Electronic throttle body

Abstract

The invention discloses an electronic throttle valve body, which belongs to the technical field of automobile accessories and comprises a throttle valve shell, a throttle valve shaft rotationally arranged in an air port of the throttle valve shell, a throttle valve sheet mounted on the throttle valve shaft and a butt joint pipe head arranged at one end of the air port of the throttle valve shell. A reversing adjusting mechanism is arranged between the gear column and the first rotary connecting shaft. A blocking mechanism is arranged in the processing side shell; a sliding ring is arranged in an air opening of the throttle valve shell, a discharging opening is formed in the middle of the sliding ring, and edge deposited carbon softening mechanisms are arranged on the upper portion and the lower portion of the throttle valve shell. When the automobile is started and the automobile is greatly accelerated, the door sheet can be quickly opened as required, and the situation that the door sheet is blocked by carbon deposition can be relieved.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile accessories, and in particular relates to an electronic throttle body. Background Art

[0002] The working principle of the electronic throttle is to receive the signal of the accelerator pedal position sensor through the electronic control unit (ECU), calculate the optimal throttle opening, and drive the throttle to the corresponding position through the motor. In this way, the engine intake volume can be accurately controlled, thereby optimizing combustion efficiency, improving power output, and reducing emissions. The advantages of the electronic throttle include improving fuel efficiency, improving power performance, improving emission performance, enhancing driving reliability, providing different working mode options, and altitude compensation.

[0003] Therefore, electronic throttle bodies are increasingly widely used, gradually replacing traditional mechanical throttle bodies.

[0004] The invention patent with authorization announcement number: CN102392742B discloses an electronic throttle body, wherein the throttle body is provided with a body limit block B, a body limit block A, a body limit mechanism A, and a body limit mechanism B, and the fan gear is provided with a fan gear limit block A, a fan gear limit block B, and a fan gear limit mechanism. When the fan gear reverses and the fan gear limit block A abuts the body limit block A, the throttle shaft is located in the fully open position, and when the fan gear rotates forward and the fan gear limit block B abuts the body limit block B, the throttle shaft is located in the low idle position; the torsion spring is composed of a left torsion spring and a right torsion spring connected by an intermediate end, the left torsion spring is fixed on the throttle body, and the right torsion spring is fixed on the fan gear, and the intermediate end is in contact with the fan gear limit mechanism and the body limit mechanism. In the natural state, the torque of the torsion spring 8 causes the throttle shaft 2 to be located in the high idle position. The rotation direction of the left torsion spring is opposite to that of the right torsion spring, the middle diameter of the left torsion spring is larger than that of the right torsion spring, a left torsion spring support leg is provided on the left torsion spring, a right torsion spring support leg is provided on the right torsion spring, and a middle end support leg is provided on the middle end; the left torsion spring support leg is in contact with the main body limiting mechanism A, the right torsion spring support leg is in contact with the fan gear limiting mechanism, and the middle end support leg is in contact with the fan gear limiting mechanism and the main body limiting mechanism B. The DC motor is installed on the throttle body through a wave washer and a three-hole pressure plate, the wave washer is installed on the rear end face of the DC motor, the three-hole pressure plate is fixed on the throttle body and sleeved on the front end face of the DC motor, the motor gear extends from the center hole of the three-hole pressure plate, and a limited support leg is provided on the three-hole pressure plate. The throttle shaft and the position sensor are connected by a flat groove elastic washer to form a tight fit. The position sensor is connected and fixed to the main body by a clamp.

[0005] From this, it can be seen that by setting two torsion springs with opposite rotation directions on the left and right, when one of the torsion springs fails, the other torsion spring can control the throttle plate to return to the high idle position, thereby improving safety.

[0006] This type of electronic throttle body is a common three-tooth direct-drive electronic throttle body. Although it improves combustion efficiency and power output during driving, it also has the following common problems: (1) A rich mixture needs to be provided when the car starts and accelerates. Since this type of three-tooth direct-drive electronic throttle body is used, although the door leaf steering can be effectively controlled, there is a time constraint after the ETC control system receives the sensor signal and then controls the actuator to perform motor operation through a series of system conversions. As a result, there is a lag in the door leaf being controlled to open when the car starts and accelerates. Therefore, the amount of air instantly inhaled into the engine is small, and when a large amount of oil is added to the engine, the gasoline is not fully burned, which not only reduces the engine performance but also increases fuel consumption. (2) Due to long-term use, although the air filter can effectively filter the air, there will be carbon deposits in the air outlet of the electronic throttle, especially in the wear-resistant area where the door leaf and the air outlet cooperate, which will cause the door leaf to become stuck, resulting in slow vehicle acceleration and insufficient power.

[0007] For this purpose, it is necessary to provide an electronic throttle body which can quickly open the door leaf on demand when the car starts and accelerates, and can alleviate the situation of carbon deposits blocking the door leaf. Summary of the invention

[0008] The purpose of the present invention is to provide an electronic throttle body to solve the problems existing in the prior art.

