CN212154955U - Air intake control device - Google Patents
Air intake control device Download PDFInfo
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- CN212154955U CN212154955U CN202020423705.5U CN202020423705U CN212154955U CN 212154955 U CN212154955 U CN 212154955U CN 202020423705 U CN202020423705 U CN 202020423705U CN 212154955 U CN212154955 U CN 212154955U
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Abstract
The utility model provides an air inlet control device. A downstream end surface (40) of a throttle body (16) of an intake air control device (10) is provided with a communication groove (42) that connects an intake passage (24) and a downstream passage portion (36) of a bypass passage (32). The communication groove (42) is composed of a shallow groove portion (44) and a deep groove portion (46), the shallow groove portion (44) is connected with the outer periphery of the air intake passage (24) and is recessed relative to the downstream side end surface (40), the deep groove portion (46) is formed to be recessed deeper relative to the shallow groove portion (44) along the axial direction, and the downstream side passage portion (36) is communicated with the shallow groove portion (44). The deep groove portion (46) is formed in a crank shape by 1 st to 3 rd grooves (48, 50, 52), the 1 st to 3 rd grooves (48, 50, 52) are formed so as to surround a deflecting wall portion (54) erected in the axial direction, and an end portion of the 3 rd groove (52) which becomes the outer side in the width direction is connected to the bypass passage (32) so as to be opened.
Description
Technical Field
The utility model relates to an air inlet control device for controlling the air input of supplying to internal-combustion engine.
Background
Conventionally, an intake air control device that controls the flow rate of air supplied to an internal combustion engine mounted on a vehicle (intake air amount) has been used. For example, an intake control device disclosed in japanese patent application laid-open No. 2010-255572 is provided in which a butterfly throttle valve is openably and closably provided in an intake passage through which air flows in a throttle body, and the intake control device has a bypass that bypasses the throttle valve and communicates with the intake passage.
Further, the bypass has: a metering hole extending substantially parallel to the inlet channel; and a notch portion that communicates the downstream side of the measuring hole with the intake duct, the notch portion being formed in a groove shape that connects an upper portion of the intake duct and the measuring hole in a crank shape on a joint surface with the intake duct, which is the downstream side of the throttle body. This makes it possible to suppress, with a simple configuration, the blowback gas from the internal combustion engine side connected to the intake pipe from flowing into the metering hole of the bypass passage due to the notch portion formed in the crank shape.
In the intake air control device as described above, for example, when the passage cross-sectional area of the cutout portion is increased in order to increase the flow rate of air flowing through the bypass passage, the cutout portion is formed in a crank shape, so that the space occupied on the joint surface increases, and the throttle body increases in accordance with the cutout portion.
In addition, it is generally preferable that the bypass path, which is arranged to communicate with the intake passage, is arranged above the intake passage in a state of being mounted on the vehicle so that fuel contained in gas blown back from the internal combustion engine and moisture contained in air and the like do not easily enter and stay inside. However, when a passage for a sensor that detects the pressure in the intake passage and a plurality of passages including the bypass are disposed on a joint surface of the throttle body, the plurality of passages are collectively disposed near the upper portion of the intake passage on the joint surface, which leads to an increase in size of the throttle body.
In order to solve the above-described problems and increase the cross-sectional area of the bypass passage, it is conceivable to form the notch portion to have a large depth, for example.
However, in the above-described butterfly-type intake control device, in the configuration in which the axial center of the valve shaft of the throttle valve is disposed in a substantially horizontal state in the vehicle-mounted state, and the portion above the valve shaft is displaced so as to fall toward the downstream side of the intake passage to increase the opening area of the intake passage, the throttle valve and the notch portion come close to each other in a state in which the valve opening degree of the throttle valve is small.
In this case, it is necessary to smoothly increase the flow rate of air flowing in the intake passage so as not to give an uncomfortable feeling in the process of gradually increasing the valve opening degree of the throttle valve by an accelerator operation by an operator, but in a state where the valve opening degree is small, the flow rate control is more strict because the gap between the throttle valve and the inner wall surface of the intake passage is small.
Therefore, if the depth of the notch portion is to be made deeper, the throttle valve and the notch portion are further brought closer in a state where the valve opening degree is small, and in order to avoid this, it is necessary to increase the dimension in the extending direction of the intake passage, and the throttle body is increased in size in the extending direction of the intake passage.
