Automobile throttle valve

Abstract

The utility model discloses an automobile throttle valve, which belongs to the technical field of automobile accessories and comprises a throttle valve body, a throttle valve sheet, a throat and a throttle valve shaft, a mounting block is arranged at one end of the throttle valve shaft close to a driving structure, and limit keys are formed by two end faces of the mounting block and the end portion of the throttle valve shaft. A plurality of arc-shaped limiting grooves are formed in the periphery of the mounting block at intervals, a fixing block used for mounting the throttle shaft is arranged at the joint of the driving structure and the throttle shaft, a fixing groove is formed in the fixing block, and a plurality of limiting convex rings matched with the arc-shaped limiting grooves are arranged on the inner circumference of the fixing groove. The end of the throttle shaft is arranged in the fixing block in a penetrating mode, the inner walls of the two sides of the fixing groove make contact with the limiting key, positioning is provided for installation of the throttle shaft, shaking of the throttle shaft in the rotating process is effectively reduced, when the installation block is arranged in the fixing block in a penetrating mode, it is guaranteed that the throttle shaft is always in linkage with the driving structure, and the safety of the throttle shaft is guaranteed. The loosening risk of the throttle valve shaft is reduced, and the stability of the throttle valve is improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, specifically to an automotive throttle body. Background Technology

[0002] The throttle body is connected to the air filter or intercooler at one end and to the engine intake manifold at the other, and is known as the throat of the car engine. There are two types of throttle bodies: traditional cable-operated and electronic. The traditional cable-operated throttle body works by pulling a cable (soft steel wire) or a lever, with one end connected to the accelerator pedal and the other end connected to the throttle linkage plate.

[0003] Chinese utility model patent publication number "CN206668413U" discloses an electronic throttle valve for vehicles, including a throttle body, an end cover connected to the throttle body, a DC motor and a gear transmission mechanism connected to the inside of the throttle body; the gear transmission mechanism includes a motor gear connected to the output end of the DC motor, a first intermediate gear meshing with the motor gear, a second intermediate gear coaxial with the first intermediate gear, a sector tooth meshing with the second intermediate gear, and a valve shaft on the left that meshes with the sector tooth, with a valve plate in the middle of the valve shaft, the valve plate cooperating with the gas passage.

[0004] However, the aforementioned throttle valve shaft is directly connected to the sector teeth at its end during installation, resulting in poor connection stability. Over long-term use, wear will occur at the fixing point between the valve shaft and the sector teeth, reducing the linkage between them and decreasing the valve plate's opening and closing angle, thus degrading throttle performance. Furthermore, according to the instruction manual... Figure 2 Included with instruction manual Figure 4 It can be seen that the reset torsion spring in the gear transmission mechanism is irregularly shaped, and the reset torsion spring undergoes elastic deformation and reset only through the baffle of the half gear, resulting in low stability of the reset torsion spring.

[0005] Therefore, it is necessary to improve upon the aforementioned shortcomings. Utility Model Content

[0006] The purpose of this invention is to provide a throttle shaft that is fixed and stable to the drive structure, and a return torsion spring that is stable in position and has good deformation capability, so as to solve the above-mentioned problems existing in the prior art.

[0007] To achieve the above objectives, the technical solution adopted by this utility model is as follows: a car throttle body, including a throttle body, a throttle plate, a throat, and a throttle shaft. The throat is located on one side of the throttle body and penetrates through the throttle body. The throttle plate is fixedly connected to the throttle shaft and placed at the bottom of the throat. The throttle body is provided with a drive structure that can drive the throttle shaft to rotate. A mounting block is provided at one end of the throttle shaft near the drive structure. The end faces of the mounting block and the ends of the throttle shaft form limiting keys. Several arc-shaped limiting grooves are provided around the periphery of the mounting block. A fixing block for mounting the throttle shaft is provided at the connection between the drive structure and the throttle shaft. The fixing block has a fixing groove, and several limiting protrusions that cooperate with the arc-shaped limiting grooves are provided inside the fixing groove.

