Electronic throttle control mechanism with gear alignment and mesh maintenance system

Abstract: An electronic throttle control mechanism having a housing and cover member with a throttle valve, gear mechanism, motor, and failsafe mechanism. The housing, cover member and other components are made of a plastic composite material. A spring member positioned between the housing and sector gear member which is attached to the throttle valve shaft, biases the throttle valve plate member toward the closed position. A spring-biased plunger member biases the throttle plate member from its closed position to a default or "limp-home" position. A metal reinforcing plate is molded into the cover member in order to keep the gears in alignment and maintain proper gear positioning during high temperature fluctuations.

Description: TECHNICAL FIELD This invention relates to electronic valve control systems and more particularly to electronic throttle control systems for internal combustion engines with composite material bodies and improved gear meshing maintenance and alignment systems. BACKGROUND OF THE INVENTION Valve assemblies for engines and related systems typically utilize rotatable valve members in fluid flow passageways to assist in regulating fluid flow through them. For example, throttle valve members are positioned in the air induction passageways in internal combustion engines. The valve assemblies are controlled either mechanically or electronically and utilize a mechanism which directly operates the valve member. An example of a throttle valve body is disclosed in EP 0 964 137. This document discloses an electronic throttle valve which includes transfer elements mounted on an element carrier attached to the throttle valve housing. For electronic throttle control systems, it is desirable to have a failsafe mechanism or system which activates the throttle valve in the event that the electronic control or electronic system of the vehicle fails. There are several known electronic throttle control systems which utilize failsafe mechanisms for closing the throttle valve or moving it to a slightly open position in the event of an electronic failure in the vehicle. One of these systems is shown, for example, in the Applicant's co-pending patent application Serial No. 09/438,122, filed November 10, 1999, (FGT 199-0418). It is desirable to manufacture the cover housing, and other components of the electronic valve control mechanisms from plastic composite materials in order to reduce their weight and cost, as well as to improve the manufacturing processes and assembly of the components and mechanism. This often produces difficulties in maintaining dimensional relationships between the 1 components during usage. It is often difficult to keep the components in proper position and the gears meshing properly, particularly when the electronic control mechanism is subjected to expansion and contraction during use caused by high temperatures and broad temperature changes. It would be desirable to have an electronic valve control mechanism with an improved failsafe or limp-home mechanism and which secures the locations, positions, and operations of the gears and other components during all phases of use and temperature ranges. BRIEF SUMMARY OF THE INVENTION The present invention provides an electronic throttle control assembly having a housing with a gear train and throttle valve mechanism. A throttle plate is positioned on a throttle shaft and the plate and shaft are positioned in the engine or air induction passageway, such that the throttle plate regulates airflow into the engine. A cover member enclosing the gear train contains a motor with a spur gear. The operation of the throttle valve is accomplished through the gear train assembly which is driven by the motor. The motor is regulated by the electronic control unit of the vehicle which in turn is responsive to the input of the vehicle operator or driver. A throttle position sensor responsive to the rotation of the throttle shaft feeds back the position of the throttle plate to the electronic control unit. In the operation of the throttle valve, a gear connected to the motor operates an intermediate gear (or idler gear), which in turn operates a sector gear which is connected to the throttle body shaft. The sector gear is biased by a spring member toward the closed position of the throttle valve. As a failsafe mechanism, a spring-biased plunger member is attached to the housing and positioned to interrupt operation of the sector gear in the event of an electronic failure and prevent the throttle valve from closing completely. At the failsafe position, the vehicle can still be operated, although at a reduced capacity. This allows the driver to "limp-home." If the throttle valve is in its closed position when an electronic failure occurs, the spring-biased plunger member acts on the sector gear to open the throttle valve slightly to the