SUMMERY OF THE UTILITY MODEL
A general object of the present invention is to provide an intake control device capable of increasing the flow rate of air in a bypass passage without increasing the size of a throttle body.
The utility model discloses a mode is air intake control device, it has: a throttle body that is connected to a combustion chamber of an internal combustion engine and that constitutes at least a part of a substantially cylindrical intake passage (24) through which intake air flowing into the combustion chamber passes; a rotary shaft that traverses the axis of the intake passage in the vertical direction and is rotatably supported by the throttle body; a valve connected to the rotary shaft, for adjusting the amount of intake gas by changing the passage cross-sectional area of the intake passage by rotating the rotary shaft; a bypass passage that communicates the upstream side and the downstream side of the valve in the intake passage and bypasses the valve; and an adjustment mechanism for adjusting the amount of intake gas flowing through the bypass passage by changing the passage cross-sectional area of the bypass passage,
the throttle body is connected to an intake pipe that constitutes a part of an intake passage on a combustion chamber side with respect to the throttle body, and the throttle body is connected to the intake pipe in a state as follows: the throttle body has a body end surface extending from the downstream end of the intake passage to the outside of the intake passage and a pipe end surface extending from the upstream end of the intake passage to the outside of the intake passage,
it is characterized in that the preparation method is characterized in that,
the bypass passage has: an axial passage that is open at a body end surface and extends in an axial direction of the throttle body in the same direction as an extending direction of the intake passage inside the throttle body; and an axial groove having a depth in an axial direction at a body end surface, extending from the axial passage to the intake passage,
when the state in which the gap between the valve and the inner peripheral surface of the intake passage is minimized is a fully closed state, the valve is arranged in the fully closed state such that: the edge of the connection part of the axial groove connected with the air inlet passage is positioned at the body end surface side relative to the valve,
when the rotary shaft is rotated from the fully closed state to displace the valve to the open side, the portion of the valve displaced to the downstream side of the intake passage is disposed on the side defined by the axis of the rotary shaft when viewed in the axial direction of the throttle body,
in the axial groove, an axial passage side depth, which is a depth of a connection portion with the axial passage, is formed to be deeper than an intake passage side depth, which is a depth of a connection portion with the intake passage.
According to the present invention, a throttle body constituting an intake control device has a body end surface connected to an intake pipe (connected to a combustion chamber side) and a bypass passage for communicating an upstream side and a downstream side of a valve in an intake passage and bypassing the valve, and the bypass passage has: an axial passage that is open at a body end surface and extends in the axial direction of the throttle body in the same direction as the extending direction of the intake passage inside the throttle body; and an axial groove having a depth in the axial direction on the body end surface, extending from the axial passage to the intake passage.
In a fully closed state in which the gap between the valve and the inner circumferential surface of the intake passage is minimized, the arrangement is such that: the axial groove has an edge portion on a body end surface side with respect to the entire valve, and when the valve is displaced from the fully closed state to the open side, a portion of the valve displaced to the downstream side of the intake passage is disposed on a side divided by an axis of the rotating shaft when viewed in an axial direction of the throttle body.
Therefore, even in a region where the opening degree at which the valve is opened from the fully closed state is small, since the intake passage-side depth is formed shallower than the axial passage-side depth, the distance between the valve and the bypass passage is prevented from becoming shorter, and the influence on the variation characteristic of the flow rate with respect to the air flowing in the intake passage is suppressed. Further, by forming the axial passage side depth of the axial groove to be deep, the passage cross-sectional area can be increased without enlarging the space occupied on the body end surface of the throttle body, and therefore the flow rate of the air flowing through the bypass passage can be increased without causing an increase in the size of the throttle body.
The above objects, features and advantages will be readily apparent from the following description of the preferred embodiments with reference to the accompanying drawings.
Drawings
Fig. 1 is an overall front view of an intake air control device according to an embodiment of the present invention.
Fig. 2 is a sectional view taken along line II-II in fig. 1.
Fig. 3 is an enlarged front view of the vicinity of the communication groove of the intake air control apparatus of fig. 1.
Fig. 4 is an enlarged cross-sectional view of the vicinity of the communication groove of the intake air control device of fig. 2.
