CA2044213A1 - Valve assembly - Google Patents
Valve assemblyInfo
- Publication number
- CA2044213A1 CA2044213A1 CA 2044213 CA2044213A CA2044213A1 CA 2044213 A1 CA2044213 A1 CA 2044213A1 CA 2044213 CA2044213 CA 2044213 CA 2044213 A CA2044213 A CA 2044213A CA 2044213 A1 CA2044213 A1 CA 2044213A1
- Authority
- CA
- Canada
- Prior art keywords
- shaft
- valve
- valve bore
- inner race
- valve member
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 238000006073 displacement reaction Methods 0.000 claims abstract description 13
- 238000002485 combustion reaction Methods 0.000 claims abstract description 8
- 230000006698 induction Effects 0.000 claims abstract description 7
- 230000001105 regulatory effect Effects 0.000 claims abstract description 6
- 230000002093 peripheral effect Effects 0.000 claims description 13
- 230000007246 mechanism Effects 0.000 abstract description 3
- 230000007423 decrease Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 230000000712 assembly Effects 0.000 description 2
- 238000000429 assembly Methods 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000010355 oscillation Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
- F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
- F02D9/1005—Details of the flap
- F02D9/101—Special flap shapes, ribs, bores or the like
- F02D9/1015—Details of the edge of the flap, e.g. for lowering flow noise or improving flow sealing in closed flap position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
- F02D9/1035—Details of the valve housing
- F02D9/106—Sealing of the valve shaft in the housing, e.g. details of the bearings
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Lift Valve (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
C-4250 (G-6298) VALVE ASSEMBLY
Abstract of the Disclosure A valve assembly for regulating air flow to an internal combustion engine comprises a valve body having a valve bore forming an induction passage, and a shaft extending across the valve bore. A valve member having a chamfered perpheral edge is secured to the shaft for rotation in excess of 90 degrees between a nonactuating position and a maximum actuating position.
A return mechanism urges the valve member toward the nonactuating position when the valve member is rotated away from the nonactuating position. The inner shaft extends through a ball bearing disposed in a shaft socket. A spring washer is disposed between the ball bearing and the socket to resist displacement of the outer race of the ball bearing toward the valve bore.
A thrust collar is secured to the end of the inner shaft to resist displacement of the inner race of the ball bearing away from the valve bore.
Abstract of the Disclosure A valve assembly for regulating air flow to an internal combustion engine comprises a valve body having a valve bore forming an induction passage, and a shaft extending across the valve bore. A valve member having a chamfered perpheral edge is secured to the shaft for rotation in excess of 90 degrees between a nonactuating position and a maximum actuating position.
A return mechanism urges the valve member toward the nonactuating position when the valve member is rotated away from the nonactuating position. The inner shaft extends through a ball bearing disposed in a shaft socket. A spring washer is disposed between the ball bearing and the socket to resist displacement of the outer race of the ball bearing toward the valve bore.
A thrust collar is secured to the end of the inner shaft to resist displacement of the inner race of the ball bearing away from the valve bore.
Description
--~ 2 ~ .1 3 C-4250 (G-6298) VALVE AssEMsLy Technical Field This invention relates to a valve asse~bly for regulating the air flow to an internal combustion engine. More particularly, the invention relates to a valve assembly for an electronic throttle control system for an internal combustion engine.
Background Electronic control systems for internal combustion engines frequently utilize a rotatable valve disposed in an engine air induction passage to regulate the air flow through the passage. The valve can be a throttle valve which is positioned by an operator to control air flow to the engine. Air flow to the engine varies as a function of the air flow area around the valve.
The air flow valve area around the valve is geometrically related to the angular position of the valve. In many valve assemblies, the change in air flow area around the valve is substantial when the valve is near its minimum air flow position. This can decrease control of the air flow to the engine during low load conditions. Also, the air flow around the valve when the motor is not actuated can be su~ficiently restricted to prev~nt the engine from producing enough power to drive the vehicle.
Moreover, in some valve assemblies, an axial load on the shaft can cause the throttle valve to scrape on its bore. The wear which can result tends to admit more air flow though the throttle body than was originally calibrated. This can allow increased air flow around the valve, which can be relatively substantial when the valve is near its minimum air flow position. This can further decrease control of the air flow to the engine during low load conditions.
Mechanisms to control endplay of throttle sha~ts are known, but many are difficult to assemble to the valve body.
Summary of the Invention The present invention provides a valve assembly for regulating air flow to an internal combustion engine comprising a valve body having a valve bore forming an induction passage, and a shaft extending across the valve bore. A valve member having a chamfered perpheral edge is secured to the shaft ~or rotation in excess of 90 degrees between a nonactuating position and a maximum actuating position. A return mechanism urges the valve member toward the nonactuating position whsn the valve member is rotated away ~rom the nonactuating position. The inner shaft extends through a ball bearing disposed in a shaft socket. A spring washer is disposed between the ball bearing and the socket to resist displacement of the outer race o~ the ball bearing toward the valve bore.