[0009] To achieve the above object, the present invention provides the following technical solutions: an electronic throttle body, comprising a throttle housing, a throttle shaft rotatably arranged in an air outlet of the throttle housing, a throttle plate mounted on the throttle shaft, and a butt joint arranged at one end of the air outlet of the throttle housing;

[0010] A transmission side housing is provided on one side of the throttle housing, a gear column is rotatably provided on one side of the transmission side housing, a power housing is provided on one side of the lower part of the transmission side housing, a drive motor is provided in the power housing, a torque sensor is provided on one side of the power housing, and the torque sensor is used to detect the torsional resistance during the rotation of the drive motor drive gear; the rotor shaft of the drive motor passes through the power housing and is connected to the power input shaft of the torque sensor, the power output shaft of the torque sensor is connected to the middle shaft and the gear is installed through the middle shaft, a rack is slidably provided in the transmission side housing, and the rack is meshed with the gear column and the gear;

[0011] A mounting frame 1 is provided at one side of the transmission side housing and close to the gear, an encoder 1 is provided on the mounting frame 1, and a moving shaft of the encoder 1 is connected to the center position of one end of the central shaft;

[0012] A reversing adjustment mechanism is provided between the gear column and the rotary coupling shaft 1, and the reversing adjustment mechanism is used to transmit the power of the gear column to the rotary coupling shaft 1 in real time and to yield when the driving motor is not driving;

[0013] A side support is provided on the other side of the throttle housing, a second rotary shaft is connected to the center of the other end of the throttle shaft, a processing side housing is installed at one end of the side support, a torsion spring is sleeved on the second rotary shaft, and the two ends of the torsion spring are respectively connected to the second rotary shaft and one end of the side housing;

[0014] An opening mechanism is provided in the processing side shell, and the opening mechanism is used to actively drive the rotation of the second rotary coupling shaft;

[0015] A second mounting frame is also provided in the side shell, and a second encoder is provided on the second mounting frame. The rotor shaft of the second encoder passes through the first mounting frame and is connected to the center position of one end of the second rotary shaft.

[0016] A slip ring is arranged in the air port of the throttle housing, a discharge port is arranged in the middle of the slip ring, and a carbon deposit softening mechanism along the edge is arranged at the upper and lower parts of the throttle housing, and the carbon deposit softening mechanism along the edge is used to inject a carbon deposit cleaning agent into the discharge port to soften the carbon deposit at the end of the throttle plate and the slip ring;

[0017] An installation box is provided at the bottom of the power casing, and a development board is provided in the installation box. A dynamic matching module and a signal control module are provided on the development board. The dynamic matching module is used to directly receive the position information of the pedal position sensor and the vehicle speed information of the vehicle speed sensor, so as to calculate and control the operation of the drive motor and the opening mechanism; the signal control module is used to receive in real time the torque information uploaded and input by the torque sensor and the pulse signals input in real time by encoder one and encoder two, and control the operation of the edge carbon deposition softening mechanism through analysis.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] In the present invention, under the control of the dynamic matching module, through the cooperation of the reversing adjustment mechanism, when the drive motor does not respond to the driving action in time, the throttle shaft can rotate without being restricted by the drive motor, and through the setting of the opening mechanism, the rotation angle of the free throttle shaft is actively set to an opening degree, thereby reducing the redundancy of the motor control operation, so that when the drive motor does not intervene in the opening execution, the motor first executes the throttle plate flipping in the vehicle starting state and when accelerating, and controls the drive motor to follow up until the linkage rod and the push-rotation rod are in contact, thereby effectively replenishing air to the engine, making the gasoline burn more fully and improving the engine performance.

[0020] In the present invention, under the control of the signal control module, when the torque value uploaded by the torque sensor exceeds the standard action torque threshold, the edge carbon deposit softening mechanism discharges the carbon deposit cleaning agent through the discharge port to soften the carbon deposits at the end edge of the throttle plate and the sliding ring, thereby effectively alleviating the situation of the throttle plate flipping and getting stuck.

[0021] Therefore, when the car starts and when accelerating, the door panels can be opened quickly on demand, and the situation of carbon deposits blocking the door panels can be alleviated. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a partial cutaway schematic diagram of the main view of the present invention;

[0023] Figure 2 for Figure 1 A partial cutaway diagram of

[0024] Figure 3 for Figure 1 Schematic diagram of top view;

[0025] Figure 4 for Figure 1 A right view partial cutaway schematic diagram of ;

[0026] Figure 5 for Figure 2 A schematic cross-sectional view of the a section;

[0027] Figure 6 for Figure 2 Schematic diagram of the section at point b;

[0028] Figure 7 This is a schematic diagram of the distribution of linkage rods on the distribution plate of the present invention;

[0029] Figure 8 This is a schematic diagram of the distribution of the push-rotating rods on the driving disk of the present invention;

[0030] Fig. 9 for Figure 2 The enlarged structural diagram at c in the middle;

[0031] Fig.10for Figure 2 The enlarged structural diagram at d in the middle;

[0032] Fig.11 It is a schematic diagram of the cooperation between the limit rod and the limit groove of the present invention;

[0033] Fig.12 for Figure 4 The enlarged structural diagram at e in the middle;

[0034] Fig.13 It is a schematic diagram of the connection of each module in the dynamic matching module in the development board of the present invention;

[0035] Fig.14 It is a schematic diagram of the connection of each module in the signal control module in the development board of the present invention.