Detailed Description
As shown in fig. 1 and 2, the intake control device 10 is provided between an intake pipe 12 of an internal combustion engine and an air duct 14 through which outside air is introduced, and includes, for example: a throttle body 16; a shaft (rotary shaft) 18 rotatably supported inside the throttle body 16; a valve 20 connected to the shaft 18 and rotatably provided inside the throttle body 16; and an idling adjustment valve (adjustment mechanism) 22 that is screwed to the throttle body 16 so as to be able to advance and retreat. In the vehicle-mounted state of the intake air control device 10 mounted on the vehicle, the shaft 18 is substantially horizontal and the idle adjustment valve 22 is disposed above.
The throttle body 16 is formed of, for example, a metal material, an intake passage 24 having a circular cross section penetrates the center of the throttle body 16, a connecting flange (body end surface) 26 is formed at one end of the intake passage 24 on the downstream side and is connected to the upstream end (pipe end surface) of the intake pipe 12, and the other end of the intake passage 24 on the upstream side is connected to the downstream end of the air duct 14.
An annular seal member 27 is attached to the coupling flange 26 so as to surround the periphery of the intake passage 24 and a bypass passage 32 described later, and the seal member 27 comes into contact with the intake pipe 12 to complete sealing.
The shaft 18 is inserted into the air passage 24 so as to be perpendicular to the extending direction (direction of arrow A, B) of the air passage 24, the disc-shaped valve 20 is coupled to the center of the shaft 18 via a screw 28, and the valve 20 is capable of opening and closing the air passage 24. The valve 20 is disposed at an inclination of a predetermined angle such that the upper end thereof is on the downstream side (in the direction of arrow B) and the lower end thereof is on the upstream side (in the direction of arrow a), and is in a fully closed state in which the gap with the inner circumferential surface of the intake passage 24 is minimized, and the intake passage 24 is opened by rotating the valve 20 such that the upper end side is on the downstream side (in the direction of arrow B) and the lower end side is on the upstream side (in the direction of arrow a).
The shaft 18 is rotatably supported such that both end portions of the shaft 18 are inserted into the shaft hole 29 of the throttle body 16, and one end portion protrudes to the outside of the throttle body 16 and is connected to the rotating body 30, so that the valve 20 rotates together with the shaft 18 by a predetermined angle in the intake passage 24 by the driving action of the rotating body 30. The opening and closing operation of the valve 20 adjusts the communication state between the upstream side (direction of arrow a) and the downstream side (direction of arrow B) of the valve 20 in the intake passage 24.
Further, the throttle body 16 is provided with a bypass passage 32, and the bypass passage 32 bypasses and communicates the upstream side and the downstream side of the valve 20 provided in the intake passage 24.
The bypass passage 32 is used to supply an intake gas for idling (hereinafter referred to as an idling intake gas) to the internal combustion engine through the intake pipe 12. The bypass passage 32 also includes: an upstream side passage portion 34 communicating with an upstream side (direction of arrow a) of the intake passage 24; a downstream side passage portion (axial passage) 36 that opens to a downstream side end portion of the intake passage 24; and an insertion hole 38 that connects the upstream passage portion 34 and the downstream passage portion 36 and opens upward. The idle adjustment valve 22 for adjusting the amount of idle intake air is inserted into and screwed into the insertion hole 38.
The upstream passage portion 34 and the downstream passage portion 36 are formed substantially in parallel with the intake passage 24 so as to have circular cross sections, the upstream passage portion 34 is close to the intake passage 24 and communicates with the downstream end of the air duct 14, and the downstream passage portion 36 is formed so as to be separated from the upstream passage portion 34 by a predetermined interval upward (one side in the direction of the arrow C1) from the intake passage 24. The downstream end 36a of the downstream passage 36 is open at a position above the shaft 18 (in the direction of arrow C1) on the downstream end surface (body end surface) 40 of the throttle body 16, and communicates with the passage 12a of the intake pipe 12.
As shown in fig. 1 to 4, the bypass passage 32 has a communication groove (axial groove) 42 in a downstream end surface 40 of the throttle body 16, and the communication groove 42 connects a downstream end portion 36a of the downstream passage portion 36 to a downstream side of the intake passage 24.
For example, as shown in fig. 1 and 3, the communication groove 42 is provided above the shaft 18 (in the direction of arrow C1) when viewed from the axial direction of the throttle body 16, which is the extending direction of the intake passage 24. Further, the communication groove 42 has: a shallow groove portion 44 connected to the upper side of the intake passage 24 and extending in the radial direction from the inner peripheral surface of the intake passage 24; and a deep groove portion 46 formed radially outward of the shallow groove portion 44 and communicating with the downstream passage portion 36.