A thrust collar is secured to the end of the inner sha~t to resist displacement o~ the inner race of the ball bearing away from the valve bore.
The rotation of the valve member in excess of 90 degrees enables a relatively low change in air flow around the valve member when the valve member is rotated between the positions at which the minimum air flow is produced, thereby facilitating control of the air flow at low engine loads. The chamfered edge reduces sharp changes in the air flow as the valve 2 ~ 3 member moves approaches and moves away from the wall of the bore during decreases and increases in the air flow, respectively. The engagement o~ the bearing6 with the shaft and the valve body limits axial ~loat or displacement o the shaft with respect to the bore~
These and other features and advantages of the invention will be more fully understood from the following description of certain specific embodiments of the invention taken together with the accompanying drawings.
Brief Drawiny__escription In the drawings:
Figure 1 is an elevational view of the valve assembly of the present invention.
Figure 2 is a sectional elevational view of the valve of Figure l;
Figure 3 is a schematic view through the valve assembly generally in the plane indicated by line 3-3 of Figure l;
Figure 4 is an enlarged view of the portion of Figure 3 circled by line 4 showing the chamfer at the peripheral edge of the valve member;
Figure 5 is a graph showing the flow area allowed by the valve a6sembly of Figure 1 for various angles of the valve member and for various thicknes6es of the peripheral edge of the valve member;
Figure 6 is an enlarged view of the portion of Figure 2 circled by line 6 showing one of the ball bearings which limits end play.
Corresponding reference characters indicate corre6ponding parts throughout the several views of the drawings.
- -~
2 ~ 3 Detailed Description Referring now to the drawings in detail, numeral 10 generally indicate~ a valve assembly of the present invention for regulating air flow to an internal combustion engine. The valve assembly 10 comprises a valve body 12 having a valve bore 14 forming an induction passage for air flow to the engine with the valve bore having a generally circular cross section. A shaft 16 has opposite ends which are journalled for rotation in the valve body 12. The shaft 16 extends across the valve bore 14.
A flat butterfly valve member 18 i~ secured to the shaft 16 for rotation between a nonactuating position, indicated in phantom by numeral 20~ and a maximum actuating position, indicated in phantom by numeral 22. The valve member 18 allows the maximum air flow when in the maximum actuating position 22. The valve member 18 is typically parallel to the axi~ of the valve bore 14 when in the maximum actuating position 22. The valve member 18 is rotated approximately 95 degrees between the maximum actuating position 22 and the nonactuating position 20. The rotation of the valve member 18 between the maximum actuating position 22 and the nonactuating position 20 enables control of the air flow through th~ valve bore 14. The nonactuating position 20 can be defined by engagement of a sha~t bos~ 17 with a nonactuating ~top 21 fixed to the valve body 12. The shaft boss 17 is fixed to a pulley which is fixed to the shaft 160 Similarly, the maximum actuating position 22 can be defined by engagement of the shaft boss 17 with an actuating stop 21 ~ixed to the valve body 12.
- 2 ~ 1 3 An actuator includes a toothed timing belt 28 which wraps around a correspondingly toothed pulley which is connected to the shaft 16 to produce rotation of the valve member 18. The actuator includes a motor 29 having a toothed pulley which the timing belt 28 also wraps around. The motor rotates its pulley to cause displacement of the timing belt 28 to rotate the valve member 18. An adjustable tensioner can enable adjustment in the distance between the shaft 16 and motor shaft to ad~ust the tension in the timing belt.
The valve member 18, shown in Figure 3, has a chamfered peripheral edge 24 wherein, when the valve member is rotated away from the maximum actuating position 22, the upstream side of the valve member is inclined toward the peripheral edge. The thickness of the valve member 18 thereby decreases in the radial direction toward the peripheral edge 24.
A return means 26, such as a single coil torsional spring, acts on the valve member 18 when the valve member is rotated away from the nonactuating position 20 to urge the valve member toward the nonactuating position.
Figure 5 is a graph showing the flow area of the valve assembly 10 for various angles o~ the valve member 18 and for various thicknesses o~ the peripheral edge 2~. The graph is based on theoretcal calculations. The flow area is the area of the space between the valve member 18 and the valve bore 14 perpendicular to the axis of the valve bore. Flow area is generally proportional to air flow. The variations in thickness of the peripheral edge 24 are produced by varying degrees of thickness reduction produced by the `
-` ~04~2:~.3 chamfer in the peripheral edge. The 0 degree position corresponds to the valve member 18 being in a plane perpendicular to the axis of the valve bore 14.
