EP2397685B1 - Air intake control device for engine - Google Patents

Air intake control device for engine Download PDF

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Publication number
EP2397685B1
EP2397685B1 EP10756009.6A EP10756009A EP2397685B1 EP 2397685 B1 EP2397685 B1 EP 2397685B1 EP 10756009 A EP10756009 A EP 10756009A EP 2397685 B1 EP2397685 B1 EP 2397685B1
Authority
EP
European Patent Office
Prior art keywords
air intake
hole
valve
bypass
valve stem
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.)
Active
Application number
EP10756009.6A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2397685A1 (en
EP2397685A4 (en
Inventor
Hiroshige Akiyama
Tatsuya Miura
Yuuki Fujino
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.)
Keihin Corp
Original Assignee
Keihin Corp
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
Priority claimed from JP2009070028A external-priority patent/JP5342287B2/ja
Priority claimed from JP2009070029A external-priority patent/JP5342288B2/ja
Application filed by Keihin Corp filed Critical Keihin Corp
Publication of EP2397685A1 publication Critical patent/EP2397685A1/en
Publication of EP2397685A4 publication Critical patent/EP2397685A4/en
Application granted granted Critical
Publication of EP2397685B1 publication Critical patent/EP2397685B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02D9/1035—Details of the valve housing
    • F02D9/1055—Details of the valve housing having a fluid by-pass
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • F02M69/32—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines with an air by-pass around the air throttle valve or with an auxiliary air passage, e.g. with a variably controlled valve therein
    • 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0252—Opening a special valve-controlled intake passage (by-pass) during starting