failsafe position. A metal reinforcing and mounting plate is positioned in the cover member which is made of a plastic composite material. The plate maintains the relative positions of gear members during high temperature conditions and extreme temperature changes allowing them to properly and accurately mesh together and operate the throttle valve satisfactorily. Other features and advantages of the present invention will become apparent from the following description of the invention, particularly when viewed in accordance with the accompanying drawings and appended claims. BRIEF DESCRIPTION OF THE DRAWINGS FIGURE 1 illustrates an electronic throttle control assembly in accordance with the present invention; FIGURE 2 illustrates the cover member of an electronic throttle control assembly with a gear train and throttle shaft attached thereto; FIGURE 3 is a top view of an electronic throttle control housing showing the gear mechanism; FIGURE 4 is an exploded sectional view of the electronic throttle control mechanism of Figure 1 showing many of the components thereof; FIGURE 5 depicts an intermediate or idler gear member which can be utilized with the present invention; FIGURE 6 illustrates a sector gear member which can be utilized with the present invention; FIGURE 7 illustrates an embodiment of a spring member which can be utilized with the present invention; FIGURE 8 illustrates a spring-biased plunger member which can be utilized with the present invention; FIGURE 9, 10, 11 and 12 illustrate various positions of the sector gear and plunger mechanism during operation of the electronic throttle control assembly in accordance with the present invention; FIGURE 12A is an enlarged view showing the preferred alignment of the plunger and gear components; FIGURE 13 is a schematic illustration showing a representative circuit which can be utilized with the present invention; and FIGURE 14 is a cross-sectional view of a cover member for use with the present invention depicting a metal reinforcing member. DETAILED DESCRIPTION OF THE INVENTION The drawings illustrate a preferred embodiment of an electronic throttle control assembly in accordance with the present invention. It is understood that other embodiments with alternate configurations and equivalent components and operations can be utilized in accordance with the present invention. Figure 1 is a perspective view of an electronic throttle control assembly or mechanism which is referred to generally by the reference numeral 10. The electronic throttle control assembly 10 includes a housing or body member 12 and a cover member 14. The housing 12 includes a throttle valve section 16, a gear train section 18, and a throttle position sensor mechanism 28. The cover member includes a motor housing 26 and an electrical connector member 30. The throttle valve section 16 includes an air flow passageway 32 in which a valve plate 34 is positioned to regulate the flow of air therethrough. The throttle plate 34 is attached to a throttle shaft 36 which is positioned transverse to the axis of the airflow passageway 32. The throttle shaft is positioned in the housing 12 in any conventional manner and preferably is supported by a pair of bearings 23 (one of which is shown in Figure 4) which allow it to turn freely to regulate the airflow to the engine. A gear train or mechanism 40 is positioned in the gear train section 18 of the housing member 12. The gear train 40 generally consists of an intermediate or idler gear member 42 and a sector gear member 44. The sector gear 44 is fixedly attached to the upper end 37 of the throttle shaft 36 such that the throttle shaft and throttle plate rotate along with the sector gear. A motor 50 is positioned in the motor housing 26 and attached to the cover member 14. The motor 50 is preferably a reversible 13-volt DC motor and is connected to a mounting plate 51 which is secured to the cover member 14 by a plurality of fasteners 49. The motor 50 has a shaft 52 on which a small spur gear 54 is positioned. The gear 54 has a plurality of teeth 56 which mesh with and rotate the gear train. The idler gear member 42 is mounted on a shaft 58 which is positioned in the housing 12 or cover member 14, or both. The idler gear rotates freely on the shaft 58. As shown in Figure 5, the intermediate or idler gear 42 includes a first gear member 60 with a plurality of teeth 62 and a second gear member 64 with a plurality of teeth 66. The gear teeth 66 are positioned to mesh with the gear teeth 56 on the motor driven gear 54, while the gear teeth 62 are positioned and adapted for mating with gear teeth 70 on the sector gear 44. As shown in the drawings, the teeth 70 on sector gear 44 are only provided on a portion or sector on the outer circumference of the gear member. All of the gear members 54, 42 and 44 are preferably made of a plastic material, such as nylon, although they can be made of any other comparable material, such