As shown in fig. 1 to 4, the shallow groove portion 44 is recessed toward the valve 20 (upstream side, in the direction of arrow a) by a predetermined axial depth D1 (intake passage side depth) with respect to the downstream end surface 40, is formed in a rectangular shape in cross section, and is connected to the outer peripheral surface of the intake passage 24 by a predetermined connection width E. The shallow groove portion 44 extends radially outward from the inner circumferential surface of the intake passage 24 by a constant axial depth D1 and a constant connection width E.
Further, when viewed from the axial direction of the throttle body 16 shown in fig. 1 and 3, the shallow groove portion 44 is formed as: the maximum radial length F in the radial direction from the inner peripheral surface (edge) of the intake passage 24 is smaller than the connection width E (F < E).
As shown in fig. 1 to 4, the deep groove portion 46 is formed with an axial depth D2 (axial passage depth) recessed toward the valve 20 side (upstream side, in the direction of arrow a) from the downstream end surface 40 than the shallow groove portion 44. As shown in fig. 3, the deep groove portion 46 includes: a 1 st groove 48 connected to the shallow groove portion 44 and extending in a direction substantially perpendicular to the shallow groove portion 44; a 2 nd groove 50 extending upward (in the direction of arrow C1) from the upper end of the 1 st groove 48; and a 3 rd groove 52 extending from the vicinity of the upper end of the 2 nd groove 50 toward the downstream passage portion 36, wherein an end portion of the 3 rd groove 52 located on the outer side in the width direction of the throttle body 16 is connected to and opens at the downstream end portion 36a of the downstream passage portion 36.
That is, when viewed in the axial direction of the throttle body 16 shown in fig. 1, the deep groove portion 46 is formed in a crank shape in which the 1 st groove 48 extending in the direction intersecting the extending direction of the shallow groove portion 44 and the 3 rd groove 52 extending outward in the width direction are connected via the 2 nd groove 50 extending in the vertical direction (the direction of arrows C1, C2). The 1 st to 3 rd grooves 48, 50, 52 are formed to have the same depth (axial depth D2) in the axial direction (direction of arrow A, B) of the throttle body 16.
As shown in fig. 4, the axial depth D2 of the deep groove portion 46 is formed deeper (D2 > G) than the shortest distance G (throttle depth) in the axial direction from the fully closed valve 20 to the downstream side end surface 40, and the 1 st groove 48 on the side closest to the intake passage 24 is formed in a range where the distance (radial length F) from the outer peripheral surface of the intake passage 24 is shorter than the connection width E of the shallow groove portion 44.
The deep groove portion 46 has a bottom portion 46a on the upstream side in the axial direction thereof, the downstream end portion 36a of the bypass passage 32 opens at the bottom portion 46a, and the deep groove portion 46 has a deflecting wall portion (deflecting wall surface) 54, the deflecting wall portion 54 being surrounded by the 1 st to 3 rd grooves 48, 50, 52, and rising in the axial direction (arrow B direction) from the bottom portion 46a toward the downstream end surface 40. The deflecting wall portion 54 extends from the bottom portion 46a to the downstream side end surface 40.
When viewed in the axial direction of the throttle body 16 shown in fig. 1 and 3, the communication groove 42 is formed such that an imaginary line L connecting the axial center P1 of the downstream side passage portion 36 and the midpoint P2 of the width (connection width E) of the inner circumferential surface of the shallow groove portion 44 connected to the intake passage 24 side intersects the offset wall portion 54.
Further, a sensor passage (connecting groove) 56 for sucking air detected by the intake pressure sensor S1 and a valve passage (connecting groove) 58 to which air is supplied by opening and closing of the solenoid valve S2 are opened in the downstream end surface 40 of the throttle body 16.
The sensor passage 56 and the valve passage 58 are disposed above (in the direction of arrow C1) the lower end surface 18a of the shaft 18, which is located below in the direction of gravity, when viewed in the axial direction of the throttle body 16 shown in fig. 1 and 3. Specifically, the valve passage 58 opens directly above the intake passage 24, and the sensor passage 56 opens below the downstream passage portion 36 and above the shaft 18.