Figure 5 illustrates the value of the chamfered peripheral edge 24 since it results in a gradual change in flow area produced by oscilla~ion of the valve member 18 in the region wherein the flow area is minimum. This improves control of the engine at low loads since small oscillations of the valve member 18 when it is in the positions wherein the flow area is minimum do not substantially affect engine output. The chamfered peripheral edge 24 enables these control improvements while also allowing the valve member 18 to be sufficiently thick for strength requirements. The valve member 18 is preferably 2 mm thick, with the chamfer producing a peripheral edge having a thickness of O.S mm.
Figure 5 also illustrates the capability of the valve assembly 10 to allow engine operation if the motor 29 does not actuate the valve member 18 since under such conditions, the valve member will be urged by the return means 26 to rotate the valve member to the nonactuating position 20. ~hen the valve member 18 is in the nonactuating position 20 (i.e., rotated approximately 5 degrees beyond the 0 degree position away from the maximum actuating position 22), the flow area is sufficient to allow sufficient air to flow to the engine to allow it to produce sufficient output to drive the vehicle.
Another advantage of the valve assembly 10 is that the shaft boss 17 is away from the nonactuating stop 21 when the valve member 18 is in the position wherein the flow area is minimum which is typically the position of the valve member when the engine is idling.
This reduces the likelihood of the shaft boss 17 contacting the nonactuating stop 21 when the engine is idling.
The valve assembly 10 also includes a shaft socket 30 connected to the valve body 12 externally thereof. The sha~t ~ocket 30 has an axis which intersects the center of the valve bore 14 and which is perpendicular to the valve bore. The shaft socket 30 has a socket opening 32 enabling one end of the shaft 16 to extend into the shaft socket.
A ball bearing having outer race 36 and an inner race 38 is disposed in the shaft socket 30 co that the one end of the shaft 16 extends through the inner race 38. The inner race 38 has an inner diameter which is sized to establish a clearance between the inner race 38 and shaft 16. The outer race 36 has an outer diameter which is sized to establish a clearance between the outer race and shaft socket 30.
A thrust collar 40 is secured to the sha~t 16, by a press fit, to prevent displacement of the inner race 38 along the axi~ of the shaft away from the valve bore 14. A resilient washer 42 is disposed between the outer race 36 and shaft socket 30 to reslst di~placement of the outer race toward the valve bore 14 along the axis of the shaft 16.
A bearing means 44 is provided between the valve body 12 and the other end o~ the shaft 16. The bearing means 44 is adapted to urge the other end of the shaft 16 away ~rom the valve bore 14 along the axis of the sha~t to limit axial end float o~ the shaft.
,., ' ~
2 ~ 3 The bearing means 44 comprises a ball bearing having an outer race 46 and an inner race 48 with the other end of the shaft 16 extending through the inner race 48. The inner race 48 has an inner diameter which is sized to establish a clearance between the inner race 48 and shaft 16. The bearing means 44 further comprises a bearing seat 50 connected to the valve body 12 externally thereof~ The bearing seat 50 has a seat opening 52 through which the other end of the sha~t 16 extends. The outer race 46 is disposed on the bearing seat 50 so that axial displacement of the outer race 46 along the shaft toward the valve bore 14 is obstructed.
The bearing means 44 also includes a thrust retainer 54 engaging the inner race 48 to urge the inner race 48 toward the valve bore 14 along the axis of the shaft 16.
Axial float of the shaft 16 with respect to the valve bore 14 is limited by the thrust collar 40 and bearing means 44 which limit d.isplacement o~ the shaft 16 inward toward the valve bore 14 along the axis of the shaft, with the resilient washer 42 maintaining a selected clearance between the valve member and bore 18, 14. The urging of the sha~t 16 by the resilient washer 42 and bearing means 44 also reduces axial play between the outer and inner races 36, 38, and between the outer and inner races 46, 48. The resilient washer 42 can also deflect to maintain the selected clearance if temperature changes produce different thermal expansions of the shaft 16 and valve body 12.
. . , , : :
While the invention has been de~cribed by reference to certain preferred embodiments, it should be understood that numerous changes could be made within the spirit and scope of the inventive concepts described. Accordingly, it is intended that the invention not be limited to the disclosed embodiments, but that it have the full scope permitted by the language of the following claims.
Background Electronic control systems for internal combustion engines frequently utilize a rotatable valve disposed in an engine air induction passage to regulate the air flow through the passage. The valve can be a throttle valve which is positioned by an operator to control air flow to the engine. Air flow to the engine varies as a function of the air flow area around the valve.