Definitions

  • the present invention relates to an air intake control device according to the preamble part of claim 1.
  • an inlet of a bypass is formed in a pipe shape to protrude from an inner surface of an air intake path. Accordingly, in the load operation of such an engine with a throttle valve being released, the protruding inlet of the bypass causes air intake resistance, which adversely affects the output performance of the engine.
  • an air intake control device for an engine in which a throttle body having an air intake path opened and closed by a throttle valve is provided with a bypass communicating with the air intake path while bypassing the throttle valve, and the bypass is provided with valve means for opening and closing the bypass, wherein an inlet of the bypass is formed of a concave groove which is formed in an inner surface of the air intake path so as to start from an upstream end of the throttle body and terminate as a dead-end before reaching the throttle valve, and a different path of the bypass leading to the concave groove is opened in a step portion raised by one step from an inner surface of the concave groove.
  • the above-described valve means corresponds to an idle adjustment valve 31 of the present invention, which will be described later; and the above-described different path corresponds to a valve hole 33.
  • an opening portion of the different path that is open to the step portion is arranged to be spaced from a peripheral edge of the step portion.
  • the step portion may be formed to be continuous with a ceiling surface and a dead-end portion of the concave groove.
  • the air intake path may be formed in a drum portion of the throttle body to be eccentric with respect to a center of an outer shape of the drum portion in a direction orthogonal to a valve stem of the throttle valve, and the concave groove may be formed in a thick-wall portion of the drum portion, the thick-wall portion being located on a side opposite to the side on which the air intake path is eccentrically located.
  • the valve means may be an idle adjustment valve for opening and closing the bypass to adjust the amount of idle intake air for the engine flowing the bypass
  • the throttle body may have a screw hole, a valve hole coaxially continuous to an inner end of the screw hole, and a measurement hole opened in an inner surface of the valve hole
  • the bypass may be formed such that one of the valve hole and the measurement hole communicates with a portion, upstream of the throttle valve, of the air intake path and the other communicates with a portion, downstream of the throttle valve, of the air intake path
  • the idle adjustment valve may include a screw shaft screwed into the screw hole and an adjustment valve stem continuously provided to a tip end of the screw shaft and rotatably and slidably fitted to the valve hole
  • the adjustment valve stem may have a blind hole having an opening in an end surface of the adjustment valve stem and communicating with the valve hole, an annular measurement groove surrounding an outer periphery of the adjustment valve stem and communicating with the measurement hole, and a plurality of through-holes
  • the through holes may be shifted from the measurement hole in the axial direction of the adjustment valve stem regardless of which adjustment position the adjustment valve stem is in.
  • the through-holes the number of which may be four may be arranged in a peripheral direction of the adjustment valve stem at equal intervals.
  • the inlet of the bypass has the concave groove depressing from the inner surface of the air intake path.
  • the concave groove prevents reduction in the channel area of the air intake path, and does not interrupt the flow of the intake air flowing straight on along the air intake path during the load operation of the engine. This configuration can reduce air intake resistance of the engine, and contribute to improving the output of the engine.
  • the different path of the bypass leading to the concave groove is opened in the step portion raised from the inner surface of the concave groove by one step. Accordingly, even if there exist water drops flowing along the inner surface of the concave groove, the water drops flowing along the periphery of the step portion due to the inertia of the flow while avoiding the opening portion in the different path. Accordingly, it is possible to prevent the water drops from flowing downstream the bypass.
  • the opening portion of the different path that is open to the step portion is formed to be spaced from the peripheral edge of the step portion.
  • die-cutting of the air intake path and the concave groove in molding the throttle body can be performed without being interrupted by the step portion.
  • a sufficient channel area can be secured for the concave groove without reducing the strength of the throttle body, and the other portions of the bypass leading to the concave groove can be easily formed without being interrupted by the valve stem.
  • the idle intake air flows into the annular measurement groove by changing the course at a right angle from the blind hole to the through-holes while the foreign subjects that have flowed into the blind hole flow straight on due to the inertia of the flow, are pooled in the foreign-substance pool closer to the dead-end of the blind hole, and are thus separated from the idle intake air.
  • This configuration can prevent attachment of the foreign subjects to the measurement portion, which are the measurement groove and the measurement hole, and the amount of the idle intake air once adjusted by the idle adjustment valve can be kept stable for a long time.
  • the idle intake air that has flowed into the measurement groove through the through-holes changes the course at the right angle immediately and then flows toward the measurement hole while the foreign subjects that have passed through the through-holes collide against the inner peripheral surface of the valve hole due to the inertia, fall to the bottom of the valve hole, and are thus separated from the idle intake air.
  • This configuration can further prevent attachment of the foreign subjects to the measurement portion, which are the measurement groove and the measurement hole.