as a composite material, which has equivalent durability and function. The sector gear 44 is preferably molded onto one end 37 of the throttle shaft 36. For this purpose, recesses or grooves are provided on the end 37 of the shaft in order to allow the sector gear to be integrally molded to the shaft and be permanently affixed to it. A helical torsion spring member 80 is positioned in the gear train section 18 of the housing member 12. One embodiment of a spring member 80 which can be utilized with the present invention is shown in Figure 7. The spring member 80 has one end 82 which is fixedly secured to the cover member 14 while the other end 84 of the spring member is positioned in opening 86 in the sector gear 44. In the embodiment illustrated in the drawings, the spring member 80 is positioned around the end 37 of the throttle shaft and between the sector gear 44 and the cover member 14 (see Figure 3). The spring-biased plunger mechanism which is preferably utilized with the present invention is shown in Figure 8 and identified generally by the reference numeral 90. The plunger member 90 has an elongated hollow body or housing 92 which is threaded to mate with threaded opening 94 in the gear train section 18 of the housing 12. A slideable plunger member 96 is positioned at one end of the plunger member 90 and is biased by a spring member 98 positioned inside the housing 92. A plug member 100 holds the spring member and plunger member 96 in position. Threads 93 on the outer surface of the body 92 of the plunger mechanism 90 mate with corresponding threads in opening 94 in housing 12 so that the plunger mechanism can be adjusted to facilitate proper and optimum positioning and operation of the throttle valve and failsafe mechanism. The spring-biased plunger mechanism 90, in combination with sector gear 44 and spring member 80, act together to limit and control the operation of the valve plate 34 in the failsafe mechanism. In this regard, the general operation of the gear assembly, sector gear, plunger member, and the other components are described in detail in the Applicant's co-pending patent application Serial No. 09/438,122, filed on November 10, 1999, and entitled Electronic Throttle Control System With Two-Spring Failsafe Mechanism (FGT 199-0418). The operation of the electronic throttle valve assembly is shown generally by the schematic diagram set forth in Figure 13. In general, the force applied to the accelerator pedal 110 by the operator of the vehicle 112 is read by a sensor 114 and conveyed to the electronic control unit (ECU) 116 of the vehicle. The accelerator pedal 110 is typically biased by a spring-type biasing member 118 in order to provide tactile feedback to the operator. The ECU 116 of the vehicle also receives input from a plurality of other sensors 120 connected to other mechanisms and systems in the vehicle. In order to operate the throttle valve plate 34, a signal from the ECU 116 is sent to the motor 50. The motor rotates the spur gear 54 which then operates the gear train mechanism 40. More specifically, the spur gear member 54 rotates the intermediate or idler gear member 42 which, in turn, rotates the sector gear member 44. This, in turn, causes the throttle body shaft 36, which is fixedly attached to the sector gear member 44, to rotate. Rotation of the shaft 36 accurately positions the valve plate 34 in the passageway 32 and allows the requisite and necessary airflow into the engine in response to movement of the accelerator pedal 110. The cover member 14 can be attached to the body or housing member 12 in any conventional manner, but preferably is connected by a plurality of fastener members, such as screws or bolts. Also, an appropriate gasket or sealing member (not shown) can be positioned between the cover member and the housing in order to protect the gear train 40 and other components from dirt, moisture, and other environment conditions. When the electronic throttle control assembly 10 is utilized, it is positioned in the engine compartment of the vehicle and bolted or otherwise securely fastened to the vehicle. For this purpose, a plurality of openings can be provided in the housing, such as openings 13 shown in Figure 1. The throttle position sensor (TPS) 28 is secured to the housing 12. The TPS is of conventional design and has a rotor which is attached to the lower end 39 of the throttle shaft 36. The TPS 28, together with related electronics, reads or "senses" the position of the throttle valve 34 and transmits it to the ECU 116 of the vehicle. An electrical connector 31 connects the TPS to the ECU. The connector member 31 preferably has four contacts and, through the ECU regulates the actions of the motor 50 and thus the position of the throttle valve. As indicated, the housing 12 and cover member 14 are preferably made from a plastic composite material. Suitable materials are fiberglass filled polyphenylsulfide (PPS) or polyetherimide (PEI). Another suitable material is Nylon 6'6 with 33% fiberglass or filler material. Also, preferably the various components of the electronic throttle valve assembly 10 are packaged and positioned in the manner shown in Figures 1-4 for ease of positioning and use in the vehicle, although other configurations are possible. For example, the throttle position sensor (TPS) can be positioned on the top of the cover member and be operatively associated with the upper end of the throttle shaft, and the connectors for the TPS and motor can be merged into one connector socket on the cover member. Figure 14 is a cross-sectional view of cover member 14. As indicated above, preferably the cover member 14 and housing 12 of the electronic throttle control assembly 10 are made of a plastic composite material. This reduces the cost of the assembly and provides for ease of manufacturing and assembling. Composite materials, however, often expand and contract with changes in temperatures and humidity, which might cause some of the components to change alignments or distances between their centers. In order to strengthen the cover member 14 and increase its rigidity, as well as to maintain dimensional tolerances and securely and rigidly affix the position of the various gear shafts and gear members, a metal reinforcing plate member 130 is positioned in the cover member 14. Preferably, the plate member 130 is made of a steel material and insert molded into the cover member. The reinforcing plate member 130 includes an opening 132 in which the shaft member 58 for the intermediate or idler gear member 42 is positioned, as well as a reinforcing structural bracket member 134 which rigidly and securely holds the shaft member 52 attached to the motor 50. A bushing 55 allows the shaft member to rotate freely in the bracket member 134. Plate member 130 rigidly fixes the distance 140 between shaft members 58 and 52 and thus, in turn, rigidly fixes the meshing of the gear teeth on the spur gear member 54 and intermediate or idler gear member 42. This is particularly important due to the small sizes of the gear teeth 56 and 66. The mesh distance is indicated by the reference numeral 140 in Figure 14, which is the distance between the longitudinal axes 52A and 58A of shafts 52 and 58, respectively. During manufacture and assembly of the electronic throttle control assembly 10, the idler shaft member 58 is press fit into opening 132 in the plate member 130 before the composite material forming the cover member 14 is molded over the plate and shaft assembly. In order to securely affix the shaft member 58 axially and radially, and to control the perpendicularity of the shaft member after it is assembled, grooves 142 and flat portions 144 are provided on the upper end 59 of the shaft member. When the composite material is molded around the end 59 of the shaft member 58, the material forms in the grooves and against the flat portions assuring the stability of the shaft member 58. The plate member 130 maintains the distances between the gear members 54 and 42 fixed and constant, regardless of the expansion and contraction of the composite material forming the cover member 14. The position of the idler shaft member 58 also serves as an alignment feature to maintain the requisite gear mesh distance between the shaft member 58 and throttle shaft member 36. This is shown in Figure 2 where the mesh distance is indicated by the reference number 150. The mesh distance 150 is measured between the center of axis 58A of the shaft member 58 and center of axis 36A of the throttle shaft member 36. Although the mesh distance 150 may change slightly due to environmental conditions mentioned above, the larger gear tooth sizes of gears 60 and 70 on the idler gear 42 (second portion) and sector gear 44, respectively, will accommodate such dimensional changes. During assembly, the lower end of the idler shaft member 58 is assembled in a slight press fit condition into an opening or bore in the housing member 12 (not shown). The distance between the bore and the axis 36A of the throttle shaft member should also be controlled during manufacture. During assembly, the idler shaft member 58 is subassembled into the reinforcing plate member 130 and molded into the cover member 14. When the cover member 14 is assembled onto the housing member 12, the lower end of the shaft member 58 is positioned in the opening or bore in the housing. Further, the idler gear 42, sector gear 44, and spring member 80 are assembled in the gear train section 18 of the housing 12 before the cover member is assembled to the housing. The motor 50, together with the spur gear 54, are also mounted on and secured to the cover member 14 prior to its assembly on the housing member 12. An opening 33 can be provided in the cover member 14 for access to the upper end of the throttle shaft (when the TPS is attached at the lower end of the housing, as shown in