[0008] By adopting the above technical solution: the end of the throttle shaft passes through the fixed block, and the inner walls on both sides of the fixed groove contact the limiting key, which provides positioning for the installation of the throttle shaft and effectively reduces the shaking of the throttle shaft during rotation. When the mounting block passes through the fixed block, the limiting convex ring is engaged in the arc-shaped limiting groove to limit the axial direction of the throttle shaft, preventing the throttle shaft from displacing in the axial direction, ensuring that the throttle shaft always maintains linkage with the drive structure, reducing the risk of loosening of the throttle shaft and improving the stability of the throttle.

[0009] The aforementioned automotive throttle body can be further configured as follows: a through-hole is provided at the throat, a mounting post is provided at the end of the throttle shaft away from the mounting block, the mounting post is inserted into the through-hole, a keyway is provided at the end of the mounting post, a first bearing that abuts against the throttle body is inserted through the throttle shaft, a second bearing is inserted through the mounting post, a limit nut is provided on the side of the mounting post away from the second bearing, a mounting groove is provided in the middle of the throttle shaft, the throttle plate is inserted into the mounting groove, a hinge hole is provided perpendicular to the mounting groove on the throttle shaft, and a hinge bolt is hinged in the hinge hole.

[0010] By adopting the above technical solution—with one end of the throttle shaft linked to the drive structure and the other end rotatably connected to the through-hole—the installation accuracy of the throttle shaft is improved, ensuring the sealing performance during throttle plate rotation. The first and second bearings reduce friction between the throttle shaft and the throttle body, ensuring smooth rotation of the throttle shaft, while also distributing the load, preventing shaft deflection caused by the cantilever structure, extending service life, and reducing vibration and noise. Simultaneously, the limit nut prevents axial movement of the throttle shaft, ensuring its stable position. Furthermore, the throttle plate is inserted into the mounting groove in the middle and detachably connected to the throttle shaft via a hinge bolt, enhancing blade rigidity, preventing loosening or deformation, and improving throttle control accuracy.

[0011] The aforementioned automotive throttle body can be further configured as follows: the drive structure includes a drive control box disposed on one side of the throttle body and a drive motor disposed within the throttle body. The drive motor includes a central shaft, the throttle shaft penetrates the throttle body and is placed inside the drive control box, the central shaft and the throttle shaft are linked together by a drive gear set, the drive gear set is placed inside the drive control box, the drive control box is fixedly provided with a control box housing, the control box housing is provided with a drive control module on the side facing the drive control box, and the drive control module is electrically connected to the drive motor.

[0012] By adopting the above technical solution: the drive motor is linked to the gear set of the central shaft and the rotating shaft. The housing provides protection for the drive control module and the motor, while facilitating maintenance and repair. The drive control module is electrically connected to the drive motor, enabling the control module to quickly adjust the motor output according to driving needs, thereby improving the engine response speed and performance.

[0013] The aforementioned automotive throttle body can be further configured as follows: the drive control module includes a connection slot located on the side of the control box housing facing the drive control box, a control chip is provided in the connection slot, the control chip is electrically connected to a first pin, a connection port is provided on the outer periphery of the control box housing, the first pin extends into the connection port, the control chip is also provided with a second pin, the drive motor is located inside the drive control box and is provided with a connection pin, and the second pin is electrically connected to the connection pin.

[0014] By adopting the above technical solution: the control chip is embedded in the connection slot of the control box shell and fixed in an integrated manner with the shell structure, avoiding chip detachment or poor contact due to vibration. It is electrically connected to external devices through the first pin and electrically connected to the drive motor through the second pin, so that the connection port can supply power to both the control chip and the drive motor at the same time.

[0015] The aforementioned automotive throttle body can be further configured as follows: the drive control box has a shaft cavity, and a shaft sleeve for the throttle body shaft to pass through is provided in the middle of the shaft cavity. The drive gear set includes a half gear sleeved on one end of the throttle body shaft located inside the drive control box. A fixing block is provided on the side of the half gear near the throttle body shaft. The fixing block passes through the shaft sleeve. Half teeth are provided on the periphery of the half gear. A gear shaft is provided inside the drive control box. A first driven wheel is sleeved on the gear shaft. The first driven wheel meshes with the half gear. A second driven wheel is fixedly provided on one side of the first driven wheel. A driving wheel is sleeved on the central shaft. The second driven wheel meshes with the driving wheel, causing the drive motor to drive the throttle body shaft to rotate.