  • four through-holes may be arranged in the peripheral direction of the valve stem at equal intervals. This arrangement allows the amount of the idle intake air to vary smoothly in relation to the changes of the rotation angle of the idle adjustment valve. Consequently, the amount of the idle intake air can be adjusted easily and precisely. Furthermore, the four through-holes can be formed by simply performing hole processing in two directions, which provides excellent processibility.
  • a throttle body 1 is formed by die casting using a light alloy as a material, and includes a drum portion 1a and a flange portion 1b projecting from the outer periphery of the drum portion 1a at one end portion of the drum portion 1a.
  • the flange portion 1b is in a substantially square form when seen from the front (see FIG. 3 ).
  • Paired first and second fastening bosses 2 and 2' are formed respectively at upper and lower corner portions on one diagonal of the flange portion 1b, and are connected to a connection flange portion of an air intake pipe 5 of an engine by paired fastening bolts 3 and 3.
  • an inlet tube 6 connected to an air cleaner is connected to the outer periphery of the drum portion 1a so as to be fitted around the outer periphery.
  • the throttle body 1 includes a cylindrical air intake path 7, which communicates the inlet tube 6 and the air intake pipe 5, the air intake path 7 being formed eccentrically with respect to the center of the outer shape of the drum portion 1a of the throttle body 1 so as to be positioned lower than the center in a direction orthogonal to a valve stem 8a.
  • the valve stem 8a of a butterfly-shaped throttle valve 8 for opening and closing the air intake path 7 is rotatably supported by paired first and second bearing bosses 9 and 9' formed in the throttle body 1.
  • Each of the first and second bearing bosses 9 and 9' is formed so that one semicircle portion of the boss would be integrated with the drum portion 1a while the other semicircle portion of the boss would be integrated with the flange portion 1b.
  • each of the bosses 9 and 9' be arranged to be substantially flush with a corresponding end surface of the flange portion 1b, as shown in the drawings.
  • first and second bearing bosses 9 and 9' are formed so as to extend over the drum portion 1a and the flange portion 1b. This allows the throttle valve 8 to be arranged near a downstream end of the air intake path 7, which makes it possible to downsize the throttle body 1, especially to downsize significantly the throttle body 1 in an axial direction of the throttle body 1.
  • a throttle drum 10 is fixed to one end portion of the above-described valve stem 8a, and an operation wire 11 (see FIG. 4 ) for operating the throttle valve 8 to open and close is connected to the throttle drum 10.
  • the first fastening boss 2 provided on the upper side is disposed so as to partially overlap with the drum portion 1a when seen in a plan view, and a stay boss 15 is provided so as to be integrally connected to an outer side of the first fastening boss 2.
  • a guide tube stay 13 for supporting an end portion of a guide tube 12 of the above-described operation wire 11 is fixed to an end surface of the stay boss 15 with a screw 16, the end surface being on the side of the drum portion 1a.
  • a positioning pin 18 provided so as to protrude from the end surface, on the side of the drum portion 1a, of the stay boss 15, is fitted to a positioning hole 17 provided downwardly adjacent to the screw 16 and pierced in the guide tube stay 13.
  • the guide tube stay 13 is prevented from rotating around the screw 16.
  • This enables the single screw 16 to fix the guide tube stay 13 to the stay boss 15.
  • a tip end portion of the positioning pin 18 penetrates the positioning hole 17 and then protrudes from an outer surface of the guide tube stay 13.
  • a stopper arm 10a is integrally formed to the throttle drum 10, so as to be in contact with the tip end portion of the positioning pin 18 to control a fully-opened position of the throttle valve 8.
  • the positioning pin 18 serves also as a stopper pin for controlling the fully-opened position of the throttle valve 8. Accordingly, no dedicated stopper pin is required, which allows simplification of the configuration.
  • a full-closing-stopper boss 20 is integrally formed to the flange portion 1b, at a position opposite of the first bearing boss 9 to the stay boss 15, and a full-closing-stopper bolt 21 for controlling a fully-closed position of the throttle valve 8 by stopping the above-described stopper arm 10a, is screwed to the full-closing-stopper boss 20.
  • the first and second fastening bosses 2 and 2', the holes in the stay boss 15, the positioning pin 18 and the hole in the full-closing-stopper boss 20 are arranged to be parallel with the air intake path 7. This makes it possible to perform molding and drilling for the air intake path 7, the first and second fastening bosses 2 and 2', the stay boss 15, the positioning pin 18 and the full-closing-stopper boss 20, all at once, which provides excellent processibility.
  • a space 22 is formed around the first bearing boss 9 so as to space the stay boss 15 and the full-closing-stopper boss 20 from the first bearing boss 9.
  • a torsion coil type return spring 23 for biasing the throttle drum 10 in a closing direction of the throttle valve 8 is disposed on the outer periphery of the bearing boss 9.
  • the stay boss 15, the first bearing boss 9, the return spring 23 and the full-closing-stopper boss 20 can be aligned on one side of the flange portion 1b, which contributes to downsizing of the throttle body 1.
  • the stay boss 15 is integrally provided on the outer side of the first fastening boss 2 arranged so as to partially overlap with the drum portion 1a in a plan view, a portion, protruding from the one side of the flange portion 1b, of the stay boss 15 can be reduced in length as much as possible.
  • a portion, protruding from the flange portion 1b, of the full-closing-stopper boss 20 vertically arranged with the stay boss 15 can also be reduced in length, which can further contribute to the downsizing of the throttle body 1.