The air flow valve area around the valve is geometrically related to the angular position of the valve. In many valve assemblies, the change in air flow area around the valve is substantial when the valve is near its minimum air flow position. This can decrease control of the air flow to the engine during low load conditions. Also, the air flow around the valve when the motor is not actuated can be su~ficiently restricted to prev~nt the engine from producing enough power to drive the vehicle.
Moreover, in some valve assemblies, an axial load on the shaft can cause the throttle valve to scrape on its bore. The wear which can result tends to admit more air flow though the throttle body than was originally calibrated. This can allow increased air flow around the valve, which can be relatively substantial when the valve is near its minimum air flow position. This can further decrease control of the air flow to the engine during low load conditions.
Mechanisms to control endplay of throttle sha~ts are known, but many are difficult to assemble to the valve body.
Summary of the Invention The present invention provides a valve assembly for regulating air flow to an internal combustion engine comprising a valve body having a valve bore forming an induction passage, and a shaft extending across the valve bore. A valve member having a chamfered perpheral edge is secured to the shaft ~or rotation in excess of 90 degrees between a nonactuating position and a maximum actuating position. A return mechanism urges the valve member toward the nonactuating position whsn the valve member is rotated away ~rom the nonactuating position. The inner shaft extends through a ball bearing disposed in a shaft socket. A spring washer is disposed between the ball bearing and the socket to resist displacement of the outer race o~ the ball bearing toward the valve bore.
A thrust collar is secured to the end of the inner sha~t to resist displacement o~ the inner race of the ball bearing away from the valve bore.
The rotation of the valve member in excess of 90 degrees enables a relatively low change in air flow around the valve member when the valve member is rotated between the positions at which the minimum air flow is produced, thereby facilitating control of the air flow at low engine loads. The chamfered edge reduces sharp changes in the air flow as the valve 2 ~ 3 member moves approaches and moves away from the wall of the bore during decreases and increases in the air flow, respectively. The engagement o~ the bearing6 with the shaft and the valve body limits axial ~loat or displacement o the shaft with respect to the bore~
These and other features and advantages of the invention will be more fully understood from the following description of certain specific embodiments of the invention taken together with the accompanying drawings.
Brief Drawiny__escription In the drawings:
Figure 1 is an elevational view of the valve assembly of the present invention.
Figure 2 is a sectional elevational view of the valve of Figure l;
Figure 3 is a schematic view through the valve assembly generally in the plane indicated by line 3-3 of Figure l;
Figure 4 is an enlarged view of the portion of Figure 3 circled by line 4 showing the chamfer at the peripheral edge of the valve member;
Figure 5 is a graph showing the flow area allowed by the valve a6sembly of Figure 1 for various angles of the valve member and for various thicknes6es of the peripheral edge of the valve member;
Figure 6 is an enlarged view of the portion of Figure 2 circled by line 6 showing one of the ball bearings which limits end play.
Corresponding reference characters indicate corre6ponding parts throughout the several views of the drawings.
- -~
2 ~ 3 Detailed Description Referring now to the drawings in detail, numeral 10 generally indicate~ a valve assembly of the present invention for regulating air flow to an internal combustion engine. The valve assembly 10 comprises a valve body 12 having a valve bore 14 forming an induction passage for air flow to the engine with the valve bore having a generally circular cross section. A shaft 16 has opposite ends which are journalled for rotation in the valve body 12. The shaft 16 extends across the valve bore 14.
A flat butterfly valve member 18 i~ secured to the shaft 16 for rotation between a nonactuating position, indicated in phantom by numeral 20~ and a maximum actuating position, indicated in phantom by numeral 22. The valve member 18 allows the maximum air flow when in the maximum actuating position 22. The valve member 18 is typically parallel to the axi~ of the valve bore 14 when in the maximum actuating position 22. The valve member 18 is rotated approximately 95 degrees between the maximum actuating position 22 and the nonactuating position 20. The rotation of the valve member 18 between the maximum actuating position 22 and the nonactuating position 20 enables control of the air flow through th~ valve bore 14. The nonactuating position 20 can be defined by engagement of a sha~t bos~ 17 with a nonactuating ~top 21 fixed to the valve body 12. The shaft boss 17 is fixed to a pulley which is fixed to the shaft 160 Similarly, the maximum actuating position 22 can be defined by engagement of the shaft boss 17 with an actuating stop 21 ~ixed to the valve body 12.
- 2 ~ 1 3 An actuator includes a toothed timing belt 28 which wraps around a correspondingly toothed pulley which is connected to the shaft 16 to produce rotation of the valve member 18. The actuator includes a motor 29 having a toothed pulley which the timing belt 28 also wraps around. The motor rotates its pulley to cause displacement of the timing belt 28 to rotate the valve member 18. An adjustable tensioner can enable adjustment in the distance between the shaft 16 and motor shaft to ad~ust the tension in the timing belt.