[0016] By adopting the above technical solution: the shaft sleeve provides precise positioning and support for the throttle shaft, reduces radial runout during rotation, and ensures transmission stability. At the same time, the meshing of the half gear with the first driven gear and the further meshing of the second driven gear with the driving gear form a gear transmission. The reasonable layout of the gear shaft and gears enhances the structural compactness and reliability of the system, reduces friction and energy loss between components, and improves transmission efficiency.

[0017] The aforementioned automotive throttle valve can be further configured as follows: a reset torsion spring is sleeved on the outer periphery of the fixed block, the reset torsion spring includes a first torsion spring support leg and a second torsion spring support leg, a stop block is provided on the inner wall of the shaft cavity, the first torsion spring support leg and the second torsion spring support leg respectively abut against the two sides of the stop block, a fan-shaped support leg is provided on the end face of one side of the fixed block, the first torsion spring support leg abuts against the bottom of the fan-shaped support leg, and the second torsion spring support leg abuts against the end of the fan-shaped support leg away from the first torsion spring support leg.

[0018] By adopting the above technical solution: when installing the reset torsion spring, the first torsion spring support foot abuts against the bottom of the stop block, and the second torsion spring support foot abuts against the end of the stop block to initially position the reset torsion spring. Then, the half gear is installed at the sleeve, with the first torsion spring support foot abutting against the bottom of the sector support foot and the second torsion spring support foot abutting against the end of the sector support foot, forming a bidirectional elastic constraint. When the drive motor drives the half gear to rotate, the first torsion spring support foot and the sector support foot are linked, which effectively ensures the torsional performance of the reset torsion spring, prevents the reset torsion spring from shifting, and improves the throttle reciprocating switching capability.

[0019] The aforementioned automotive throttle valve can be further configured such that: a first bushing and a second bushing pass through both ends of the return torsion spring, and both ends of the return torsion spring abut against the inner end faces of the first bushing and the second bushing respectively; and the drive control box has a first limit block and a second limit block on the side of the shaft cavity for limiting the rotation of the half gear and contacting both ends of the half gear.

[0020] By adopting the above technical solution: the first bushing and the second bushing can reduce the friction between the two ends of the return torsion spring and the throttle body when torsion, prevent the throttle body from being severely worn when opening and closing, and extend the service life of the throttle body. In addition, the first limit block and the second limit block are fixed to the side wall of the shaft cavity, and can contact the two ends of the half teeth of the half gear when the half gear rotates, forming a physical stop, limiting the rotation angle of the throttle shaft, and avoiding mechanical overtravel caused by gear meshing failure or sensor failure.

[0021] The aforementioned automotive throttle body can be further configured such that: the throttle body has several connecting ears on the outer periphery of the throat, the connecting ears have connecting holes for connecting with automotive components, and the throat end has several spaced annular protrusions on its periphery.

[0022] By adopting the above technical solution: the setting of connecting ears and connecting holes ensures a stable connection between the throttle body and other automotive components. The connecting ears make the installation and removal of the throttle body more convenient, improving maintenance efficiency and operability. In addition, the annular protrusion can provide a positioning and fixing base when the throttle body is connected to other components, and provide a certain tightening force during installation to ensure that the throttle body will not loosen or shift due to vibration or other external forces during operation.

[0023] The beneficial effects of this utility model are as follows:

[0024] First, the arc-shaped limiting groove of the mounting block engages with the limiting convex ring of the fixing block to achieve axial limiting of the throttle shaft and prevent axial movement. The inner walls on both sides of the fixing groove contact the limiting key to provide radial positioning and reduce rotational wobble. At the same time, the first and second bearings distribute the load on the throttle shaft and reduce friction, and the limiting nut locks the end of the mounting post to form a rigid structure against bending, avoiding throttle shaft deformation caused by cantilever effect and improving the sealing performance and reciprocating motion accuracy of the throttle.

[0025] Secondly, the half-gear transmits power through a half-tooth engagement with the first driven gear, while the second driven gear and the driving gear form a two-stage reduction, enhancing transmission efficiency. The return torsion spring effectively limits the overtravel of the half-gear through double limit blocks. In addition, the two legs of the return torsion spring abut against the sector-shaped legs and the stop block of the half-gear, releasing stored energy to drive the throttle valve back to its original position when power is off. At the same time, the limit blocks rigidly stop the half-gear, ensuring safety under extreme operating conditions.

[0026] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the throttle valve of this utility model;

[0028] Figure 2 This is a schematic diagram showing the disassembled throttle valve of this utility model;

[0029] Figure 3 This is a schematic diagram of the throttle valve shaft structure of this utility model;

[0030] Figure 4 This is a schematic diagram of the throttle body structure of this utility model;

[0031] Figure 5 This is a schematic diagram of the overall drive structure of this utility model;

[0032] Figure 6 This is a schematic diagram of the gear set of this utility model;

[0033] Figure 7 This is a schematic diagram of the control module of this utility model;

[0034] Figure 8 This is a schematic diagram of the resetting torsion spring of this utility model;

[0035] Figure 9 This is a schematic diagram of the assembly of the reset torsion spring and the half gear of this utility model.

[0036] Label annotations: Throttle body 1, Throat 2, Through part 21, Connecting ear 22, Connecting hole 23, Annular protrusion 24, Throttle shaft 3, Mounting block 31, Limit key 311, Limit groove 312, Mounting post 32, Keyway 321, First bearing 33, Second bearing 34, Limit nut 35, Mounting groove 36, Hinge hole 37, Hinge bolt 38, Throttle plate 4, Drive structure 5, Fixing block 51, Fixing groove 511, Limiting ring 512, Drive control box 52, Shaft cavity 521, Shaft cylinder 522, Stop block 523, First limit block 524, ... Two limit blocks 525, drive motor 53, central shaft 531, connecting foot 532, gear set 54, half gear 541, half cleat 5411, sector foot 5412, gear shaft 542, first driven wheel 543, second driven wheel 544, driving wheel 545, control box housing 55, connection port 551, control module 56, connection slot 561, control chip 562, first pin 563, second pin 564, reset torsion spring 57, first torsion spring foot 571, second torsion spring foot 572, first bushing 573, second bushing 574. Detailed Implementation

[0037] The technical solutions in the embodiments of this utility model will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0038] like Figures 1 to 9The illustrated automotive throttle body includes a throttle body 1, a throat 2, a throttle shaft 3, and a throttle plate 4. The throat 2 is located on one side of the throttle body 1 and penetrates through the throttle body 1. The throttle plate 4 is fixedly connected to the throttle shaft 3 and placed at the bottom of the throat 2. The throttle body 1 is provided with a drive structure 5 that can drive the throttle shaft 3 to rotate. The throttle shaft 3 is provided with a mounting block 31 near the drive structure 5. The end faces of the mounting block 31 and the end of the throttle shaft 3 form a limiting key 311. The periphery of the mounting block 31 is provided with a plurality of spaced arc-shaped limiting grooves 312. The connection between the drive structure 5 and the throttle shaft 3 is provided with a fixing block 51 for mounting the throttle shaft 3. The fixing block 51 has a fixing groove 511. The inner periphery of the fixing groove 511 is provided with a plurality of limiting protrusions 512 that cooperate with the arc-shaped limiting grooves 312. The end of the throttle shaft 3 passes through the fixing block 51. The inner walls on both sides of the fixing groove 511 contact the limiting key 311, which provides positioning for the installation of the throttle shaft 3 and effectively reduces the shaking of the throttle shaft 3 during rotation. When the mounting block 31 passes through the fixing block 51, the limiting convex ring 512 is engaged in the arc-shaped limiting groove to limit the axial direction of the throttle shaft 3, preventing the throttle shaft 3 from displacing in the axial direction, ensuring that the throttle shaft 3 always maintains linkage with the drive structure 5, reducing the risk of loosening of the throttle shaft 3 and improving the stability of the throttle.