Figures 1 and 4), or for use in providing a TPS on the cover member. A corresponding opening 160 is provided in the metal reinforcing plate 130. When the spring member 80 is positioned between the cover member and the sector gear member, as shown in Figures 3 and 4, a slot or opening in flange 162 can be provided in order to secure the end 82 of spring member 80 to the cover member. When the electronic throttle control mechanism 10 is assembled, the spring member 80 biases the valve plate member 34 towards its closed position. In this regard, in many engines known today, the throttle plate is manufactured and assembled to have a slight inclination on the order of 7°-10° in the fully closed position. This is to assure proper functioning of the valve plate in all conditions and prevent it from sticking or binding in the closed position. In this regard, typically the airflow passageway 32 has a circular cross-sectional shape and configuration, while the throttle plate member 34 has a slightly elliptical shape. Due to the bias of spring member 80 on the sector gear 44 and thus valve plate member 34, the spring member 80 acts to return the throttle plate 34 to or toward the closed position in the event of an electronic failure of the electronic throttle control mechanism 10 or the vehicle itself. In this regard, the throttle plate member 34 and sector gear 44 can be rotated by the motor 50 and gear train mechanism 40 to the fully open position of the throttle plate 34. In the open position, the throttle plate member 34 is positioned approximately parallel to the axis of the air flow passageway 32 thus allowing a full complement of air to pass into the engine. Figure 9 illustrates the position of the sector gear and plunger mechanism when the throttle valve member 34 is in its wide open position. Stop member 19 in the housing 18 prevents the throttle valve from opening past the fully open position. The plunger mechanism 90 acts as a failsafe mechanism which prevents the throttle valve from closing completely in the event of an electronic failure. The plunger mechanism 90 acts to position the throttle valve plate 34 in a slightly open position, thus allowing the vehicle to operate at a reduced speed and "limp-home." In this regard, since throttle plate assemblies in engines known today have a slight inclination on the order of 7°-10° in the fully closed position, the default or "limp-home" position of the throttle plate in these engines is about 12°-20° from a position transverse to the axis of the airflow passageway. The plunger mechanism 90 is positioned in the housing 12 such that the spring biased plunger member 96 contacts shoulder member or surface 45 on the sector gear 44. The plunger mechanism 90 is positioned such that the shoulder 45 contacts plunger member 96 before the throttle plate 34 reaches the fully closed position. The force or bias of the spring member 98 in the plunger mechanism 90 is stronger or greater than the force or bias of the helical torsion spring member 80, and thus the plunger mechanism 90 stops and prevents the sector gear 44 from rotating any further. The position of the sector gear and plunger mechanism at this point of operation is shown in Figure 11. In order to overcome the force of the spring member 98 and allow the throttle plate member 34 to be moved to its fully closed position, the motor 50 is operated. The motor, through the gear train mechanism 40, turns or rotates the sector gear 44 which, in turn, rotates the throttle shaft and closes the valve plate member 34. The motor forces the stop shoulder 45 against the plunger member 96 and moves the plunger member to a depressed position against the force of the spring member 98. Figure 10 illustrates the position of the components when the throttle valve member is in its closed position. In the event of an electronic failure in a throttle control assembly 10 when the throttle plate member is closed or almost closed, the failsafe mechanism will automatically act to open the throttle plate to the default or "limp-home" position. The force of the spring biasing member 98 on the plunger member will return the plunger member to its undepressed position, thus forcing the sector gear member 44 (and throttle shaft member 36) to rotate slightly and open the throttle valve member 34 (see Figure 11). With the use of two spring members 80 and 98, the throttle shaft member 36 (and thus the throttle valve plate member 34) is biased in all directions of operation of the throttle control valve system toward the default or limp-home position. The sector gear 44 and plunger mechanism 90, are preferably positioned in order to minimize wear, friction and stresses in the gear train mechanism 40. The reduction of stresses and concentration of forces reduces deflection of the gear members which increases the durability and useful use of the electronic throttle control assembly 10. Whenever the stop shoulder 45 of the