The valve member 18, shown in Figure 3, has a chamfered peripheral edge 24 wherein, when the valve member is rotated away from the maximum actuating position 22, the upstream side of the valve member is inclined toward the peripheral edge. The thickness of the valve member 18 thereby decreases in the radial direction toward the peripheral edge 24.
A return means 26, such as a single coil torsional spring, acts on the valve member 18 when the valve member is rotated away from the nonactuating position 20 to urge the valve member toward the nonactuating position.
Figure 5 is a graph showing the flow area of the valve assembly 10 for various angles o~ the valve member 18 and for various thicknesses o~ the peripheral edge 2~. The graph is based on theoretcal calculations. The flow area is the area of the space between the valve member 18 and the valve bore 14 perpendicular to the axis of the valve bore. Flow area is generally proportional to air flow. The variations in thickness of the peripheral edge 24 are produced by varying degrees of thickness reduction produced by the `
-` ~04~2:~.3 chamfer in the peripheral edge. The 0 degree position corresponds to the valve member 18 being in a plane perpendicular to the axis of the valve bore 14.
Figure 5 illustrates the value of the chamfered peripheral edge 24 since it results in a gradual change in flow area produced by oscilla~ion of the valve member 18 in the region wherein the flow area is minimum. This improves control of the engine at low loads since small oscillations of the valve member 18 when it is in the positions wherein the flow area is minimum do not substantially affect engine output. The chamfered peripheral edge 24 enables these control improvements while also allowing the valve member 18 to be sufficiently thick for strength requirements. The valve member 18 is preferably 2 mm thick, with the chamfer producing a peripheral edge having a thickness of O.S mm.
Figure 5 also illustrates the capability of the valve assembly 10 to allow engine operation if the motor 29 does not actuate the valve member 18 since under such conditions, the valve member will be urged by the return means 26 to rotate the valve member to the nonactuating position 20. ~hen the valve member 18 is in the nonactuating position 20 (i.e., rotated approximately 5 degrees beyond the 0 degree position away from the maximum actuating position 22), the flow area is sufficient to allow sufficient air to flow to the engine to allow it to produce sufficient output to drive the vehicle.
Another advantage of the valve assembly 10 is that the shaft boss 17 is away from the nonactuating stop 21 when the valve member 18 is in the position wherein the flow area is minimum which is typically the position of the valve member when the engine is idling.
This reduces the likelihood of the shaft boss 17 contacting the nonactuating stop 21 when the engine is idling.
The valve assembly 10 also includes a shaft socket 30 connected to the valve body 12 externally thereof. The sha~t ~ocket 30 has an axis which intersects the center of the valve bore 14 and which is perpendicular to the valve bore. The shaft socket 30 has a socket opening 32 enabling one end of the shaft 16 to extend into the shaft socket.
A ball bearing having outer race 36 and an inner race 38 is disposed in the shaft socket 30 co that the one end of the shaft 16 extends through the inner race 38. The inner race 38 has an inner diameter which is sized to establish a clearance between the inner race 38 and shaft 16. The outer race 36 has an outer diameter which is sized to establish a clearance between the outer race and shaft socket 30.
A thrust collar 40 is secured to the sha~t 16, by a press fit, to prevent displacement of the inner race 38 along the axi~ of the shaft away from the valve bore 14. A resilient washer 42 is disposed between the outer race 36 and shaft socket 30 to reslst di~placement of the outer race toward the valve bore 14 along the axis of the shaft 16.
A bearing means 44 is provided between the valve body 12 and the other end o~ the shaft 16. The bearing means 44 is adapted to urge the other end of the shaft 16 away ~rom the valve bore 14 along the axis of the sha~t to limit axial end float o~ the shaft.
,., ' ~
2 ~ 3 The bearing means 44 comprises a ball bearing having an outer race 46 and an inner race 48 with the other end of the shaft 16 extending through the inner race 48. The inner race 48 has an inner diameter which is sized to establish a clearance between the inner race 48 and shaft 16. The bearing means 44 further comprises a bearing seat 50 connected to the valve body 12 externally thereof~ The bearing seat 50 has a seat opening 52 through which the other end of the sha~t 16 extends. The outer race 46 is disposed on the bearing seat 50 so that axial displacement of the outer race 46 along the shaft toward the valve bore 14 is obstructed.
The bearing means 44 also includes a thrust retainer 54 engaging the inner race 48 to urge the inner race 48 toward the valve bore 14 along the axis of the shaft 16.
