MXPA99010536A - Torsion engine and body of integrated string, improved - Google Patents

Abstract

An electrically operated throttle valve assembly 110, having a throttle shaft 18 with an outwardly extending portion of the throttle body 12. The rotor 166 is mounted in the extending portion of the arrow 18. A housing 80 concentrically surrounds the motor 166 and includes a rear wall 86 to which the stator 134. is attached. The stator 134, having a plurality of circumferentially spaced pole segments 136, 138, each with a coil 148, 150, is mounted on the rear wall 86 in cantilever on a second arrow 92 and concentrically within the motor 166. The hollow cylindrical motor 166 with several magnets 72, 71 arranged around the inner periphery has a radial weft flange 168, and a hub 170 which is attached in a driven manner at one end of the extending portion of the arrow 18, with the motor 166 nested on the stator pole segments 136, 138. The orientation of the magnets of m otor 72, and the stator pole segments 136, 138 with the choke plate 16 is inherent in the assembly. No post-assembly calibration is necessary

Description

INTEGRATED, IMPROVED TORSION ENGINE AND STRANGULLER BODY BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates generally to air intake or throttling valves, and particularly to throttle valves of the butterfly type, used to control the inflow of air to a Internal combustion engine. 2. Description of Related Art In recent times, with the advent of on-board microprocessor controllers for vehicle engines, it has been desired to provide electrically operated control of the throttle of the vehicle engine in order to more fully utilize the sophistication of the programs. contained within the microprocessor to control the delivery of fuel to the engine and the timing of the ignition in order to minimize fuel consumption and reduce exhaust emissions. It has also been desired to integrate the throttle control with the on-board engine microcomputer as an adjunct or overdrive for the movement of the throttle pedal of the vehicle operator. It has been further desired to provide an electrically operated throttle in order to implement the cruise control function and the traction control function with the algorithms programmed into the engine control computer. Up to now, it has been proposed to provide an electric motor mounted in the vehicle's throttle body to provide rotation of the throttle valve in response to an electrical control signal provided by the engine of the vehicle engine. However, it has proven difficult to mount an electric motor on a vehicle choke body and provide proper calibration of the engine for precise positioning and rotation of the choke after mounting the engine in the choke body. To date, it has been proposed to provide staggered motors and low-torque servo-motors with relatively high revolutions per minute (rpm) connected through a speed-reducing gear train to provide electrical drive for the throttle of the vehicle. However, stepping motors can be prohibitively expensive for high volume automotive applications; and the servo-motors that drive the throttle through a gear train can be difficult to calibrate and can be delayed in providing the necessary response time required for the throttle operation of the vehicle. It has also been proposed to use a torsion motor for direct rotation of the throttle. However, torsion motors can be prohibitively heavy and bulky in order to provide the proper torque for the desired throttling response. Torque motors can also be difficult to assemble over the throttle body and to calibrate for proper throttle positioning. Furthermore, torsion motors may require precise installation and calibration (ie, rotational orientation) of the stator poles and the motor rotor with respect to the throttle plate prior to assembly of the throttle body to the intake manifold. the motor. However, when it is desired to manufacture the throttle body and the intake manifold of the engine as a single member in one piece, all engine drivers can be quite difficult to assemble and calibrate on such an arrangement. The United States patent application No. of Series 09 / 098,974, entitled "Electrically Operated Throttle Valve Assembly", assigned to the assignee of the present invention, and incorporated herein by reference, discloses a throttle valve assembly design where the rotor is supported by the arrow of the throttling valve. In this design, the arrow 18 extends outward, past its support bearing for the length of the motor, as best seen in Figure 1. There is still a need for an improved design that can reduce the bending moment produced by the arrow 18 and the mounting stator 34 without fasteners placed in the magnetically critical area of the external diameter (OD) of the pole. It is still desirable to provide a motorized choke, of light weight, relatively low cost, for a vehicle engine that is simple to manufacture, quick response, lightweight, and that requires little or no calibration when installed. SUMMARY OF THE INVENTION The present invention provides an improved torsion engine assembly design, preferably constructed integrally with a throttle body and valve, the engine having a rotor attached to a portion extending from the throttle shaft. Preferably, a portion of the throttle shaft extends out of the throttle body with the motor rotor configured with a hollow cylinder mounted on the arrow and nested concentrically on the stator. A second arrow is provided substantially centrally through the stator in a less magnetically critical area, i.e. the internal diameter (I.D.). The second arrow is preferably a transverse pin of smaller diameter than the throttle arrow. The second arrow is rigidly connected to a housing concentrically surrounding the stator and the rotor. Accordingly, an object of the present invention is directed to reducing the bending moment of the throttle shaft, i.e. to reduce the displacements during vibrations. Another object of the present invention is to shorten the throttle shaft to increase the rigidity of the rotor assembly. This allows for an air gap, magnetic, slightly smaller, and results in improved magnetic efficiency. The shortening of the arrow reduces the inertia due to the arrow, which results in an improved response time. A further objective of the present invention is to reduce or even eliminate binding bolts of the O.D. of the magnetically critical pole. Still a further objective of the present invention is to provide a torsion motor assembly design that allows a greater area of windings in the laminates for a given size of the motor. This can result in a smaller motor for the same torque. The various aspects of novelty that characterize the present invention are pointed out with particularity in the appended claims to and forming part of this disclosure.

For a better understanding of the invention, its operating advantages and the specific objectives achieved through its uses, reference will be made to the accompanying drawings and the descriptive matter, in which a preferred embodiment of this invention is illustrated.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a cross-sectional view taken through the air inlet passage for an embodiment of a vehicle choke body; Figure 2 is a sectional view taken along the indicator lines of section 2-2 of Figure 1; Figure 3 is a sectional view taken along sectional lines 3-3 of Figure 1; and Figure 4 is a sectional view similar to Figure 1, in accordance with the preferred embodiment of the present invention. Detailed Description of the Invention With reference first to Figures 1 and 3, a throttle valve assembly is generally indicated at 10 and includes a throttle body structure 12 having therethrough formed an air inlet passage 14 that is arranged therein a rotatable valve member or throttle plate 16. The valve member 16 is received through a groove 20 formed in an arrow 18 having a muted end in a bearing 22 disposed in a recess 24 formed in a male 26 provided in the body 12. The throttle plate 16 is secured in the slot 20 by a pair of screws 32 received through the arrow. The arrow 18 extends through the side of the passage 14 opposite the male 26 and is enmuñona in a second bearing 28 provided in a recess 30 formed in the throttling body externally of the air inlet passage 14. In the presently preferred practice of the invention, the arrow 18 and its outer segment 118 are formed as a unitary member in one piece. The arrow 18 extends externally beyond the bearing 28 in an outer segment 118. A stator generally indicated at 34 has a pair of opposite-cylindrical semi-cylindrical pole segments, or shoes 36, 38 that are arranged in an array. substantially parallel, spaced, diametrically opposite. Each of the segments 36, 38 is supported by a longitudinal frame denoted respectively 40, 42, attached to a central hub 44, which has a passage of free space or perforation 46 formed therethrough and through which the extension is received. of arrow 118. Each of the frames 40, 42 has a coil wound around it, denoted respectively 48, 50, and which is preferably formed of magnetic wire. The stator 34 is secured to the throttling body, preferably by bolting with screws or bolts 52, 54, 56, 58 arranged peripherally around the stator and threadably linking the throttle body 12. Alternatively, the stator 34 may be secured by other techniques, such as, for example, providing nipples on it that are linked by pins or mounting brackets. In this way, the stator 34 extends in cantilever from the throttle body 12 on the outer segment 118 of the arrow. An electrical receptacle 60 is provided on the throttle body 12 and has electrical terminals provided therein, one of which is illustrated and denoted by the reference number 62, and which is connected to one of the terminals 64 of the coil 48 and It is typical of coil connections. Still referring to FIGS. 1 and 2, a rotor indicated generally at 66 has a generally hollow cylindrical configuration and is formed of a material with high magnetic permeability. The rotor 66 is disposed on the stator 34 and is supported by an annular weft flange 68 having a hub 70 secured on the end of the arrow extension 118, preferably by snap fitting. However, it will be understood that the hub 70 can be positively linked alternatively with the arrow extension 118 by any suitable device, such as a notch attachment, arrow wedge or weld. The rotor 66 has a plurality of permanent magnets 72, 74, each preferably having a semi-cylindrical configuration arranged around the inner periphery of the rotor in a circumferentially spaced array so as to define between them a pair of air-free spaces arranged diametrically opposite. If desired, the rotor 66 can be formed integrally, as for example by deep drawing or extrusion. In current practice, the rotor is formed of a straight tubular section 76 attached to a flange member 68 by suitable means, such as fasteners, welding, metal deformation, or the like. In operation, the excitation of the coils 48, 50 by the current flow in a direction therethrough will produce rotation of the rotor 66 in an amount of about 160 degrees (p radians) in one direction; and the inverse polarity energization of the coils produces current flow in the opposite direction, which results in rotation of the rotor by about 160 degrees (p radians) in an opposite direction. In this way, a throttle valve assembly is provided having the throttle valve rotated by energization of a permanent magnet torsion motor which is built in cantilever over the throttle body with the rotor assembled to an external portion of the thrust arrow. constriction. This arrangement inherently provides the proper orientation of the permanent magnets at the rotor and stator poles with the throttle plate, and thereby eliminates separate calibration and simplifies the assembly of the throttle valve assembly. The simple construction and inherent rotational self-positioning of the throttle motorized valve assembly provide the advantage of being particularly suitable for installation in integrally formed throttle body and manifold arrangements. Referring now to Figure 4, where like reference numbers indicate like or similar aspects throughout all the various views, a sectional view of an improved throttle valve assembly, designated generally 110, is shown in accordance with the present invention. The throttle valve assembly 110 includes a throttle body 12 with an air inlet passage 14 and a valve member 16 capable of rotating there disposed. The valve member 16 is received through a slot 20 (as seen in FIG. 3) formed in the arrow 18 and secured thereto with suitable fasteners 32. The arrow 18 has a muted end in a bearing 22 disposed in the recess 24 formed in the male 26. In the present invention, the arrow 18 only extends through the side of the passage 14 opposite the male 26 a sufficient distance to allow the rotor assembly there. Preferably, a generally cylindrical housing 80 is connected to the throttle body 12 in the recess 30. The housing 80 can be attached to the throttle body 12, or more preferably integrally formed therewith. The housing 80 concentrically receives the rotor 166 there and provides a clearance 82 which allows the rotor 166 to rotate therein. The rotor 166 has a generally hollow cylindrical configuration and is made of a material with high magnetic permeability. In the preferred embodiment, the rotor 166 is constructed with a tubular section 84, which is attached by suitable means at one end to the weft flange 168. The flange 168 includes a centrally located hub 170 with a bore receiving the portion extending from the arrow 18 for mounting the rotor 166 there by means of snap-fitting, notch attachment, arrow wedge, welding or the like, for positive bonding. The rotor 166 further includes a plurality of permanent magnets 172, 174 for a configuration of two or four poles. Each magnet 172, 174 preferably has a semi-cylindrical configuration disposed about the inner periphery of the tubular section 86 of the rotor 166 in a circumferentially spaced arrangement to define between them a pair of air-free spaces arranged diametrically opposite. The rotor 166 can alternatively be integrally formed as, for example, by deep drawing or possibly extrusion. A back wall or cover 86 is attached to the open end of the housing 80 with any suitable means, such as fasteners 88, for example. The rear wall 86 