sector gear 44 and the plunger member 96 of the plunger mechanism 90 are in contact, as shown in Figures 10-12A, a force X is applied to the stop shoulder surface 45 of the sector gear. In addition, the torsion spring member 80 exerts a force Y on the sector gear 44 in the direction opposite to the force of the plunger member (see Figure 12A). Preferably, the forces X and Y are applied to the sector gear and plunger member such that stresses and normal forces in the sector gear are significantly reduced. In this regard, point A, which is the point of contact between the plunger member 96 and stop shoulder 45 of the sector gear, point B, which is the point of contact of the end 84 of the spring member 80 in the opening 86 on of the sector gear, and point C, which is the center of rotation or axis of the sector gear 44, are in alignment. Preferably, points A, B and C are aligned along a line 99 which is perpendicular to the longitudinal axis 95 of the plunger mechanism 90 when the plunger member 96 is approximately midway in the default range of travel of the sector gear and plunger member 96. As shown in the drawings, this means that the sector gear 44 and plunger member 96 are in the position shown in Figure 12 which is midway between the positions of the sector gear and plunger members shown in Figures 10 and 11. Having these surfaces perpendicular midway through the default range of travel instead of at either end of the travel range minimizes the sliding contact and friction between the plunger member 96 and sector gear surface 45. This reduces friction in the operation of the electronic throttle control assembly 10 and enhances its performance. This also reduces wear on the sector gear which is preferably also constructed of a composite material. While the invention has been described in connection with one or more embodiments, it is to be understood that the specific mechanisms and techniques which have been described are merely illustrative of the principles of the invention. Numerous modifications may be made to the methods and apparatus described without departing from the scope of the invention as defined by the appended claims.

Claims: An electronic throttle control assembly (10) comprising: a housing (12) having an air flow passageway (32) and a gear chamber; a cover member (14) made of a plastic material and attached to said housing (12) enclosing said gear chamber (18); a motor (50) secured to said housing (12) or cover member (14) and having a first shaft member (52); a throttle shaft member (36) rotatably positioned in said air flow passageway (32); a throttle valve plate (34) member attached to said throttle shaft member (36) and rotatable therewith; a gear train mechanism (40) positioned in said gear chamber, said gear train mechanism (40) having a first gear (54) attached to said first shaft member (52), a second gear (44) attached to said throttle shaft member (36), and a third gear (42) positioned between said first and second gears (54,44) and in operable association therewith; a plate member (130), said plate member (130) having a first opening (132) and a second opening; said first shaft member (52) positioned in said second opening; and a second shaft member (58) mounted in said first opening (132), said third gear (42) rotatably positioned on said second shaft member (58), characterised in that the plate member (130) is a reinforcing plate member and is positioned in said cover member (14). The electronic throttle control assembly as set forth in claim 1 wherein said reinforcing plate member (130) is made of a metal material and said cover member (14) is made of a plastic composite material. The electronic throttle control assembly as set forth in claim 2 wherein said metal material is steel. The electronic throttle control assembly as set forth in claim 1 wherein said second shaft member (58) is press fit into said first opening (132). The electronic throttle control assembly as set forth in claim 1 further comprising a bracket member (134) attached to said reinforcing plate member (130), said bracket member having a third opening in alignment with said second opening and wherein said first shaft member (52) is positioned in both said second and third openings. The electronic throttle control assembly as set forth in claim 5 further comprising a bushing (55) positioned on said first shaft member (52) in said third opening. The electronic throttle control assembly as set forth in claim 1 further comprising securing means (142,144) positioned on said second shaft member (58) and securely affixed in said cover member. The electronic throttle control assembly as set forth in claim 1 wherein said plate member (130) is insert molded into said cover member (14).

Inventors: RAUCH JAMES RICHARD, RAUCH, JAMES RICHARD
Applicants: VISTEON GLOBAL TECH INC, VISTEON GLOBAL TECHNOLOGIES, INC.
Application year: 2001
Main classification: F02D11
IPC codes: F02D11, F02D9