Axial float of the shaft 16 with respect to the valve bore 14 is limited by the thrust collar 40 and bearing means 44 which limit d.isplacement o~ the shaft 16 inward toward the valve bore 14 along the axis of the shaft, with the resilient washer 42 maintaining a selected clearance between the valve member and bore 18, 14. The urging of the sha~t 16 by the resilient washer 42 and bearing means 44 also reduces axial play between the outer and inner races 36, 38, and between the outer and inner races 46, 48. The resilient washer 42 can also deflect to maintain the selected clearance if temperature changes produce different thermal expansions of the shaft 16 and valve body 12.
. . , , : :
While the invention has been de~cribed by reference to certain preferred embodiments, it should be understood that numerous changes could be made within the spirit and scope of the inventive concepts described. Accordingly, it is intended that the invention not be limited to the disclosed embodiments, but that it have the full scope permitted by the language of the following claims.
Claims (4)
1. A valve assembly for regulating air flow to an internal combustion engine, said valve assembly comprising:
a valve body having a valve bore forming an induction passage for air flow to the engine, said valve bore having a generally circular cross section;
a shaft having opposite ends which are journalled for rotation in said body, said shaft extending across said valve bore;
a flat butterfly valve member having a chamfered peripheral edge, said valve member being secured to said shaft for rotation between a nonactuating position and a maximum actuating position to control air flow through said valve bore, said valve member allowing the maximum air flow when in said maximum actuating position, said valve member being rotated in excess of 90 degrees from said maximum actuating position when in said nonactuating position;
and a return means being adapted to urge said valve member toward said nonactuating position when said valve member is rotated away from said nonactuating position.
a valve body having a valve bore forming an induction passage for air flow to the engine, said valve bore having a generally circular cross section;
a shaft having opposite ends which are journalled for rotation in said body, said shaft extending across said valve bore;
a flat butterfly valve member having a chamfered peripheral edge, said valve member being secured to said shaft for rotation between a nonactuating position and a maximum actuating position to control air flow through said valve bore, said valve member allowing the maximum air flow when in said maximum actuating position, said valve member being rotated in excess of 90 degrees from said maximum actuating position when in said nonactuating position;
and a return means being adapted to urge said valve member toward said nonactuating position when said valve member is rotated away from said nonactuating position.
2. A valve assembly comprising:
a valve body having a valve bore forming an induction passage for air flow to the engine;
a shaft having opposite ends which are journalled for rotation in said valve body, said shaft extending across said valve bore;
a flat butterfly valve member secured to said shaft for rotation to control air flow through said valve bore;
a shaft socket connected to said valve body externally thereof, said shaft socket having an axis intersecting the center of said valve bore and being perpendicular to said valve bore, said shaft socket having a shaft socket opening enabling one end of said shaft to extend into said shaft socket;
a ball bearing having an outer race and an inner race disposed in said shaft socket so that said one end of said shaft extends through said inner race, said inner race having an inner diameter being sized to establish a clearance between said inner race and shaft, said outer race having an outer diameter being sized to establish a clearance between said outer race and said shaft socket;
a thrust collar secured to said one end of said shaft to prevent displacement of said inner race along the axis of said shaft away from said valve bore;
a resilient washer disposed between said outer race and shaft socket to resist displacement of said outer race toward said valve bore along the axis of said shaft; and a bearing means provided between said body and the other end of said shaft, said bearing means being adapted to urge said other end of said shaft away from said valve bore along the axis of said shaft.
a valve body having a valve bore forming an induction passage for air flow to the engine;
a shaft having opposite ends which are journalled for rotation in said valve body, said shaft extending across said valve bore;
a flat butterfly valve member secured to said shaft for rotation to control air flow through said valve bore;
a shaft socket connected to said valve body externally thereof, said shaft socket having an axis intersecting the center of said valve bore and being perpendicular to said valve bore, said shaft socket having a shaft socket opening enabling one end of said shaft to extend into said shaft socket;
a ball bearing having an outer race and an inner race disposed in said shaft socket so that said one end of said shaft extends through said inner race, said inner race having an inner diameter being sized to establish a clearance between said inner race and shaft, said outer race having an outer diameter being sized to establish a clearance between said outer race and said shaft socket;
a thrust collar secured to said one end of said shaft to prevent displacement of said inner race along the axis of said shaft away from said valve bore;
a resilient washer disposed between said outer race and shaft socket to resist displacement of said outer race toward said valve bore along the axis of said shaft; and a bearing means provided between said body and the other end of said shaft, said bearing means being adapted to urge said other end of said shaft away from said valve bore along the axis of said shaft.