As shown in fig. 2, the idling adjustment valve 22 is formed of, for example, a resin material in an elongated shape in the axial direction (the direction of arrows C1 and C2), and is screwed into the insertion hole 38 so as to be movable forward and backward in the vertical direction. The guide portion 60 formed at the lower end of the idling adjustment valve 22 is disposed at a position facing the downstream passage portion 36 in the insertion hole 38, and the flow rate of the idling intake gas supplied to the internal combustion engine is adjusted by adjusting the opening area between the upstream passage portion 34 and the downstream passage portion 36 by the guide portion 60.
The intake air control device 10 according to the embodiment of the present invention is basically configured as described above, and the operation and operational effects of the embodiment will be described below.
First, the internal combustion engine is started, and in an idling state in which an accelerator operation portion (not shown) of the vehicle is not operated, as shown in fig. 1 and 2, a fully closed state is achieved in which a gap between the valve 20 and an inner peripheral surface of the intake passage 24 is minimum in the intake passage 24. Then, the idle intake air supplied through the air duct 14 flows through the gap and flows from the upstream passage portion 34 of the bypass passage 32 to the insertion hole 38.
In the bypass passage 32, the opening area is adjusted by the guide portion 60 of the idle adjustment valve 22, and the idle intake gas, which flows from the downstream passage portion 36 toward the downstream end surface 40 of the throttle body 16, and finally merges at the downstream side of the intake passage 24 and is supplied into the passage 12a of the intake pipe 12, is adjusted to a desired flow rate. The idle intake gas is supplied to a cylinder chamber (combustion chamber) of the internal combustion engine through an intake pipe 12.
Next, the driver, not shown, operates the accelerator operation portion, and the rotating body 30 is rotated by a predetermined rotation amount (rotation angle) by a cable, not shown, connected to the operation portion, so that the valve 20 rotates together with the shaft 18 in the intake passage 24. The valve 20 is rotated to be away from the inner peripheral surface of the intake passage 24, thereby increasing the clearance.
Accordingly, air taken in from the outside of the vehicle flows through the air duct 14 to the intake passage 24 of the intake control device 10, and after the flow rate is controlled by the opening degree of the valve 20, the air is supplied to the cylinder chamber of the internal combustion engine through the intake pipe 12 connected to the downstream side in accordance with a desired intake air amount.
When the force with which the driver operates the accelerator operation portion is reduced, the driving force for the shaft 18 is lost, and the shaft 18 and the valve 20 are rotated in the opposite direction by an unillustrated biasing member, and returned to the fully closed state as the initial state.
On the other hand, there are cases where gas generated in the combustion chamber of the internal combustion engine flows through the intake pipe 12 toward the intake control device 10, flows along the intake passage 24 toward the valve 20, and also flows toward the bypass passage 32.
At this time, the communication groove 42 connecting the intake passage 24 and the bypass passage 32 is formed such that the bottom surface of the shallow groove portion 44 on the intake passage 24 side is higher on the downstream side (the direction of arrow B, the side of the internal combustion engine) than the deep groove portion 46 in which the bypass passage 32 is opened, and therefore, the inflow of the gas in the intake passage 24 to the bypass passage 32 side is favorably suppressed.
Even when the gas flows into the deep groove portion 46 through the shallow groove portion 44 in the communication groove 42, the deep groove portion 46 is formed in a crank shape by the 1 st to 3 rd grooves 48, 50, 52, and therefore, the gas is prevented from flowing into the bypass passage 32 that opens in the 3 rd groove 52 located farthest from the intake passage 24 and located on the far side.
That is, the gas blown back from the internal combustion engine is favorably suppressed from flowing into the bypass passage 32 by the communication groove 42 provided in the downstream end surface 40 of the throttle body 16, and the fuel component, moisture, and the like contained in the gas are suppressed from adhering to and staying in the bypass passage 32.
As described above, in the present embodiment, the throttle body 16 constituting the intake air control device 10 has the communication groove 42 connecting the downstream side passage portion 36 of the bypass passage 32 and the intake passage 24 on the downstream side end surface 40 thereof, and the communication groove 42 is formed to have a predetermined depth in the extending direction of the intake passage 24, that is, in the axial direction (the direction of arrow a) of the throttle body 16.