[0036] In the figure: 1 throttle housing, 2 throttle shaft, 3 throttle plate, 4 side support, 5 rotating ring, 6 sealed bearing, 7 transmission side housing, 8 rotary shaft 1, 9 matching plate, 10 movable groove, 11 linkage rod, 12 plane thrust bearing, 13 driving plate, 14 push-rotating rod, 15 gear column, 16 power housing, 17 driving motor, 18 torque sensor, 19 gear, 20 mounting frame 1, 21 encoder 1, 22 rack, 23 rotary shaft 2, 24 processing side shell, 25 torsion spring, 26 inner mounting plate, 27 motor, 28 rotary vane, 29 limit rod, 30 mounting frame 2, 31 encoder 2, 32 driver 2, 33 flushing box, 34 blocking piece, 35 suction pipe, 36 suction pump, 37 discharge pipe, 38 slip ring, 39 discharge port, 40 storage cavity, 41 one-way valve, 42 mounting box, 43 development board, 101 docking connector, 161 driver 1, 231 limit groove. DETAILED DESCRIPTION

[0037] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0038] See also Figure 1 , Figure 2 , Figure 3 , Figure 4 and Fig.12 , an electronic throttle body, comprising a throttle housing 1, a throttle shaft 2 rotatably arranged in the air outlet of the throttle housing 1, a throttle plate 3 installed on the throttle shaft 2, and a butt joint 101 arranged at one end of the air outlet of the throttle housing 1;

[0039] The rear end flange of the air outlet of the throttle housing 1 is connected to the main pipe of the intake manifold, and the front end of the air outlet of the throttle housing 1 is plugged into the exhaust pipe section of the air filter.

[0040] A transmission side housing 7 is integrally arranged on the left side of the throttle housing 1, and a housing cover 1 is fixed by bolts on the front of the transmission side housing 7. A supporting fixed shaft is welded to the upper left part of the transmission side housing 7, and the left end center position of the gear column 15 is interference-inserted into the bearing, and the supporting fixed shaft is interference-inserted into the inner ring of the bearing, thereby effectively and stably bearing the rotation of the gear column 15. A power casing 16 is integrally arranged on the right side of the lower part of the transmission side casing 7, and the right end of the power casing 16 is bolted to fix the casing cover 2, and the driving motor 17 is bolted inside the power casing 16, and the driving motor 17 is a magnetic brake type stepping motor; the left side of the power casing 16 is bolted to fix the torque sensor 18, and the torque sensor 18 is used to detect the torsional resistance during the rotation of the driving gear 19 of the driving motor 17; the rotor shaft of the driving motor 17 passes through the power casing 16 and is flange-connected to the power input shaft of the torque sensor 18, the power output shaft of the torque sensor 18 is flange-connected to the middle shaft and connected to the gear 19 through the middle shaft interference key, and a movable slide groove is provided on the rear side of the transmission side casing 7, a slider is provided on the middle side of the rear end of the rack 22, and the slider is slidably arranged in the movable slide groove, and the rack 22 is meshed with the gear column 15 and the gear 19;

[0041] The gear column 15 and the gear 19 have the same number of teeth.

[0042] During normal driving of the car, after receiving the signal from the pedal position sensor, the ETC control system first filters the input signal to eliminate the influence of environmental noise, and then analyzes the driver's intention according to the current working mode, pedal movement and change rate, calculates the basic demand for engine torque, and obtains the corresponding basic expected value of the throttle angle. Then, it communicates with the vehicle control unit through the CAN bus to obtain other working condition information and various sensor signals such as engine speed, gear position, throttle position, and air conditioning energy consumption, thereby calculating the total torque required by the vehicle, and the actuator controls the driver 161 to control the drive motor to operate according to the expected angle, and obtains the optimal throttle opening by compensating the expected value of the throttle angle, and sends the corresponding voltage signal to the drive circuit module to drive the control motor to make the throttle reach the optimal opening position.

[0043] During this process, the drive motor 17 is controlled by the actuator to drive the gear 19 to rotate, and under the action of the rack 22, the gear column 15 and the throttle shaft 2 are driven to rotate, thereby realizing intelligent adjustment of the intake opening.