3. A valve assembly as set forth in claim 2 wherein said bearing means comprises:
a ball bearing having an outer race and an inner race, the other end of said shaft extending through said inner race, said inner race having an inner diameter being sized to establish a clearance between said inner race and shaft;
a bearing seat connected to said valve body externally thereof, said bearing seat having a bearing seat opening through which the other end of said shaft extends, said outer race being disposed on said bearing seat so that axial displacement of said outer race along the shaft toward said valve bore is obstructed;
and a thrust retainer engaging said inner race to urge said inner race toward said valve bore along the axis of said shaft.
a ball bearing having an outer race and an inner race, the other end of said shaft extending through said inner race, said inner race having an inner diameter being sized to establish a clearance between said inner race and shaft;
a bearing seat connected to said valve body externally thereof, said bearing seat having a bearing seat opening through which the other end of said shaft extends, said outer race being disposed on said bearing seat so that axial displacement of said outer race along the shaft toward said valve bore is obstructed;
and a thrust retainer engaging said inner race to urge said inner race toward said valve bore along the axis of said shaft.
4. A valve assembly for regulating air flow to an internal combustion engine, said valve assembly comprising:
a valve body having a valve bore forming an induction passage for air flow to the engine, said valve bore having a generally circular cross section;
a shaft having opposite ends which are journalled for rotation in said body, said shaft extending across said valve bore;
a flat butterfly valve member having a chamfered peripheral edge, said valve member being secured to said shaft for rotation between a nonactuating position and a maximum actuating position to control air flow through said valve bore, said valve member allowing the maximum air flow when in said maximum actuating position, said valve member being rotated in excess of 90 degrees from said maximum actuating position when in said nonactuating position;
a return means being adapted to urge said valve member toward said nonactuating position when said valve member is rotated away from said nonactuating position;
a shaft socket connected to said valve body externally thereof, said shaft socket having an axis intersecting the center of said valve bore and being perpendicular to said valve bore, said shaft socket having a shaft socket opening enabling one end of said shaft to extend into said shaft socket;
a ball bearing having an outer race and an inner race disposed in said shaft socket so that said one end of said shaft extends through said inner race, said inner race having an inner diameter being sized to establish a clearance between said inner race and shaft, said outer race having an outer diameter being sized to establish a clearance between said outer race and said shaft socket;
a thrust collar secured to said one end of said shaft to prevent displacement of said inner race along the axis of said shaft away from said valve bore;
a resilient washer disposed between said outer race and shaft socket to resist displacement of said outer race toward said valve bore along the axis of said shaft; and a bearing means provided between said body and the other end of said shaft, said bearing means being adapted to urge said other end of said shaft away from said valve bore along the axis of said shaft.
a valve body having a valve bore forming an induction passage for air flow to the engine, said valve bore having a generally circular cross section;
a shaft having opposite ends which are journalled for rotation in said body, said shaft extending across said valve bore;
a flat butterfly valve member having a chamfered peripheral edge, said valve member being secured to said shaft for rotation between a nonactuating position and a maximum actuating position to control air flow through said valve bore, said valve member allowing the maximum air flow when in said maximum actuating position, said valve member being rotated in excess of 90 degrees from said maximum actuating position when in said nonactuating position;
a return means being adapted to urge said valve member toward said nonactuating position when said valve member is rotated away from said nonactuating position;
a shaft socket connected to said valve body externally thereof, said shaft socket having an axis intersecting the center of said valve bore and being perpendicular to said valve bore, said shaft socket having a shaft socket opening enabling one end of said shaft to extend into said shaft socket;
a ball bearing having an outer race and an inner race disposed in said shaft socket so that said one end of said shaft extends through said inner race, said inner race having an inner diameter being sized to establish a clearance between said inner race and shaft, said outer race having an outer diameter being sized to establish a clearance between said outer race and said shaft socket;