In the intake passage 24, the communication groove 42 is disposed on the downstream end surface 40 side with respect to the valve 20 in a fully closed state in which the gap between the valve 20 and the inner peripheral surface of the intake passage 24 is minimized, and when the valve 20 is rotated in the opening direction from the fully closed state, the communication groove 42 is formed above the axis of the shaft 18 coupled to the valve 20 and the axial depth D2 of the deep groove portion 46 is formed deeper than the axial depth D1 of the shallow groove portion 44 as viewed in the axial direction of the throttle body 16.
Therefore, even in a region where the opening degree of the valve 20 immediately after the fully closed state starts to open is small, the axial depth D1 of the shallow groove portion 44 on the intake passage 24 side is formed to be shallower than the deep groove portion 46, so that the axial distance between the valve 20 and the bypass passage 32 can be sufficiently ensured, and accordingly, the influence on the variation characteristic of the flow rate of the idle intake gas flowing through the intake passage 24 is suppressed.
Further, by sufficiently securing the axial depth D2 of the deep groove portion 46 that opens the downstream end 36a of the bypass passage 32 on the downstream end surface 40 of the throttle body 16, the passage cross-sectional area of the bypass passage 32 is secured to be large without causing an increase in size of the throttle body 16, and the flow rate of the idle intake gas flowing through the bypass passage 32 can be increased.
The axial depth D2 of the deep groove 46 is set to be deeper than the throttle depth that is the shortest distance G in the axial direction from the downstream end surface 40 of the throttle body 16 to the valve 20 in the fully closed state of the valve 20. Therefore, the axial depth of the deep groove portion 46 can be ensured to be as deep as possible, and accordingly, the passage cross-sectional area of the bypass passage 32 can be increased, and the flow rate of the idle intake gas that can flow therethrough can be increased.
Further, the distance (radial length F) from the outer peripheral surface of the intake passage 24 of the shallow groove portion 44 between the intake passage 24 and the deep groove portion 46 is formed smaller than the connection width E of the shallow groove portion 44, and the axial depth D2 of the deep groove portion 46 is formed deeper than the throttle depth G, as viewed in the axial direction of the throttle body 16. Therefore, the deep groove portion 46 can be formed deep as much as possible, and the communication groove 42 can be expanded in a range of a large passage cross-sectional area, thereby constituting the bypass passage 32 having a large capacity.
The deep groove portion 46 includes a deflecting wall portion 54 that rises in the axial direction from the bottom portion 46a of the deep groove portion 46, and the deflecting wall portion 54 intersects with a virtual line L that connects the axial center P1 of the downstream side passage portion 36 in the bypass passage 32 and the midpoint P2 of the connection width E of the shallow groove portion 44 when viewed in the axial direction of the throttle body 16.
Therefore, since the deep groove portion 46 can be formed as a crank-shaped passage by providing the deflecting wall portion 54 so as to be surrounded by the 1 st to 3 rd grooves 48, 50, 52 in the deep groove portion 46, even when blowback gas from the internal combustion engine flows into the communication groove 42 from the intake passage 24, the blowback gas can be prevented from flowing into the bypass passage 32 by the deep groove portion 46 formed in the crank shape.
In addition to the communication groove 42, a plurality of sensor passages 56 and valve passages 58 connected to the intake passage 24 are provided in the downstream end surface 40 of the throttle body 16, and the sensor passages 56 and valve passages 58 are arranged above the shaft 18 of the valve 20 and above the lower end surface 18a of the shaft 18 (in the direction of arrow C1) when viewed in the axial direction of the throttle body 16.
Thus, the sensor passage 56 and the valve passage 58 are formed in a groove shape having a large depth in the axial direction and extending in the radial direction, so that the space occupied on the downstream end surface 40 of the throttle body 16 can be minimized while ensuring the capacity. Therefore, a plurality of passages (connecting grooves) can be arranged on the downstream end surface 40, and an increase in size of the throttle body 16 can be avoided.
When the intake air control device 10 is mounted on the vehicle, the upper portion of the throttle body 16 including the communication groove 42, the sensor passage 56, and the valve passage 58 is arranged to be located at the upper side in the gravity direction (the direction of the arrow C1), so that the liquid such as the fuel and the moisture flowing into the intake air control device 10 can be prevented from flowing into and staying in the communication groove 42 and the like.
The intake air control device of the present invention is not limited to the above-described embodiments, and various configurations can be adopted without departing from the spirit of the present invention.
Claims (5)
1. An intake air control device (10) has:
a throttle body (16) that is connected to a combustion chamber of an internal combustion engine and that constitutes at least a part of a substantially cylindrical intake passage (24) through which intake gas that flows into the combustion chamber passes;
a rotary shaft (18) that traverses the axis of the intake passage in the vertical direction and is rotatably supported by the throttle body;
a valve (20) that is coupled to the rotary shaft and adjusts the amount of the intake gas by changing the cross-sectional area of the passage of the intake passage by rotating the rotary shaft;
a bypass passage (32) that communicates between the upstream side and the downstream side of the valve in the intake passage and bypasses the valve; and
an adjustment mechanism (22) for adjusting the amount of intake gas flowing through the bypass passage by changing the passage cross-sectional area of the bypass passage,
the throttle body is connected to an intake pipe (12), the intake pipe (12) constitutes a part of the intake passage on the combustion chamber side with respect to the throttle body, and the throttle body and the intake pipe are connected in the following state: body end surfaces (26, 40) of the throttle body extending from a downstream side end of the intake passage to an outside of the intake passage are opposed to a pipe end surface of the intake pipe extending from an upstream side end of the intake passage to an outside of the intake passage,
it is characterized in that the preparation method is characterized in that,
the bypass passage has: an axial passage (36) that is open at the end surface and extends in the axial direction of the throttle body in the same direction as the direction in which the intake passage extends inside the throttle body; and an axial groove (42) having a depth in the axial direction on the body end surface, extending from the axial passage to the intake passage,
when a state in which a gap between the valve and an inner peripheral surface of the intake passage is minimum is a fully closed state, the valve is arranged in the fully closed state such that: an edge of a connecting portion of the axial groove to the intake passage is located on the body end surface side with respect to the valve,
when the rotary shaft is rotated from the fully closed state to displace the valve to the open side, a portion of the valve displaced to the downstream side of the intake passage is disposed on a side defined by an axis of the rotary shaft when viewed in the axial direction of the throttle body,
in the axial groove, an axial passage side depth that is a depth of a connection site with the axial passage is formed to be deeper than an intake passage side depth that is a depth of a connection site with the intake passage.
2. The intake control apparatus according to claim 1,
the axial passage side depth is formed deeper than a throttle depth which is a shortest distance in the axial direction from the body end surface to the valve in the fully closed state.
3. The intake control apparatus according to claim 1 or 2,
the distance from the edge portion to the axial groove is smaller than a connection width of a portion where the axial groove is connected to the intake passage when viewed in an axial direction of the throttle body, and the axial passage-side depth is formed to be deeper than a throttle depth which is a shortest distance from the valve to the end surface of the body in the fully closed state.
4. The intake control apparatus according to claim 1,
the axial groove has a deflecting wall surface (54) rising from a bottom in an axial direction of the axial groove in the axial direction,
when viewed in the axial direction, an imaginary line connecting the axial center of the axial passage and the midpoint of the connection width of the axial groove to the intake passage intersects the deflecting wall surface.
5. The intake control apparatus according to claim 1,
a plurality of connection grooves (56, 58) connected to the intake passage are provided on the body end surface in addition to the axial grooves,
the connecting groove is disposed on one side of a side defined by the rotating shaft and the other side opposite to the one side, as viewed in the axial direction, with respect to an end edge straight line passing through an outer peripheral edge of the other side of the rotating shaft.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2019-068781 | 2019-03-29 | ||
| JP2019068781A JP6676804B1 (en) | 2019-03-29 | 2019-03-29 | Intake control device |
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| CN212154955U true CN212154955U (en) | 2020-12-15 |
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| JP2010255572A (en) * | 2009-04-27 | 2010-11-11 | Keihin Corp | Die device for molding throttle body semi-finished product |
| JP5235797B2 (en) * | 2009-06-22 | 2013-07-10 | 本田技研工業株式会社 | Throttle body coupler arrangement |
| JP2015101995A (en) * | 2013-11-22 | 2015-06-04 | スズキ株式会社 | Motor cycle |
| JP6581479B2 (en) * | 2015-11-18 | 2019-09-25 | 株式会社ケーヒン | Intake control device |
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| JP2020165414A (en) | 2020-10-08 |
| JP6676804B1 (en) | 2020-04-08 |
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Effective date of registration: 20220112 Address after: Ibaraki Patentee after: Hitachi astemo Co.,Ltd. Address before: Tokyo, Japan Patentee before: KEIHIN Corp. |
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