[0044] A mounting frame 20 is fixed with bolts at the left side of the transmission side housing 7 and close to the gear 19. An encoder 21 is fixed with screws on the mounting frame 20. The moving shaft of the encoder 21 is connected to the center of the left end of the middle shaft by an interference key.

[0045] The encoder 21 is used to monitor the rotor shaft rotation angle and direction of the drive motor 17 in real time.

[0046] A reversing adjustment mechanism is provided between the gear column 15 and the rotary coupling shaft 8, and the reversing adjustment mechanism is used to transmit the power of the gear column 15 to the rotary coupling shaft 8 in real time, and to yield when the driving motor 17 is not driving;

[0047] The right side of the throttle housing 1 is integrally provided with a side support 4, the right end center position of the throttle shaft 2 is connected to the second rotary shaft 23 by an interference key, the right end of the side support 4 is bolted to the side housing 24, the second rotary shaft 23 is sleeved with a torsion spring 25, and the two ends of the torsion spring 25 are respectively plugged into the second rotary shaft 24 and one end of the side housing 24;

[0048] The torque of the torsion spring 25 is set to restore the throttle plate 3 to the high idle position without being driven by the drive motor 17.

[0049] An opening mechanism is provided in the processing side housing 24, and the opening mechanism is used to actively drive the rotation of the second rotary coupling shaft 23;

[0050] By setting the reversing adjustment mechanism, when the drive motor 17 does not respond to the driving action in time, the throttle shaft 2 can rotate without being restricted by the drive motor 17, and by setting the opening mechanism, the rotation angle of the free throttle shaft 2 is actively set.

[0051] The mounting frame 2 30 is fixed by bolts in the side shell 24, and the encoder 2 31 is fixed by screws on the mounting frame 2 30. The rotor shaft of the encoder 2 31 passes through the mounting frame 1 30 and is connected to the center position of the right end of the rotary shaft 2 23 by an interference key;

[0052] The rotation angle and direction of the rotary shaft 23 are monitored in real time through the encoder 2 31 .

[0053] An annular groove is provided in the air outlet of the throttle housing 1, and a slip ring 38 is fixed in the annular groove with an interference fit. The slip ring 38 is a circular ring structure, and the throttle shaft 2 slides through the slip ring 38. The slip ring 38 is made of graphite copper, which has high strength, high wear resistance, and good self-lubricating properties. A discharge port 39 is provided in the middle of the upper and lower sides of the slip ring 38. The discharge port 39 is an arc-shaped port structure, and the width of the discharge port 39 is less than the thickness of the outer edge of the throttle plate 3 by 0.1 mm. The upper and lower parts of the throttle housing 1 are provided with a carbon deposit softening mechanism along the edge, and the carbon deposit softening mechanism along the edge is used to inject a carbon deposit cleaning agent into the discharge port 39 to soften the carbon deposits at the end of the throttle plate 3 and the matching part of the slip ring 38.

[0054] The carbon deposit softening mechanism discharges the carbon deposit cleaning agent through the discharge port 39 to soften the carbon deposits at the end of the throttle plate 3 and the matching position of the sliding ring 38, thereby effectively alleviating the situation where the throttle plate 3 turns over and gets stuck.

[0055] The bottom screws of the power housing 16 fix the installation box 42, and the development board 43 is fixed to the installation box 42 with insulating pad screws. The development board 43 is provided with a dynamic matching module and a signal control module. The dynamic matching module is used to directly receive the position information of the pedal position sensor and the vehicle speed information of the vehicle speed sensor, so as to calculate and control the operation of the drive motor 17 and the opening mechanism; the signal control module is used to receive the torque information uploaded and input by the torque sensor 18 and the pulse signal input by the encoder 1 21 and the encoder 2 31 in real time, and control the operation of the edge carbon deposition softening mechanism through analysis.

[0056] See also Figure 2 , Figure 4 and Figure 5 A receiving groove is provided in the throttle housing 1 and the side support 4, and a rotating ring 5 is inserted into the receiving groove with interference. The rotating ring 5 is made of graphite copper. A bearing groove is provided on the side of the receiving groove, and a sealed bearing 6 is inserted into the bearing groove with interference. The throttle shaft 2 slides through the rotating ring 5 and is inserted into the inner ring of the sealed bearing 6 with interference.

[0057] Under such an arrangement, the rotation stability of the throttle shaft 2 and the sealing performance of the joint with the throttle housing 1 are guaranteed.

[0058] See also Figure 2 and Fig.10 The screws in the power casing 16 fix the driver 161, which is used to indirectly control the operation of the drive motor 17. The power control input end of the driver 161 is connected to the power controlled end of the drive motor 17 through a power line. The screws in the processing side casing 24 fix the driver 2 32, which is used to indirectly control the operation of the motor 27. The power control input end of the driver 2 32 is connected to the power controlled end of the motor 27 through a power line. The main power input ends of the driver 161 and the driver 2 32 are connected to the power output pile of the car power battery through cables.