  • a casting 26 for a throttle sensor 25 for detecting an opening degree of the throttle valve 8 is fitted around the outer periphery of the second bearing boss 9'.
  • a sensor-supporting boss 27 is integrally formed to the flange portion 1b so as to be aligned with the second fastening boss 2' while interposing the second bearing boss 9 together with the second fastening boss 2', and the casing 26 is fastened to the sensor-supporting boss 27 with a fastening bolt 28.
  • the above-described sensor-supporting boss 27 is arranged in parallel with the second bearing boss 9. With this arrangement, molding and drilling can be performed for the second bearing boss 9 and the sensor-supporting boss 27 all at once, which provides excellent processibility.
  • the second fastening boss 2', the second bearing boss 9' and the sensor-supporting boss 27 can be aligned on the other side of the flange portion 1b.
  • the entire throttle body 1 in combination with the configuration that the stay boss 15, the first bearing boss 9, the return spring 23 and the full-closing-stopper boss 20 are aligned on the one side of the flange portion 1b, the entire throttle body 1 can be downsized significantly.
  • a bypass 30 communicating with the air intake path 7 while bypassing the throttle valve 8 is formed to the throttle body 1.
  • This bypass 30 is provided to pass intake air for idling (referred to as idle intake air, below) to the engine.
  • An idle adjustment valve 31 for adjusting the amount of the idle intake air is screwed to the throttle body 1. The bypass 30 and the idle adjustment valve 31 will be described below in detail.
  • the bypass 30 includes: a concave groove 32 formed on an upper surface of the air intake path 7 between an upstream end of the throttle body 1 and a portion before reaching the throttle valve 8 (see FIG. 2 , FIG. 5 and FIG. 6 ); a cylindrical valve hole 33 extending from the concave groove 32 in such a direction to be bent at a right angle with the concave groove 32 (see FIG. 7 ); a measurement hole 34 extending from an intermediate portion of the valve hole 33 toward a downstream end of the throttle body 1; and a cut-out portion 35 formed in an end surface, connected to the air intake pipe 5, of the flange portion 1b of the throttle body 1, to cause the measurement hole 34 to communicate with a downstream end portion of the air intake path 7 (see FIG. 3 ).
  • the concave groove 32 is formed in a thick-wall portion 36 formed in an upper portion of the drum portion 1a, by forming the air intake path 7 eccentrically with respect to the center of the outer shape of the drum portion 1a of the throttle body 1 so as to be positioned lower than the center in the direction orthogonal to the valve stem 8a as described above. In this way, a sufficient channel area can be secured for the concave groove 32 without reducing the strength of the throttle body 1, and the other portion of the bypass 30 leading to the concave groove 32 can be formed easily without being interrupted by the valve stem 8a.
  • a screw hole 38 and a guide hole 39, becoming larger in diameter sequentially and gradually, are coaxially provided to an outer end side of the valve hole 33, and the guide hole 39 is opened in an outer surface of the throttle body 1.
  • the guide hole 39, the screw hole 38 and the valve hole 33 are formed in parallel with the second bearing boss 9' similarly as the sensor-supporting boss 27 is. Consequently, molding and drilling can be performed for the above-described holes, the sensor-supporting boss 27 and the second bearing boss 9' all at once, which provides excellent processibility.
  • the concave groove 32 has a dead-end portion 32a on a downstream side of the concave groove 32, and the valve hole 33 is disposed so as to extend from a portion before the dead-end portion 32a in such a direction to be bent at a right angle with the dead-end portion 32a.
  • an opening portion 33a of the valve hole 33 to the concave groove 32 is narrowed, and is formed in a step portion 32c, which is raised from an inner surface 32b of the concave groove 32 by a step h.
  • the opening portion 33a is disposed so as to be spaced from the peripheral edge of the step portion 32c.
  • step portion 32c is formed so as to be continuous with a ceiling surface of the concave groove 32 and the dead-end portion 32a. With this configuration, die cutting of the air intake path 7 and the concave groove 32 can be performed without being interrupted by the step portion 32c, in molding the throttle body 1.
  • the idle adjustment valve 31 includes a main shaft 41, a screw shaft 42 and an adjustment valve stem 43 that are integrally and coaxially connected to each other so as to become smaller in diameter sequentially and gradually.
  • the main shaft 41 has an enlarged head portion 41a with a tool-insertion groove 44 at an outer end, and an O-ring 45 is attached to an outer periphery of the main shaft 41.
  • the adjustment valve stem 43 is rotationally and slidably fitted to the valve hole 33, the screw shaft 42 is screwed to the screw hole 38, the main shaft 41 is rotationally and slidably fitted to the guide hole 39 with the O-ring 45, and a coil spring 46 for preventing the idle adjustment valve 31 from rotating is provided in a compressed manner between the outer surface of the throttle body 1 and the enlarged head portion 41a.
  • the adjustment valve stem 43 has: a blind hole 48 opened in an end surface of the adjustment valve stem 43 to communicate with the valve hole 33; an annular measurement groove 49 formed on an outer periphery of the adjustment valve stem 43 to communicate with the measurement hole 34; and multiple through-holes 50, 50 ⁇ formed in a manner that an axial-direction intermediate portion of the blind hole 48 would communicate with the measurement groove 49.
  • the groove width of the measurement groove 49 is set to be sufficiently larger than the internal diameter of the measurement hole 34.
  • a blind portion defined closer to the dead-end of the blind hole 48 than the through-holes 50, 50 ⁇ serves as a foreign-subject pool 51.
  • the measurement hole 34 and the through-holes 50, 50 ⁇ are provided to always offset each other in the axial direction of the adjustment valve stem 43 regardless of which adjustment position the adjustment valve stem 43 is in.