[0039] The throat 2 is provided with a through part 21. The throttle shaft 3 is provided with a mounting post 32 at the end away from the mounting block 31. The mounting post 32 is inserted into the through part 21. A keyway 321 is provided at the end of the mounting post 32. A first bearing 33 that abuts against the throttle body 1 is inserted through the throttle shaft 3. A second bearing 34 is inserted through the mounting post 32. A limit nut 35 is provided on the side of the mounting post 32 away from the second bearing 34. A mounting groove 36 is provided in the middle of the throttle shaft 3. The throttle plate 4 is inserted into the mounting groove 36. A hinge hole 37 is provided perpendicular to the mounting groove 36. A hinge bolt 38 is hinged in the hinge hole 37. One end of the throttle shaft 3 is linked to the drive structure 5, while the other end is rotatably connected to the through part 21. This improves the installation accuracy of the throttle shaft 3 and ensures the sealing performance of the throttle plate 4 during rotation. The first bearing 33 and the second bearing 34 reduce the friction between the throttle shaft 3 and the throttle body 1, ensuring smooth rotation of the throttle shaft 3. They also distribute the load, preventing shaft deflection caused by the cantilever structure, extending service life, and reducing vibration and noise. Meanwhile, the limit nut 35 prevents axial movement of the throttle shaft 3, ensuring the stability of its position. In addition, the throttle plate 4 is inserted into the mounting groove 36 in the middle and is detachably connected to the throttle shaft 3 via the hinge bolt 38. This enhances the rigidity of the blade, prevents loosening or deformation, and improves the throttle control accuracy.

[0040] The drive structure 5 includes a drive control box 52 located on one side of the throttle body 1 and a drive motor 53 located within the throttle body 1. The drive motor 53 includes a central shaft 531, with a throttle shaft 3 penetrating the throttle body 1 and positioned within the drive control box 52. The central shaft 531 and the throttle shaft 3 are linked by a drive gear set 54, which is located within the drive control box 52. The drive control box 52 is fixedly equipped with a control box housing 55. A drive control module 56 is located on the side of the control box housing 55 facing the drive control box 52. The drive control module 56 is electrically connected to the drive motor 53. The drive motor 53 is linked to the gear set 54 on the rotating shaft via the central shaft 531. The housing provides protection for the drive control module 56 and the motor while facilitating maintenance and repair. The electrical connection between the drive control module 56 and the drive motor 53 allows the control module 56 to quickly adjust the motor output according to driving needs, improving engine response speed and performance.

[0041] The drive control module 56 includes a connection slot 561 located on the side of the control box housing 55 facing the drive control box 52. A control chip 562 is housed within the connection slot 561. The control chip 562 is electrically connected to a first pin 563. A connection port 551 is located on the outer periphery of the control box housing 55. The first pin 563 extends into the connection port 551. The control chip 562 also has a second pin 564. The drive motor 53 is located within the drive control box 52 and has a connection pin 532. The second pin 564 is electrically connected to the connection pin 532. The control chip 562 is embedded in the connection slot 561 of the control box housing 55, integrally fixed with the housing structure to prevent chip detachment or poor contact due to vibration. It is electrically connected to external devices via the first pin 563, and simultaneously electrically connected to the connection pin 532 of the drive motor 53 via the second pin 564, enabling the connection port 551 to simultaneously supply power to both the control chip 562 and the drive motor 53.

[0042] The drive control box 52 is provided with a shaft cavity 521. A shaft sleeve 522 for the throttle shaft 3 to pass through is provided in the middle of the shaft cavity 521. The drive gear set 54 includes a half gear 541 sleeved on one end of the throttle shaft 3 located inside the drive control box 52. A fixing block 51 is provided on the side of the half gear 541 near the throttle shaft 3. The fixing block 51 passes through the shaft sleeve 522. Half teeth 5411 are provided on the periphery of the half gear 541. A gear shaft 542 is provided inside the drive control box 52. A first driven wheel 543 is sleeved on the gear shaft 542. The first driven wheel 543 meshes with the half gear 541. A second driven wheel 544 is fixedly provided on one side of the first driven wheel 543. A driving wheel 545 is sleeved on the central shaft 531. The second driven wheel 544 meshes with the driving wheel 545, which enables the drive motor 53 to drive the throttle shaft 3 to rotate. The shaft sleeve 522 provides precise positioning and support for the throttle shaft 3, reducing radial runout during rotation and ensuring transmission stability. At the same time, the meshing of the half gear 541 with the first driven gear 543 and the further meshing of the second driven gear 544 with the driving gear 545 form a gear transmission. The reasonable layout of the gear shaft 542 and the gears enhances the structural compactness and reliability of the system, reduces friction and energy loss between components, and improves transmission efficiency.