[0059] See also Figure 2 , Figure 6 , Figure 7 and Figure 8 The reversing adjustment mechanism includes a matching plate 9 connected to the left end of the rotary coupling shaft 8, and a movable groove 10 is provided on the matching plate 9. The movable groove 10 is a circular groove, and a linkage rod 11 is integrally arranged at the upper and lower parts of the movable groove 10. A mounting groove is provided in the middle of the matching plate 9, and the rotating bottom support ring of the plane thrust bearing 12 is inserted into the mounting groove by interference, and the rotating top support of the plane thrust bearing 12 is inserted into the slot provided at the right end center position of the driving plate 13 by interference; the middle position of the right end of the gear column 15 is connected to the connecting shaft integrally arranged at the left end center position of the driving plate 13 by interference key, and the upper and lower parts of the right end of the driving plate 13 are integrally arranged with a push-rotate rod 14, and the push-rotate rod 14 is inserted into the movable groove 10.

[0060] In the natural state, under the elastic support of the torsion spring 25 , the upper push-rotate rod 14 keeps abutting against the upper linkage rod 11 in the rearward direction, and the lower push-rotate rod 14 keeps abutting against the lower linkage rod 11 in the forward direction.

[0061] See also Figure 2 , Fig.10 and Fig.11 The opening mechanism includes an inner mounting plate 26 fixed by bolts in the processing side shell 24, and a motor 27 is fixed by bolts on the inner mounting plate 26. The motor 27 is a magnetic brake self-locking stepping motor. The rotor shaft of the motor 27 passes through the inner mounting plate 26 and is interference-inserted with a rotary vane 28. A limit rod 29 is integrally arranged on the upper left end of the rotary vane 28. A limit groove 231 is arranged at one end of the rotary coupling shaft 23 and the limit rod 29 is slidably inserted into the limit groove 231. The limit groove 231 is a 95° arc-shaped groove.

[0062] When the motor 27 is running, it can drive the limiting rod 29 to rotate to various positions in the limiting groove 231, so as to limit the maximum rotation angle of the second swivel shaft 23.

[0063] See also Figure 1 , Figure 2 , Figure 3 , Figure 4 and Fig.12 The edge carbon softening mechanism includes a storage chamber 40 arranged in the throttle housing 1 and located outside the slip ring 38. The storage chamber 40 is a semicircular arc groove. The depth of the storage chamber 40 is 0.5 mm. An installation inner hole is arranged on the outside of the storage chamber 40. A one-way valve 41 is screwed in the installation inner hole. The one-way valve 41 is selected to be installed inside the one-way valve to prevent the carbon cleaning agent from flowing back into the discharge pipe 37. The outer port of the installation inner hole is screwed to a pipe 1, and the pipe 37 is inserted into the pipe 1 and tightened with a throat clamp. The discharge pipe 37 is a rubber pipe.

[0064] The carbon deposit softening mechanism along the edge also includes a flushing box 33 fixed by bolts at the upper and lower parts of the throttle housing 1, and a barrier sheet 34 seamlessly welded on the middle side of the flushing box 33. The barrier sheet 34 divides the flushing box 33 into two spaces in the front and back, and the space at the back is used to store carbon deposit cleaning agent; a pipe 2 is integrally arranged on the barrier sheet 34, and one end of the pipe 2 is plugged with a suction pipe 35 through interference fit. The length and direction of the suction pipe 35 are set according to the installation direction of the electronic throttle to ensure that the suction pipe 35 can effectively suck the carbon deposit cleaning agent stored in the space at the back. The suction pipe 35 is located in the back space, and a suction pump 36 is screwed on the barrier sheet 34, and the suction end of the suction pump 36 is sealed and plugged with the pipe 2, and the discharge end of the suction pump 36 is plugged with the drain pipe 37 and clamped by a throat clamp.

[0065] In addition, a dosing port is sealed and threadedly locked at the upper rear end of the flushing box 33. When the cover is opened, carbon deposit cleaning agent can be injected into the space behind. A miniature liquid level sensor is installed at the lowest inhalable liquid level in the space behind the flushing box 33. When carbon deposit cleaning agent contacts the space, no liquid level signal is issued. When no carbon deposit cleaning agent contacts the space, a liquid level signal is issued.

[0066] See also Fig.13 The dynamic matching module includes a position signal receiving module, a pulse signal receiving module and a speed signal receiving module. The position signal receiving module is used to receive the position information input by the pedal position sensor in real time. The transmission line of the pedal position sensor is connected to the signal input end of the branch transmitter, and the signal output end of the branch transmitter is respectively connected to the pedal position signal receiving end of the ETC control module and the signal input pin of the position signal receiving module through the transmission line; the speed signal receiving module is used to receive the vehicle speed information input by the vehicle speed sensor in real time. The transmission line of the vehicle speed sensor is connected to the signal input end of the branch transmitter, and the signal output end of the branch transmitter is respectively connected to the vehicle speed signal receiving end of the ETC control module and the signal input pin of the speed signal receiving module through the transmission line; the pulse signal receiving module is used to receive the rotation angle pulses of encoder 1 21 and encoder 2 31 in real time, and directly convert the rotation angle pulses into corresponding angle values; the transmission line of encoder 2 31 is connected to the signal input end of the branch transmitter, and the signal output end of the branch transmitter is respectively connected to the throttle opening signal receiving end of the ETC control module and the signal input pin of the pulse signal receiving module through the transmission line. The transmission line of encoder 1 21 is connected to the branch transmitter. The signal input end of the transmitter and the signal output end of the branch transmitter are respectively connected to the throttle opening signal receiving end of the ETC control module and the signal input pin of the pulse signal receiving module through transmission lines; the position signal receiving module and the speed signal receiving module are connected to the stall angle processing module, which is used to analyze the pedal position information, vehicle speed information and steering angle signal in real time, and set the stall angle and compensation angle according to the vehicle starting state and the large refueling speed-up standard threshold; the stall angle processing module is connected to the steering speed control module 1 and the steering speed control module 2, and the steering speed control module Module one is used to receive the complementary angle information in real time, and convert the information into a steering speed control signal for controlling the drive motor 17. The signal input end of driver two 32 is connected to the signal tapper, and is connected to the throttle drive control access end of the ETC control module and the signal input pin of the steering speed control module one through the signal input end of the signal tap. The steering speed control module two is used to receive the stall judgment angle information in real time, and convert the information into a steering speed control signal for controlling the motor 27. The signal input end of driver one 161 is connected to the signal input pin of the steering speed control module two through a signal line.

[0067] The stall angle judgment processing module divides the rotation opening of the throttle plate 3 corresponding to the accelerator pedal position into six levels, the sixth level is the lowest position of the accelerator pedal, corresponding to the maximum opening of the throttle plate 3, the first level is the highest position of the accelerator pedal, corresponding to the lowest opening of the throttle plate 3, and each level corresponds to the corresponding degree of reversal of the throttle plate 3. During the processing, when the vehicle speed starts from less than 20km / h or the pedal position is ≥ level 3, the pedal lowering position is directly judged by the stall angle judgment processing module, and the required angle P accumulated to the angle S after the judgment is calculated based on the current throttle plate 3 angle R, which is the stall judgment angle;

[0068] When executing the required P, the angle F given by the reversing adjustment mechanism is the angle E of the driving motor 17 at present to the angle U of the throttle plate 3 at this time, which is a more supplementary angle;

[0069] When the vehicle speed is greater than 20 km / h or the pedal position is less than level 3, the stall angle judgment processing module does not intervene in the processing, and the ETC control module control is the basic control method.

[0070] The steering speed control module 1 directly converts the supplementary angle into the required operating speed and steering of the drive motor 17, and the steering speed control module 2 directly converts the stall judgment angle into the required operating speed and steering of the motor 27.

[0071] Under such a control mode, the redundancy of the control operation of the motor 27 is reduced, so that when the drive motor 17 does not intervene in the opening execution, the motor 27 first executes the flipping of the throttle plate 3 when the vehicle starts and accelerates, and controls the drive motor 17 to follow up until the linkage rod 11 and the push-rotation rod 14 are in contact, effectively replenishing air to the engine, making the gasoline burn more completely and improving the engine performance.

[0072] See also Fig.14 The signal control module includes a pulse signal receiving module and a torque signal receiving module. The pulse signal receiving module is also used to convert the action pulse signal input by the encoder 1 21 and the encoder 2 31 into an action signal in real time. The torque signal receiving module is used to receive the torque signal input by the torque sensor 18 in real time and convert the torque signal into a torque value.

[0073] The pulse signal receiving module is connected to a point control conversion module, which is used to convert the action signal into a point control signal in real time. The point control conversion module and the torque signal receiving module are connected to an analysis and processing module, which is used to compare the torque value when the point hole signal occurs with the standard action torque threshold. The analysis and processing module is connected to a sub-segment control module, which performs sub-segment control on the operation of the suction pump 36 according to the changes in each comparison of the analysis and processing module.

[0074] The standard action torque threshold is the torque threshold output by the drive motor 17 when the throttle plate 3 and the slip ring 38 cooperate normally.

[0075] The signal input end of driver three is connected to the signal output pin of the secondary control module through a signal line, the main power input end of driver three is connected to the 5V power supply of the vehicle power distribution unit through a cable, and the power control output end of driver three is connected to the power controlled end of the suction pump 36 through a cable.

[0076] During the analysis process of the analysis and processing module, when the torque values ​​input together in 8 consecutive point control signals exceed the standard action torque threshold, an execution instruction will be issued to the sub-stage control module; after receiving the execution instruction, the sub-stage control module issues a control instruction to the third drive to control the suction pump 36 to run for 1 second and then stop; 3 minutes after the execution is completed, if the torque value exceeds the standard action torque threshold, the suction pump 36 is controlled to run for 2 seconds until the torque value does not exceed the standard action torque threshold within 3 minutes after the operation is completed.

[0077] In addition, the analysis and processing module also has a liquid level relay processing unit, and the signal input pin of the liquid level relay processing unit is connected to the transmission line of the micro liquid level sensor. When the liquid level relay processing unit obtains the liquid level signal, it will stop all execution instructions of the analysis and processing module.

[0078] The working principle of this embodiment is as follows: under the control of the dynamic matching module, through the cooperation of the reversing adjustment mechanism, when the drive motor 17 does not respond to the driving action in time, the throttle shaft 2 can rotate without being restricted by the drive motor 17, and through the setting of the opening mechanism, the rotation angle of the free throttle shaft 2 is actively set to an opening degree, thereby reducing the redundancy of the motor 27 control operation, so that when the drive motor 17 does not intervene in the opening execution, the motor 27 first executes the flipping of the throttle plate 3 during the vehicle starting state and large refueling and acceleration, and controls the drive motor 17 to follow up until the linkage rod 11 and the push-rotation rod 14 are in contact, thereby effectively replenishing air to the engine, making the gasoline burn more fully and improving the engine performance.

[0079] Under the control of the signal control module, when the torque value uploaded by the torque sensor 18 exceeds the standard action torque threshold, the edge carbon deposit softening mechanism discharges the carbon deposit cleaning agent through the discharge port 39 to soften the carbon deposits at the end of the throttle plate 3 and the fitting place of the slip ring 38, thereby effectively alleviating the situation where the throttle plate 3 flips and gets stuck.

[0080] The above description is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention.

Claims

1. An electronic throttle body, characterized in that: It comprises a throttle housing (1), a throttle shaft (2) rotatably arranged in the air outlet of the throttle housing (1), a throttle plate (3) mounted on the throttle shaft (2), and a butt joint (101) arranged at one end of the air outlet of the throttle housing (1); A transmission side housing (7) is provided on one side of the throttle housing (1), a gear column (15) is rotatably provided on one side of the transmission side housing (7), a power housing (16) is provided on one side of the lower part of the transmission side housing (7), a drive motor (17) is provided in the power housing (16), a torque sensor (18) is provided on one side of the power housing (16), and the torque sensor (18) is used to detect the torsional resistance during the rotation of the drive motor (17) drive gear (19); the rotor shaft of the drive motor (17) passes through the power housing (16) and is connected to the power input shaft of the torque sensor (18), the power output shaft of the torque sensor (18) is connected to the middle shaft and the gear (19) is installed through the middle shaft, and a rack (22) is slidably provided in the transmission side housing (7), and the rack (22) is meshed with the gear column (15) and the gear (19); A mounting frame (20) is provided on one side of the transmission side housing (7) and close to the gear (19), an encoder (21) is provided on the mounting frame (20), and a moving shaft of the encoder (21) is connected to the center position of one end of the central shaft; A reversing adjustment mechanism is provided between the gear column (15) and the rotary shaft (8), and the reversing adjustment mechanism is used to transmit the power of the gear column (15) to the rotary shaft (8) in real time, and to yield when the driving motor (17) is not driving; A side support (4) is provided on the other side of the throttle housing (1); a second rotary shaft (23) is connected to the center of the other end of the throttle shaft (2); a processing side housing (24) is installed on one end of the side support (4); a torsion spring (25) is sleeved on the second rotary shaft (23), and two ends of the torsion spring (25) are respectively connected to the second rotary shaft (24) and one end of the side housing (24); An opening mechanism is provided in the processing side shell (24), and the opening mechanism is used to actively drive the rotation of the second rotary shaft (23); A second mounting frame (30) is also provided in the side shell (24), and a second encoder (31) is provided on the second mounting frame (30). The rotor shaft of the second encoder (31) passes through the first mounting frame (30) and is connected to the center position of one end of the second rotary shaft (23); A slip ring (38) is arranged in the air port of the throttle housing (1), a discharge port (39) is arranged in the middle of the slip ring (38), and carbon deposit softening mechanisms along the edges are arranged at the upper and lower parts of the throttle housing (1), and the carbon deposit softening mechanisms along the edges are used to inject a carbon deposit cleaning agent into the discharge port (39) to soften the carbon deposits at the end of the throttle plate (3) and the slip ring (38); The bottom of the power housing (16) is provided with an installation box (42), a development board (43) is provided in the installation box (42), and a dynamic matching module and a signal control module are provided on the development board (43). The dynamic matching module is used to directly receive the position information of the pedal position sensor and the vehicle speed information of the vehicle speed sensor to calculate and control the operation of the drive motor (17) and the opening mechanism; the signal control module is used to receive the torque information uploaded by the torque sensor (18) and the pulse signals input by the encoder 1 (21) and the encoder 2 (31) in real time, and control the operation of the edge carbon deposition softening mechanism through analysis.