a thrust collar secured to said one end of said shaft to prevent displacement of said inner race along the axis of said shaft away from said valve bore;
a resilient washer disposed between said outer race and shaft socket to resist displacement of said outer race toward said valve bore along the axis of said shaft; and a bearing means provided between said body and the other end of said shaft, said bearing means being adapted to urge said other end of said shaft away from said valve bore along the axis of said shaft.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US55031390A | 1990-07-12 | 1990-07-12 | |
| US550313 | 1990-07-12 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2044213A1 true CA2044213A1 (en) | 1992-01-13 |
Family
ID=24196644
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2044213 Abandoned CA2044213A1 (en) | 1990-07-12 | 1991-06-10 | Valve assembly |
Country Status (3)
| Country | Link |
|---|---|
| EP (2) | EP0466227A1 (en) |
| JP (1) | JPH04249678A (en) |
| CA (1) | CA2044213A1 (en) |
Families Citing this family (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5282448A (en) * | 1993-03-01 | 1994-02-01 | General Motors Corporation | Fuel control of a two-stroke engine with over-center throttle body |
| JPH07198045A (en) * | 1994-01-10 | 1995-08-01 | Ngk Insulators Ltd | Butterfly valve for exhaust pipe and exhaust pipe structure using this butterfly valve |
| DE19510622A1 (en) * | 1995-03-23 | 1996-09-26 | Bosch Gmbh Robert | IC engine throttle with throttle flap housing |
| US5522361A (en) * | 1995-09-07 | 1996-06-04 | Ford Motor Company | Throttle shaft seal for a throttle body |
| IT1286795B1 (en) * | 1996-12-02 | 1998-07-17 | Magneti Marelli Spa | MOTORIZED THROTTLE BODY |
| US5979871A (en) * | 1998-03-30 | 1999-11-09 | Ford Motor Company | Clamshell throttle valve assembly |
| US6129071A (en) * | 1998-07-20 | 2000-10-10 | Ford Global Technologies, Inc. | Throttle valve system |
| US6155533C1 (en) * | 1999-01-29 | 2002-07-30 | Visteon Global Tech Inc | Default mechanism for electronic throttle control system |
| US6095488A (en) * | 1999-01-29 | 2000-08-01 | Ford Global Technologies, Inc. | Electronic throttle control with adjustable default mechanism |
| US6070852A (en) * | 1999-01-29 | 2000-06-06 | Ford Motor Company | Electronic throttle control system |
| US6244565B1 (en) | 1999-01-29 | 2001-06-12 | Ford Global Technologies, Inc. | Throttle body shaft axial play control |
| US6299545B1 (en) | 1999-05-03 | 2001-10-09 | Visteon Global Tech., Inc. | Rotating shaft assembly |
| DE60025981T2 (en) * | 1999-11-01 | 2006-09-07 | Denso Corp., Kariya | Intake air control valve for internal combustion engine and method for its production |
| US6173939B1 (en) | 1999-11-10 | 2001-01-16 | Ford Global Technologies, Inc. | Electronic throttle control system with two-spring failsafe mechanism |
| US6253732B1 (en) | 1999-11-11 | 2001-07-03 | Ford Global Technologies, Inc. | Electronic throttle return mechanism with a two-spring and two-lever default mechanism |
| US6286481B1 (en) | 1999-11-11 | 2001-09-11 | Ford Global Technologies, Inc. | Electronic throttle return mechanism with a two-spring and one lever default mechanism |
| US6267352B1 (en) | 1999-11-11 | 2001-07-31 | Ford Global Technologies, Inc. | Electronic throttle return mechanism with default and gear backlash control |
| JP4285267B2 (en) | 2004-02-19 | 2009-06-24 | 株式会社デンソー | Exhaust gas recirculation device |
| DE102016203517A1 (en) * | 2016-03-03 | 2017-09-07 | Mahle International Gmbh | Fresh air supply device for an internal combustion engine of a motor vehicle |
| US9915352B2 (en) * | 2016-08-03 | 2018-03-13 | Scc, Inc. | Butterfly valve utilizing spring for consistent disk placement |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE837785C (en) * | 1943-05-15 | 1952-05-02 | Bayerische Motoren Werke Ag | Ball bearing seal for the throttle valve shafts of carburetors |
| US4318386A (en) * | 1979-09-20 | 1982-03-09 | Automotive Engine Associates | Vortex fuel air mixer |
| JPS56101437U (en) * | 1979-12-29 | 1981-08-10 | ||
| EP0076612A1 (en) * | 1981-09-29 | 1983-04-13 | Merle Robert Showalter | Throttle valve |
| DE3205160C2 (en) * | 1982-02-13 | 1984-05-30 | Audi Nsu Auto Union Ag, 7107 Neckarsulm | Throttle valve for an intake line of an internal combustion engine with a circular cross section |
| US4474150A (en) * | 1982-11-22 | 1984-10-02 | General Motors Corporation | Valve assembly |
| US4860706A (en) * | 1987-09-14 | 1989-08-29 | Aisan Kogyo Kabushiki Kaisha | Throttle body |
| US4938452A (en) * | 1988-12-10 | 1990-07-03 | Aisan Kogyo Kabushiki Kaisha | Air control device for internal combustion engine |
-
1991
- 1991-06-10 CA CA 2044213 patent/CA2044213A1/en not_active Abandoned
- 1991-06-18 EP EP91201535A patent/EP0466227A1/en not_active Withdrawn
- 1991-06-18 EP EP93202270A patent/EP0574093A1/en not_active Withdrawn
- 1991-07-11 JP JP17135091A patent/JPH04249678A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| EP0574093A1 (en) | 1993-12-15 |
| JPH04249678A (en) | 1992-09-04 |
| EP0466227A1 (en) | 1992-01-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |