EP0649981A1 - Drosselmechanismus - Google Patents

Drosselmechanismus Download PDF

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Publication number
EP0649981A1
EP0649981A1 EP94202966A EP94202966A EP0649981A1 EP 0649981 A1 EP0649981 A1 EP 0649981A1 EP 94202966 A EP94202966 A EP 94202966A EP 94202966 A EP94202966 A EP 94202966A EP 0649981 A1 EP0649981 A1 EP 0649981A1
Authority
EP
European Patent Office
Prior art keywords
shaft
bore
manifold
wall
air horn
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.)
Granted
Application number
EP94202966A
Other languages
English (en)
French (fr)
Other versions
EP0649981B1 (de
Inventor
Martin John Field
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Motors Liquidation Co
Original Assignee
Motors Liquidation Co
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Motors Liquidation Co filed Critical Motors Liquidation Co
Publication of EP0649981A1 publication Critical patent/EP0649981A1/de
Application granted granted Critical
Publication of EP0649981B1 publication Critical patent/EP0649981B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M15/00—Carburettors with heating, cooling or thermal insulating means for combustion-air, fuel, or fuel-air mixture
    • F02M15/02—Carburettors with heating, cooling or thermal insulating means for combustion-air, fuel, or fuel-air mixture with heating means, e.g. to combat ice-formation
    • F02M15/022—Carburettors with heating, cooling or thermal insulating means for combustion-air, fuel, or fuel-air mixture with heating means, e.g. to combat ice-formation near to manually operated throttle valve

Definitions

  • This invention relates to a throttle mechanism for an engine of a motor vehicle.
  • throttle mechanisms for engines which are well known to those skilled in the art. These known throttle mechanisms basically comprise a throttle body with a bore therethrough, a shaft extending across the bore and having a flap valve secured thereto, and means for rotating the shaft relative to the throttle body.
  • a different design of throttle mechanism is required in terms of the layout of the throttle mechanism and/or the layout of the elements attached to, or forming part of, the throttle mechanism.
  • a throttle mechanism in accordance with the present invention comprises a throttle body securable between an air horn and a manifold and having an inner wall defining a bore extending therethrough, the bore having a longitudinal axis, an outer wall, a first surface connectable with the air horn, and a second surface connectable with the manifold, the first and second surfaces being planar and substantially parallel to one another; a shaft extending across the bore and having a longitudinal axis substantially perpendicular to the longitudinal axis of the bore, the shaft being rotatably mounted in the inner wall of the throttle body for pivotal movement about the longitudinal axis of the shaft, at least one end of the shaft passing through the inner wall to extend beyond the outer wall; a flap valve secured to the shaft inside the bore for movement between a fully open position and a substantially closed position on rotation of the shaft; means secured to the said at least one end of the shaft adjacent the outer wall for rotating the shaft; and fluid heating means comprising a recess formed in the first surface, a substantially
  • This arrangement provides means by which the positioning and orientation of the inlet and outlet pipes relative to the engine, can easily be altered by relative movement of the throttle body, air horn and/or manifold to meet the requirements of the layout for the throttle mechanism relative to the engine.
  • a throttle mechanism 10 in accordance with the present invention is shown, and comprises a throttle body 12, a shaft 14, a flap valve 16 of the flat butterfly type, and means for rotating the shaft in the form of a lever arm 18 and throttle linkage 20.
  • Other forms of rotating means such as a DC electric motor, cable, cam or simple lever and stud, may be used.
  • the throttle body 12, in use, is secured between a manifold 22 ( Figure 2) and an air horn 24 ( Figure 3).
  • the manifold 22 is attached to an engine of a motor vehicle, as is well known to those skilled in the art, and an air filter can be mounted on the opposite side of the air horn 24 to the throttle body 12 usually via a separate duct from a remote air filter housing.
  • the duct and the air horn may be formed in one piece or the air horn may simply be an extension of the air filter housing.
  • a throttle position sensor 26 is attached to the throttle body 12 .
  • an idle air control valve assembly 28 is also attached to the throttle body 12 .
  • an idle adjust means 30 is also attached to the throttle body 12 .
  • the throttle body 12 has an inner wall 36 which defines a bore 38 which extends through the throttle body in a longitudinal (height) direction H ( Figure 4), and an outer wall 40.
  • the bore 38 has a longitudinal axis X and may have a profile which is straight along its length, or dual spherical, either of which profiles are well known to those skilled in the art.
  • the shaft 14 extends across the bore 38 such that the longitudinal axis Y of the shaft is substantially perpendicular to the longitudinal axis X of the bore. Both ends of the shaft 14 are mounted in the throttle body 12 by way of bearings (not shown) which allow the shaft to rotate about its longitudinal axis Y relative to the throttle body.
  • One end 42 of the shaft 14 extends beyond the outer wall 40 and is secured to the lever arm 18.
  • the other end of the shaft 14 also extends beyond the outer wall 40 and is associated with the throttle position sensor 26.
  • the flap valve 16 is secured to the shaft 14 (by screws 44 or any other suitable means) and can move (on rotation of the shaft) between a fully open position, in which the flap valve forms virtually no restriction on the flow of air/fuel through the bore 38, and a substantially closed position in which the flap valve substantially closes the bore for idle operation of the engine.
  • the throttle body 12 has two pairs of apertures 46,48 passing therethrough, and the manifold 22 and air horn 24 have corresponding pairs of apertures 50,52 and 54,56 respectively.
  • the apertures 50,52 in the manifold 22 are internally threaded and securing means, for example, bolts 58 ( Figure 5), can extend through the apertures 46,48,54,56 in the throttle body 12 and the air horn 24 respectively and thread into the apertures 50,52 in the manifold to secure the manifold, throttle body and air horn together, to thereby secure the assembly of throttle body and air horn to the engine.
  • the pairs of apertures 46,48 are symmetrically arranged on either side of a plane P which is aligned with the longitudinal axis Y of the shaft 14 and the longitudinal axis X of the bore 38.
  • the distance A between each aperture of each pair of apertures 46,48 is greater than the distance B between the pairs of apertures themselves.
  • This arrangement can be modified by making distances A and B the same, that is, the apertures 46,48 are equidistantly spaced apart, in which case the throttle body 12 can be rotated through 90° about longitudinal axis X to further increase the number of variations of relative positioning.
  • the securing means could simply connect the throttle body 12 to the manifold 22, with a separate securing arrangement (for example, spring clips or bolts) securing the air horn 24 to the throttle body.
  • the securing means could comprise bolts which each extend through the apertures in the air horn 24, throttle body 12, and manifold 22 and make a threaded connection with a nut or a threaded aperture in the engine.
  • a seal (not shown) is preferably positioned between these two parts with the seal being positioned in a circumferentially extending groove in the end face 90 of the air horn.
  • the throttle body 12 also has a closed bore 60 formed therein which opens through the outer wall 40 and which preferably extends substantially parallel to the shaft 14; and first and second idle air bores 62,64 which are spaced apart, extend through the throttle body substantially parallel to the bore 38, and open into the closed bore.
  • the idle air control valve assembly 28 comprises an idle air control valve seat 66 which is formed separately and positioned in the closed bore 60 between the openings to the first and second idle air bores 62,64; an idle air control valve 68 which is movable towards and away from the idle air control valve seat; and an electric motor 70 which is attached to and moves the idle air control valve, and which is positioned at the opening to the closed bore.
  • the electric motor 70 is secured to the outer wall 40 of the throttle body 12 by a bracket 72 which substantially surrounds the end of the electric motor remote from the idle air control valve 68, and which is fastened to the outer wall by screws 74.
  • An elastomeric seal 76 is positioned between a shoulder on the electric motor 70 and the outer wall 40 at the opening to the closed bore 60 to provide a seal between the closed bore and the electric motor.
  • a compliant cushion (not shown) may be placed between the bracket 72 and the electric motor 70 to reduce vibrations to the electric motor.
  • one end of the first idle air bore 62 aligns with and opens into one of two substantially identical openings 78,80 in the air horn 24, dependent on the position of the throttle body 12 relative to the engine.
  • the air horn 24 has a bore 82 therethrough which aligns with the bore 38 in the throttle body 12 when the throttle body and air horn are secured together.
  • One of the openings 78,80 provides an air passage from the bore 82 through the air horn 24 to the first idle air bore 62.
  • the other of the openings 78,80 is closed by a portion 91 of the face of the throttle body 12 when the air horn 24 is secured thereto.
  • the other end of the first idle air bore 62 is closed by the end face 84 of the manifold 22 when the throttle body 12 is secured to the manifold.
  • one end of the second idle air bore 64 aligns with and opens into a corresponding opening 86 in the manifold 22.
  • the manifold 22 has a bore 88 therethrough which aligns with the bore 38 in the throttle body 12 when the throttle body and manifold are secured together.
  • the opening 86 provides an air passage from the second idle air bore 64 to the bore 88 in the manifold 22.
  • the other end of the second idle air bore 64 is closed by the end face 90 of the air horn 24 when the throttle body 12 is secured to the air horn.
  • This arrangement provides an idle air passage for the flow of air from the bore 82 in the air horn 24 to the bore 88 in the manifold 22 (by way of idle air bores 62,64 and closed bore 60) irrespective of the position of the flap valve 16.
  • This arrangement allows easy formation of the idle air passage without the need for subsequent plugging of bores in the throttle body.
  • the idle air control valve seat is shown as being formed separately from the throttle body, it could be formed integrally with the throttle body.
  • the throttle position sensor 26 is secured to the outer wall 40 by screws 94 which pass through apertures in the housing 92 of the sensor, and which are positioned diametrically opposed relative to the longitudinal axis Y of the shaft 14. With this arrangement, the throttle position sensor 26 can be secured to the throttle body 12 in one of two positions, one as shown in Figure 4, the other position being 180° therefrom.
  • the fluid heating means 34 comprises a pair of substantially identical recesses 96,96' formed in the opposed surfaces 98,98' respectively of the throttle body 12, which surfaces are substantially planar and parallel to one another and mate with the air horn 24 and the manifold 22.
  • the recesses 96,96' align with a pair of bores 100 in the air horn 24 and/or a pair of bores 102 in the manifold 22. It is only essential for the bores 100,102 to be present either in the air horn 24 or in the manifold 22. It is possible for one of these pairs of bores 100,102 to be omitted.
  • one of the bores connects with an inlet pipe 104, and the other of the bores connects with an outlet pipe 106 (the connections to which could be reversed) to allow fluid to flow through the inlet pipe into the recess 96 and out through the outlet pipe.
  • This arrangement allows fluid (usually from the engine cooling system) to heat the throttle body 12 to prevent the flap valve 16 or shaft bearing sticking in extreme cold conditions due to ice formation.
  • the inlet and outlet pipes may be connected to the bores 102 in the manifold 22.
  • the recesses 96,96' are preferably isolated from one another.
  • the recesses 96,96' may be fluidly connected, in which case if both pairs of bores 100,102 are present, then one of the pairs of bores must be sealed and closed to prevent leakage of fluid. It will be appreciated that the arrangement of the recesses 96,96' is such that the throttle body 12 may be rotated about the axes X and/or Y and still be fluidly connectable to the bores 100 and/or the bores 102 to allow for fluid heating of the throttle body 12.
  • the inlet pipe 104 and the outlet pipe 106 are preferably integrally formed in one piece with the air horn 24 or the manifold 22.
  • the vacuum connections 32 are shown as passing through the outer wall 40 to the bore 38.
  • the vacuum connections may be made by way of the air horn 24 in a similar manner to the fluid connections via inlet and outlet pipes 104, 106, or by way of the manifold in a similar way in the manifold 22.
  • the throttle linkage 20 and lever arm 18 as shown are commonly referred to as a four-bar link, although other forms of throttle linkage could be used.
  • the throttle linkage 20 comprises first and second arms 118,120 ( Figure 6) .
  • the first arm 118 is pivotally connected at one end to one end 122 of the lever arm 18.
  • the second arm 120 is substantially L-shaped (although other shapes may be used) and is pivotally connected at one end 124 to the outer wall 40 of the throttle body 12, has a connection stub 126 at the other end to which a throttle cable (not shown) can be attached, and is pivotally connected between its ends, at the elbow 128 of the L-shape, to the other end of the first arm 118.
  • the pivotal connection of the one end 124 of the second arm 120 to the outer wall 40 is at one of two positions on the outer wall, each of which is defined by a boss 130,132.
  • the bosses 130,132 are formed in the outer wall 40 at positions which are diametrically opposed about the longitudinal axis Y of the shaft 14.
  • Each boss 130,132 has a threaded bore 134,136 formed therein which receives a threaded screw 138,140.
  • the threaded bores 134,136 are substantially identical.
  • One of the screws 138 passes through an aperture in the one end 124 of the second arm 120 to provide the pivotal connection of the throttle linkage 20 to the throttle body 12.
  • the positioning of the throttle linkage 20 relative to the throttle body 12 can easily be reversed to the arrangement shown in Figure 7 simply by screwing the screw 138 into the threaded bore 136 in boss 132, rather than into the threaded bore 134 in boss 130, thereby allowing the direction of the throttle cable to be reversed.
  • one of the bosses may have a rod extending therefrom, and the throttle linkage 20 may be pivotally secured in place on the rod by a detachable circlip or other suitable fastening means.
  • the rod may be attached to the required boss by screw threading into one of the threaded bores 134,136 or by a push fit into an unthreaded bore.
  • a coil spring 142 acts on the lever arm 18, and a coil spring 144 acts on the second arm 120 to bias the flap valve 16 towards its substantially closed (idle) position as is well known in the art.
  • the lever arm 18 may have a stop member (not shown) formed thereon adjacent the one end 122 of the lever arm which projects towards the throttle body 12 and which is engageable with the boss 132 ( Figure 6, or boss 138 in Figure 7) to prevent the flap valve 16 passing beyond its fully open position.
  • the screw 140 forms part of the idle adjust means 30 of the throttle mechanism 10, along with a cam 146.
  • the cam 146 has a substantially circular (cylindrical) outer surface 148 and the screw 140 passes through an off -centre aperture 150 in the cam to be screwed into the threaded bore 136 in boss 132 ( Figure 6) or the threaded bore 134 in boss 130 ( Figure 7) .
  • the other end 152 of the lever arm 18 is biased (by the coil springs 142,144) into engagement with the surface 148 of the cam 146 to set the substantially closed (idle) position of the flap valve 16. This position can be adjusted simply by slightly unthreading the screw 140, rotating the cam 146 relative to the screw, and then re-tightening the screw.
  • the cam 146 is substantially cup-shaped, and the head 154 of the screw 140 is positioned inside the cup with a Belleville spring 156 or similar acting between the head and the cam.
  • This design of idle adjust means 30 can be made tamperproof by placing a plug inside the cup to prevent access to the screw head 154.
  • the cam may have an oval shaped outer surface.
  • Other forms of idle adjust means known to those skilled in the art may be used, although the above described arrangement makes use of features already form on the outer wall 40 of the throttle body 12, without resorting to having to add special boss(es) to receive the idle adjust means 30 or resorting to additional machining operations.
  • the various features of the throttle mechanism described above allow the positioning of the various elements relative to the engine to be easily adjusted, thereby allowing greater flexibility in the use of a single throttle mechanism.
  • the two part arrangement of the throttle body and air horn allow material variations.
  • the air horn may be formed from plastics material, with the throttle body formed from cast aluminium.
  • the seal between the air horn and the throttle body may be integrally formed with the air horn.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
EP19940202966 1993-10-20 1994-10-13 Drosselmechanismus Expired - Lifetime EP0649981B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB939321630A GB9321630D0 (en) 1993-10-20 1993-10-20 A throttle mechanism
GB9321630 1993-10-20

Publications (2)

Publication Number Publication Date
EP0649981A1 true EP0649981A1 (de) 1995-04-26
EP0649981B1 EP0649981B1 (de) 1998-08-12

Family

ID=10743845

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19940202966 Expired - Lifetime EP0649981B1 (de) 1993-10-20 1994-10-13 Drosselmechanismus

Country Status (3)

Country Link
EP (1) EP0649981B1 (de)
DE (1) DE69412417T2 (de)
GB (2) GB9321630D0 (de)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2603199A (en) * 1952-07-15 Carburetor deicer
US2684058A (en) * 1950-02-06 1954-07-20 Carter Carburetor Corp Deicing device
GB960523A (en) * 1961-05-09 1964-06-10 Sibe Improvements in carburettors in internal combustion engines
US3916859A (en) * 1972-12-15 1975-11-04 Gust S Fossum Carburetor anti-ice and oil cooling device
FR2606115A1 (fr) * 1986-10-31 1988-05-06 Peugeot Vanne a papillon notamment pour vehicule automobile et son application a un carburateur
JPS63111273A (ja) * 1986-10-29 1988-05-16 Honda Motor Co Ltd 気化器のアイシング防止装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2603199A (en) * 1952-07-15 Carburetor deicer
US2684058A (en) * 1950-02-06 1954-07-20 Carter Carburetor Corp Deicing device
GB960523A (en) * 1961-05-09 1964-06-10 Sibe Improvements in carburettors in internal combustion engines
US3916859A (en) * 1972-12-15 1975-11-04 Gust S Fossum Carburetor anti-ice and oil cooling device
JPS63111273A (ja) * 1986-10-29 1988-05-16 Honda Motor Co Ltd 気化器のアイシング防止装置
FR2606115A1 (fr) * 1986-10-31 1988-05-06 Peugeot Vanne a papillon notamment pour vehicule automobile et son application a un carburateur

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 12, no. 352 (M - 744) 21 September 1988 (1988-09-21) *

Also Published As

Publication number Publication date
EP0649981B1 (de) 1998-08-12
GB9321630D0 (en) 1993-12-08
DE69412417D1 (de) 1998-09-17
DE69412417T2 (de) 1998-12-24
GB2283057B (en) 1996-12-04
GB9420546D0 (en) 1994-11-30
GB2283057A (en) 1995-04-26

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