2. An electronic throttle body according to claim 1, characterized in that: The throttle housing (1) and the side support (4) are provided with a receiving groove, a rotating ring (5) is provided in the receiving groove, a bearing groove is provided on the side of the receiving groove, a sealing bearing (6) is provided in the bearing groove, and the throttle shaft (2) passes through the inner rings of the rotating ring (5) and the sealing bearing (6).

3. An electronic throttle body according to claim 2, characterized in that: A driver 1 (161) is arranged in the power housing (16), and the driver 1 (161) is used to indirectly control the operation of the drive motor (17). A driver 2 (32) is arranged in the processing side housing (24), and the driver 2 (32) is used to indirectly control the operation of the motor (27).

4. An electronic throttle body according to claim 3, characterized in that: The reversing adjustment mechanism comprises a matching disc (9) connected to one end of a rotary shaft (8), a movable groove (10) is provided on the matching disc (9), and linkage rods (11) are provided at the upper and lower parts of the movable groove (10), a mounting groove is provided in the middle of the matching disc (9), and a plane thrust bearing (12) is provided in the mounting groove, a driving disc (13) is provided at one end of the gear column (15), and a push-rotation rod (14) is provided at the upper and lower parts of one end of the driving disc (13), and the push-rotation rod (14) is inserted into the movable groove (10).

5. An electronic throttle body according to claim 4, characterized in that: The opening mechanism comprises an inner mounting plate (26) mounted in the processing side shell (24), a motor (27) being arranged on the inner mounting plate (26), a rotor shaft of the motor (27) passing through the inner mounting plate (26) and being connected to a rotary vane (28), one end of the rotary vane (28) being connected to a limiting rod (29), one end of the second rotary shaft (23) being provided with a limiting groove (231) and the limiting rod (29) being inserted into the limiting groove (231).

6. An electronic throttle body according to claim 5, characterized in that: The edge carbon deposit softening mechanism comprises a storage chamber (40) arranged in the throttle housing (1) and located outside the slip ring (38); the storage chamber (40) is provided with an installation inner hole on the outside, a one-way valve (41) is installed in the installation inner hole, and the outer port of the installation inner hole is connected to a pipe 1, and the pipe 1 is connected to a discharge pipe (37); The carbon deposit softening mechanism along the edge also includes a flushing box (33) arranged at the upper and lower parts of the throttle housing (1), a baffle plate (34) is installed on one side of the flushing box (33), a second pipe connection is arranged on the baffle plate (34), one end of the second pipe connection is connected to a suction pipe (35), a suction pump (36) is arranged on the baffle plate (34), and the suction end of the suction pump (36) is connected to the other end of the pipe connection to the second pipe connection, and the discharge end of the suction pump (36) is connected to a discharge pipe (37).

7. An electronic throttle body according to claim 6, characterized in that: The dynamic matching module comprises a position signal receiving module, a pulse signal receiving module and a speed signal receiving module. The position signal receiving module is used to receive the position information input by the pedal position sensor in real time, the speed signal receiving module is used to receive the vehicle speed information input by the vehicle speed sensor in real time, and the pulse signal receiving module is used to receive the rotation angle pulses of encoder 1 (21) and encoder 2 (31) in real time, and directly convert the rotation angle pulses into corresponding angle values; the position signal receiving module and the speed signal receiving module are connected to the stall angle processing module, and the stall angle processing module The angle processing module is used for real-time analysis of pedal position information, vehicle speed information and steering angle signals, and sets a stall judgment angle and a compensation angle according to a vehicle starting state and a large refueling speed-up standard threshold; the stall judgment angle processing module is connected to a steering speed control module 1 and a steering speed control module 2, the steering speed control module 1 is used for real-time reception of compensation angle information and conversion of the information into a steering speed control signal for controlling a drive motor (17), and the steering speed control module 2 is used for real-time reception of stall judgment angle information and conversion of the information into a steering speed control signal for controlling a motor (27).

8. An electronic throttle body according to claim 7, characterized in that: The signal control module comprises a pulse signal receiving module and a torque signal receiving module. The pulse signal receiving module is also used to convert the action pulse signal input in real time by the encoder 1 (21) and the encoder 2 (31) into an action signal. The torque signal receiving module is used to receive the torque signal input in real time by the torque sensor (18) and convert the torque signal into a torque value. The pulse signal receiving module is connected to a point control conversion module, and the point control conversion module is used to convert the action signal into a point control signal in real time. The point control conversion module and the torque signal receiving module are connected to an analysis and processing module, and the analysis and processing module is used to compare the torque value when the point hole signal occurs with the standard action torque threshold. The analysis and processing module is connected to a sub-stage control module, and the sub-stage control module performs sub-stage control on the operation of the suction pump (36) according to the comparison changes of the analysis and processing module each time.

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