttle valve of the throttle device;
を備え、  With
前記ポジションセンサの検出部は、前記スロットル装置と前記筐体との接合部にほ ぼ位置して設けられていることを特徴とするスロットルシステム。  The throttle system according to claim 1, wherein the detection unit of the position sensor is provided substantially at a joint between the throttle device and the housing.
[10] 前記ポジションセンサは、前記スロットル弁と共に回動するロータに固定された略環 状のマグネットと、前記ロータの回動に伴う磁場の変化を検出するホール素子と、前 記マグネットと前記ホール素子との間に前記マグネットと略同心的に設けられかつ磁 気回路を形成して前記ホール素子の周囲の磁場を制御する略円筒状のステータと 力もなり、前記ホール素子が前記スロットル装置と前記筐体との接合部にほぼ位置し て設けられていることを特徴とする請求項 9に記載のスロットルシステム。  [10] The position sensor includes a substantially annular magnet fixed to a rotor that rotates together with the throttle valve, a Hall element that detects a change in a magnetic field associated with rotation of the rotor, the magnet and the hole. A substantially cylindrical stator which is provided substantially concentrically with the magnet and forms a magnetic circuit to control a magnetic field around the hall element, and the hall element is also provided with a force. 10. The throttle system according to claim 9, wherein the throttle system is provided substantially at a joint with the housing.
[11] 前記ステータの軸方向に沿う厚さは、前記マグネットの軸方向に沿う厚さの略 2倍で あることを特徴とする請求項 10に記載のスロットルシステム。  11. The throttle system according to claim 10, wherein the thickness of the stator along the axial direction is substantially twice the thickness of the magnet along the axial direction.
[12] 前記ステータまたはこれを支持する支持部の熱膨張を規制する規制手段が設けら れて 、ることを特徴とする請求項 10または請求項 11に記載のスロットルシステム。 [12] A regulating means for regulating the thermal expansion of the stator or the supporting portion for supporting the stator is provided. The throttle system according to claim 10 or 11, wherein
[13] 内燃機関に接続された吸気管に設けられる吸気流量調整用のスロットル装置に対 して取り付けられるセンサユニットにおいて、 [13] In a sensor unit attached to a throttle device for adjusting an intake flow rate provided in an intake pipe connected to an internal combustion engine,
前記スロットル装置に取り付けられる、前記センサユニットを構成する筐体と、 前記筐体に設けられ、所定のセンサをそれぞれ収容する複数のセンサ室と、 を備え、  A housing constituting the sensor unit, which is attached to the throttle device, and a plurality of sensor chambers provided in the housing and each containing a predetermined sensor,
前記スロットル装置側から前記筐体を見た場合に、前記センサ室の少なくとの 2つ は、各センサ室の少なくとも一部が互いに重なり合つていることを特徴とするセンサュ ニット。  A sensor unit characterized in that at least two of the sensor chambers at least partially overlap each other when the casing is viewed from the throttle device side.
[14] 内燃機関に接続された吸気管に設けられる吸気流量調整用のスロットル装置に対 して取り付けられるセンサユニットにおいて、  [14] In a sensor unit attached to a throttle device for adjusting an intake flow rate provided in an intake pipe connected to an internal combustion engine,
前記スロットル装置に取り付けられる、前記センサユニットを構成する筐体と、 前記筐体に設けられ、前記スロットル装置のスロットル弁の開度を検知するための ポジションセンサと、  A housing that is attached to the throttle device and that constitutes the sensor unit; a position sensor that is provided on the housing and detects an opening of a throttle valve of the throttle device;
を備え、  With
前記ポジションセンサの検出部は、前記スロットル装置と前記筐体との接合部にほ ぼ位置して設けられていることを特徴とするセンサユニット。  A sensor unit, wherein the detection unit of the position sensor is provided substantially at a joint between the throttle device and the housing.
[15] センサユニットを構成する筐体と、 [15] A housing constituting the sensor unit;
前記筐体に設けられ、所定のセンサをそれぞれ収容する複数のセンサ室と、 を備え、  A plurality of sensor chambers provided in the housing, each housing a predetermined sensor,
前記センサ室の少なくとの 2つは、各センサ室の少なくとも一部が互いに重なり合つ て 、ることを特徴とするセンサユニット。  At least two of the sensor chambers are at least partially overlapped with each other.
PCT/JP2005/009639 2004-05-26 2005-05-26 Throttle system and sensor unit WO2005116428A1 (en)

Applications Claiming Priority (4)

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JP2004-156334 2004-05-26
JP2004156336A JP2007270618A (en) 2004-05-26 2004-05-26 Sensor unit and throttle system
JP2004-156336 2004-05-26
JP2004156334A JP2007270617A (en) 2004-05-26 2004-05-26 Sensor module unit and throttle system

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001289610A (en) * 1999-11-01 2001-10-19 Denso Corp Angle-of-rotation detector
JP2004028797A (en) * 2002-06-26 2004-01-29 Mikuni Corp Pressure detector and method for manufacturing the same

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001289610A (en) * 1999-11-01 2001-10-19 Denso Corp Angle-of-rotation detector
JP2004028797A (en) * 2002-06-26 2004-01-29 Mikuni Corp Pressure detector and method for manufacturing the same

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