  • the number of the multiple through-holes 50, 50 ⁇ is preferably four arranged at equal intervals in a peripheral direction of the adjustment valve stem 43.
  • One or multiple annular grooves 52 (see FIGS. 7 and 8 ) to serve as a labyrinth seal are formed on an outer peripheral surface of a tip end portion of the adjustment valve stem 43.
  • the amount of the idle intake air can be adjusted by increasing and decreasing a communication width w of the measurement groove 49 and the measurement hole 34 through adjustment in which the adjustment valve stem 43 is caused to advance or retreat by screwing or unscrewing the idle adjustment valve 31. Specifically, the amount of the idle intake air can be reduced when the communication width w is reduced as shown in FIG. 7 , and can be increased when the communication width w is increased as shown in FIG. 8 .
  • valve hole 33 communicating with the concave groove 32 is positioned in the direction to be bent substantially at a right angle with a portion before the dead-end portion 32a of the concave groove 32.
  • the opening portion 33a of the valve hole 33 to the concave groove 32 is formed in the step portion 32c, which is raised from the inner surface 32b of the concave groove 32 by one step, and the opening portion 33a is formed to be away from the peripheral edge of the step portion 32c.
  • the idle intake air flows into the annular measurement groove 49 by changing the course at the right angle at the blind hole 48 to the through-holes 50, 50 ⁇ , while the foreign subjects that have entered the blind hole 48 flow straight on due to the inertia of the flow, are pooled in the foreign-subject pool 51 positioned close to the dead-end of the blind hole 48, and are thus separated from the idle intake air.
  • the through-holes 50, 50 ⁇ and the measurement hole 34 always offset each other in the axial direction of the adjustment valve stem 43 regardless of which adjustment position the adjustment valve stem 43 is in.
  • the idle intake air that has flowed into the measurement groove 49 through the through-holes 50, 50 ⁇ immediately changes the course at a right angle and heads for the measurement hole 34, while the foreign subjects passing through the through-holes 50, 50 ⁇ collide against an inner peripheral surface of the valve hole 33 due to the inertia and fall down to a bottom portion of the valve hole 33, and are thus separated form the idle intake air.
  • the intake air that has flowed into the air intake path 7 flows straight on through the air intake path 7 with the flow amount being controlled by regulating the opening degree of the throttle valve 8, and is supplied to the engine. Since the inlet of the bypass 30 has the concave groove 32 forming a depression in an inner surface of the air intake path 7, the channel area of the air intake path 7 is not reduced, and the flow of the intake air flowing straight on through the air intake path 7 is not interrupted. This configuration can reduce the air intake resistance of the engine and contribute to improvement of the output of the engine.
  • the water drops can be prevented from entering the opening portion 33a of the valve hole 33 by the step portion 32c similarly at the time of idling described above.
  • the flange portion 1b has the cut-out portion 35, which is delete to be a downstream end portion of the bypass 30, in the end surface facing the air intake pipe 5 at a position corresponding to an upper oblique portion of the air intake path 7, and a sealing groove 53 having a waterdrop form is formed in the end surface of the flange portion 1b to surround the cut-out portion 35 and the air intake path 7.
  • the O-ring 54 to come in close contact with the end surface of the air intake pipe 5 is attached to the sealing groove 53 when the first and second fastening bosses 2 and 2' of the flange portion 1b are fastened to the air intake pipe 5 with the fastening bolts 3 and 3.
  • the fastening bosses 2 and 2' respectively include seating surfaces 2a and 2a' formed thereon to protrude slightly from the surface in which the sealing groove 53 of the flange portion 1b is formed.
  • the cut-out portion 35 is positioned on one side of a straight line 55 joining the centers of the first and second fastening bosses 2 and 2' across the air intake path 7, and an arc-shaped contact seating 56 (see FIG. 3 and FIG. 9 ), which is slightly protruding from the surface in which the sealing groove 53 of the flange portion 1b is formed, is formed to be along a part of the outer peripheral edge of the sealing groove 53.
  • the contact seating 56 and the seating surfaces 2a and 2a' are finished to be on the same level after the throttle body 1 is casted.
  • the compressive deformation amount of the O-ring 54 can be regulated accurately, and the sealing function of the O-ring 54 can be maintained for a long time.
  • the processing only needs to be performed on the three portions, i.e. the seating surfaces 2a and 2a' of the first and second fastening bosses 2 and 2' and the contact seating 56, in finishing the surface to be in contact with the air intake pipe 5 of the flange portion 1b to be on the same level. This finishing can improve the processing efficiency and extend the life of processing tools.
  • the cut-out portion 35 and the contact seating 56 are arranged on the opposite sides of the straight line 55 joining the centers of the two fastening bosses 2 and 2'. This arrangement can distribute the portions having complex shapes and improve the run characteristics in the die casting.
  • the present invention is not limited to the above-described embodiment, and may be modified in a variety of ways as long as the modifications do not depart from the gist of the present invention.
  • the sealing groove 53 may be formed in an end surface, facing the flange portion 1b, of the air intake pipe 5.
  • the present invention is also applicable to a vertical type throttle body including the air intake path 7 arranged in a vertical direction.
  • an electric or wax-type automatic valve may be provided to the bypass.
  • the valve hole 33 and the measurement hole 34 may be formed to communicate with a downstream portion and an upstream portion of the air intake path 7 in the bypass 30, respectively.