has a centrally located hub 90 preferably with a threaded bore 94 constructed to receive a threaded end of a second arrow 92, for example, preferably a bolt. The second arrow 92 extends through the stator 134 in substantial axial alignment with the arrow 18 'and securely holds the stator in concentric orientation within the rotor 166. Advantageously, the present invention allows the placement of the second arrow 92 in a less magnetically critical area of the stator, i.e. placed substantially centrally within the stator 134. The back wall 86 in the preferred embodiment includes at least two recesses 96 for a two pole configuration and may contain four recesses for a configuration four poles, each recess 96 accommodating one of the pole segments 136, 138 of the stator 134. An opening 98 with a male portion on the rear wall 86 receives one of the terminals 100 of the coil, which is typical of the coil connections. The terminal 100 is electrically connected to an electrical terminal 162 placed in the electrical receptacle 160 located in the opening 98. Ordinarily, the motor will require two terminals 162, but only one is shown. An O-ring 102 is employed to provide an opening 98 around the seal. The stator 134 can still be constructed of similar materials and similar to that of the stator 34. In contrast to other designs, the second arrow 92 eliminates the need to hold the rotor 66 in Figure 1 with the longest arrow 18, 118 . The shorter arrow 18 in Figure 4 increases the rigidity of the rotor assembly and reduces the displacements during vibrations. This allows an air gap, magnetic, slightly smaller, due to the lower safety margins and the resulting improved magnetic efficiency. By using the second arrow 92 to allow a shorter arrow 18, the throttle valve assembly 110 produces a smaller moment of inertia, resulting in an improved response time. By providing a shorter arrow 18 in the throttle valve assembly 110, the clearance normally provided in the stator laminates 34 is not required in the stator 134. In this manner, the four lamination tie bolts 52, 54, 56 , 58 used in the design shown in figure 1 are eliminated. Those junction bolts 52, 54, 56, 58 are located in a magnetically critical area of the stator 34. Replacing these bolts with a single bolt 92 or similar mounting means, including, without limitation, a pin-to-pin connection, rivet through of the back wall, welder, or the like, in a smaller magnetically critical area, the design of the throttle valve assembly 110 of the present invention allows more area of windings in the laminates. This feature allows to build a smaller motor for the same torque, resulting in savings in weight and costs. In operation, the excitation of the coils in the stator 134 by the current flow in one direction will cause the rotor 166 to rotate in an amount of about 160 degrees in one direction for a two-pole design (about 80 degrees for a four-pole design). By reversing the polarity, the energization of the coils produces current flow in an opposite direction that causes the rotor to rotate an equivalent distance in the opposite direction. The throttle valve 110 according to the present invention allows various advantages in the assembly, including, without limitation, the following. The design of the present invention provides a dropping feature for rotor 166 in housing 80. Then, the stator 134 is inserted in it. The back wall 86 seals the throttle valve assembly, providing protection against dust, dirt, water, snow or the like, ie environmental protection in a fairly hostile environment. The present invention does not require electrical connections during the final assembly, as the stator 134 has all its connections completed before being placed inside the rotor 166. The design of the present invention allows the integration of additional functions such as position detection, for example in the stator sub-assembly and use its electrical connector. In view of the above, the throttle valve assembly 110 offers the following advantages: low deflection of the shaft, reduced rolling (I.D.) for the stator, low rotor inertia, and an improved assembly technique. The preferred removable rear wall 86 allows the stator 134 to be assembled therein prior to clamping the wall 86 on the housing 80. This facilitates alignment and separation. Although specific embodiments of the invention have been shown and described in detail, to illustrate the application of the principles of the invention, it will be understood that the invention can be embodied otherwise without departing from such principles. Although the invention has been described in the foregoing with respect to the illustrated embodiments, it will be understood that the invention is capable of modifications and variations and is only limited by the following claims.

Claims (12)

1. CLAIMS 1. An electrically operated throttle valve assembly, comprising: (a) a throttle body defining an air passage therethrough; (b) a first arrow member extending transversely through said passage, said first arrow having a valve member therein, said first arrow being muted on first and second bearing surfaces disposed on opposite sides of said passage for rotation there, where said valve member is rotated with said first arrow; and said first arrow having a portion extending externally of said throttling body; (c) a generally hollow, cylindrical rotor formed of material having a relatively high magnetic permeability, said rotor being disposed only at one end in said extending portion of said first arrow for rotation therewith; (d) a plurality of magnets arranged in the recess of said rotor in a circumferentially spaced array; (e) a stator formed of relatively high magnetic permeability material, said stator extending in cantilever from said throttle body and disposed inside said rotor, said stator having a plurality of discrete pole segments arranged around it, said stator being placed around a second arrow member, said second arrow member being located substantially centrally in said stator, one end of said second arrow member fixedly attached to a rear wall of a housing surrounding said stator and said rotor; and (f) terminal means connected to each of said electrically conductive coils, said terminal means adapted for electrical connection external to them. The throttling valve assembly defined in claim 1, wherein said valve member comprises a throttle plate. The throttling valve assembly defined in claim 1, wherein said stator includes four-pole segments and said rotor includes four magnets. The choke valve assembly defined in claim 1, wherein said stator is attached to said rear wall of said housing with a transverse pin. The throttling valve assembly defined in claim 1, wherein said throttling body is a member selected from the group consisting of (a) a separate member adapted for external connection to an engine inlet manifold, and (b) a one-piece member formed integrally with the engine input manifold. The throttling valve assembly defined in claim 1, wherein said rotor is formed of a generally straight cylindrical bushing attached to a radially extending flange having a hub with said extending portion of said first arrow therein received. 7. A method of making a throttle valve assembly, comprising the steps of: (a) forming an engine air inlet passage in a throttle body; (b) arranging a first arrow transversely through said entry passage and muffling said first arrow in said body on opposite sides of said passage and providing a throttle valve on said arrow in said passage; (c) extending a portion of said first arrow externally of said body and arranging a hollow cylindrical rotor with magnets in the extending portion of said first arrow and rotating the rotor with the extending portion of said first arrow; and (d) arranging a stator with multi-pole segments, each having a coil within said rotor and attaching said stator to a rear portion of a housing surrounding said stator and said rotor with a second arrow member having an end fixedly attached to said rear wall of said housing. 8. The method defined in claim 7, wherein said step of joining said stator includes the step of placing said stator in cantilever relative to said throttling body. The method defined in claim 8, wherein said step of joining said stator further includes the step of providing means for mounting in a centrally located manner substantially within said stator. The method defined in claim 9, wherein said step of forming an air inlet passage includes the step of forming said throttle body integrally with an engine inlet manifold. The method defined in claim 10, wherein said clogging step further includes the step of arranging first and second bearings on opposite sides of said first arrow within said passage. The method defined in claim 11, further comprising the step of disposing at least two electrical terminals in said rear wall of said housing and connecting said terminals to each of said coils. R an electrically operated throttle valve assembly 110, having a throttle shaft 18 with an outwardly extending portion of the throttle body 12. The rotor 166 is mounted in the extending portion of the arrow 18. A housing 80 concentrically surrounds the rotor 166 and includes a rear wall 86 to which the stator 134. is attached. The stator 134, having a plurality of circumferentially spaced pole segments 136, 138, each with a coil 148, 150, is mounted on the rear wall 86 in cantilever on a second arrow 92 and concentrically within the rotor 166. The hollow cylindrical rotor 166 with several magnets 72, 74 arranged around the inner periphery has a radial weft flange 168 and a mace 170 which is attached in an impelled manner at one end of the extending portion of the arrow 18, with the rotor 166 nested on the stator pole segments 136, 138. The orientation of the images Rotors 72, 74 and the stator pole segments 136, 138 with the throttle plate 16 are inherent in the assembly. No post-assembly calibration is necessary.