[0043] A reset torsion spring 57 is sleeved on the outer periphery of the fixing block 51. The reset torsion spring 57 includes a first torsion spring support leg 571 and a second torsion spring support leg 572. A stop block 523 is provided on the inner wall of the shaft cavity 521. The first torsion spring support leg 571 and the second torsion spring support leg 572 abut against the two sides of the stop block 523 respectively. A fan-shaped support leg 5412 is provided on the end face of one side of the fixing block 51. The first torsion spring support leg 571 abuts against the bottom of the fan-shaped support leg 5412, and the second torsion spring support leg 572 abuts against the end of the fan-shaped support leg 5412 away from the first torsion spring support leg 571. When the reset torsion spring 57 is installed, the first torsion spring support leg 571 abuts against the bottom of the stop block 523, and the second torsion spring support leg 572 abuts against the end of the stop block 523 to initially position the reset torsion spring 57. Then, the half gear 541 is installed on the sleeve, with the first torsion spring support leg 571 abutting against the bottom of the sector-shaped support leg 5412 and the second torsion spring support leg 572 abutting against the end of the sector-shaped support leg 5412, forming a bidirectional elastic constraint. When the drive motor 53 drives the half gear 541 to rotate, the first torsion spring support leg 571 and the sector-shaped support leg 5412 are linked, which effectively ensures the torsional performance of the reset torsion spring 57, prevents the reset torsion spring 57 from shifting, and improves the throttle reciprocating switching capability.

[0044] The return torsion spring 57 has a first bushing 573 and a second bushing 574 passing through its two ends. The two ends of the return torsion spring 57 abut against the inner end faces of the first bushing 573 and the second bushing 574, respectively. The drive control box 52 has a first limiting block 524 and a second limiting block 525 on the side of the shaft cavity 521 to limit the rotation of the half gear 541 and contact the two ends of the half-clamping teeth 5411. The first bushing 573 and the second bushing 574 can reduce the friction between the two ends of the return torsion spring 57 and the throttle body 1 when it is twisted, prevent the throttle body 1 from being severely worn when it is opened and closed, and extend the service life of the throttle body. In addition, the first limiting block 524 and the second limiting block 525 are fixed to the side wall of the shaft cavity 521. When the half gear 541 rotates, they can contact the two ends of the half-clamping teeth 5411 of the half gear 541 to form a physical stop, limit the rotation angle of the throttle shaft 3, and avoid mechanical overtravel caused by gear meshing failure or sensor failure.

[0045] The throttle body 1 has several connecting ears 22 on the outer periphery of the throat 2, and each connecting ear 22 has a connecting hole 23 for connecting with automotive components. The connecting ears 22 and connecting holes 23 ensure a secure connection between the throttle body and other automotive components. The connecting ears 22 make the installation and removal of the throttle body more convenient, improving maintenance efficiency and operability. Several spaced annular protrusions 24 are provided on the periphery of the end of the throat 2. These annular protrusions 24 provide a positioning and fixing base when the throttle body is connected to other components, and provide a certain tightening force during installation to ensure that the throttle body will not loosen or shift due to vibration or other external forces during operation.

Claims

1. A throttle body for automobiles, comprising a throttle body, a throttle plate, a throat, and a throttle shaft, wherein the throat is disposed on one side of the throttle body and penetrates the throttle body, the throttle plate is fixedly connected to the throttle shaft and placed at the bottom of the throat, and the throttle body is provided with a drive structure capable of driving the throttle shaft to rotate, characterized in that: The throttle shaft is provided with a mounting block at one end near the drive structure. The end faces of the mounting block and the end of the throttle shaft form a limiting key. The periphery of the mounting block is provided with a number of spaced arc-shaped limiting grooves. The connection between the drive structure and the throttle shaft is provided with a fixing block for mounting the throttle shaft. The fixing block has a fixing groove, and the inner periphery of the fixing groove is provided with a number of limiting protrusions that cooperate with the arc-shaped limiting grooves.

2. The automotive throttle valve according to claim 1, characterized in that: The throat is provided with a through-hole, and the throttle shaft is provided with a mounting post at the end away from the mounting block. The mounting post is inserted into the through-hole, and a keyway is provided at the end of the mounting post. The throttle shaft is provided with a first bearing that abuts against the throttle body, and the mounting post is provided with a second bearing. A limit nut is provided on the side of the mounting post away from the second bearing. The throttle shaft is provided with a mounting groove in the middle, and the throttle plate is inserted into the mounting groove. The throttle shaft is provided with a hinge hole perpendicular to the mounting groove, and a hinge bolt is hinged in the hinge hole.

3. The automotive throttle valve according to claim 2, characterized in that: The drive structure includes a drive control box disposed on one side of the throttle body and a drive motor disposed within the throttle body. The drive motor includes a central shaft, and the throttle shaft penetrates the throttle body and is placed inside the drive control box. The central shaft and the throttle shaft are linked together by a drive gear set, which is placed inside the drive control box. The drive control box is fixedly provided with a control box housing, and a drive control module is provided on the side of the control box housing facing the drive control box. The drive control module is electrically connected to the drive motor.

4. The automotive throttle valve according to claim 3, characterized in that: The drive control module includes a connection slot disposed on the side of the control box housing facing the drive control box. A control chip is disposed in the connection slot. The control chip is electrically connected to a first pin. A connection port is disposed on the outer periphery of the control box housing. The first pin extends into the connection port. The control chip is also provided with a second pin. The drive motor is located inside the drive control box and is provided with a connection foot. The second pin is electrically connected to the connection foot.

5. The automotive throttle valve according to claim 3, characterized in that: The drive control box is provided with a shaft cavity, and a shaft sleeve for the throttle shaft to pass through is provided in the middle of the shaft cavity. The drive gear set includes a half gear sleeved on one end of the throttle shaft located inside the drive control box. A fixing block is provided on the side of the half gear near the throttle shaft. The fixing block passes through the shaft sleeve. Half teeth are provided on the periphery of the half gear. A gear shaft is provided inside the drive control box. A first driven wheel is sleeved on the gear shaft. The first driven wheel meshes with the half gear. A second driven wheel is fixedly provided on one side of the first driven wheel. A driving wheel is sleeved on the central shaft. The second driven wheel meshes with the driving wheel, enabling the drive motor to drive the throttle shaft to rotate.

6. The automotive throttle body according to claim 5, characterized in that: A reset torsion spring is sleeved on the outer periphery of the fixed block. The reset torsion spring includes a first torsion spring support and a second torsion spring support. A stop block is provided on the inner wall of the shaft cavity. The first torsion spring support and the second torsion spring support abut against the two sides of the stop block, respectively. A fan-shaped support is provided on the end face of one side of the fixed block. The first torsion spring support abuts against the bottom of the fan-shaped support, and the second torsion spring support abuts against the end of the fan-shaped support away from the first torsion spring support.

7. The automotive throttle body according to claim 6, characterized in that: The reset torsion spring has a first bushing and a second bushing passing through its two ends. The two ends of the reset torsion spring abut against the inner end faces of the first bushing and the second bushing, respectively. The drive control box has a first limit block and a second limit block on the side of the shaft cavity for limiting the rotation of the half gear and contacting the two ends of the half gear.

8. The automotive throttle body according to any one of claims 1 to 7, characterized in that: The throttle body has several connecting ears on the outer periphery of the throat, the connecting ears have connecting holes for connecting with automotive parts, and the end of the throat has several spaced annular protrusions.

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