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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)
EP10756009.6A 2009-03-23 2010-03-19 Air intake control device for engine Active EP2397685B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2009070028A JP5342287B2 (ja) 2009-03-23 2009-03-23 エンジンのアイドル調整装置
JP2009070029A JP5342288B2 (ja) 2009-03-23 2009-03-23 エンジンの吸気制御装置
PCT/JP2010/054822 WO2010110212A1 (ja) 2009-03-23 2010-03-19 エンジンの吸気制御装置

Publications (3)

Publication Number Publication Date
EP2397685A1 EP2397685A1 (en) 2011-12-21
EP2397685A4 EP2397685A4 (en) 2014-04-02
EP2397685B1 true EP2397685B1 (en) 2015-03-25

Family

ID=42780907

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10756009.6A Active EP2397685B1 (en) 2009-03-23 2010-03-19 Air intake control device for engine

Country Status (5)

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EP (1) EP2397685B1 (pt)
CN (1) CN102362062B (pt)
BR (1) BRPI1012241B1 (pt)
PE (1) PE20120852A1 (pt)
WO (1) WO2010110212A1 (pt)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013058272A1 (ja) * 2011-10-20 2013-04-25 株式会社ケーヒン エンジンの吸気制御装置
GB2515464B (en) * 2013-04-24 2021-01-27 Intelligent Energy Ltd A water separator
JP6259697B2 (ja) * 2014-03-28 2018-01-10 株式会社ケーヒン 吸気量調整装置
JP6768427B2 (ja) * 2016-06-01 2020-10-14 愛三工業株式会社 二重偏心弁
JP7506629B2 (ja) 2021-03-25 2024-06-26 日立Astemo株式会社 吸気制御装置

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5988236U (ja) * 1982-12-03 1984-06-14 愛三工業株式会社 内燃機関における気体の流量調節装置
JPS63136237U (pt) * 1987-02-26 1988-09-07
JPS63151965U (pt) * 1987-03-25 1988-10-05
JPH07269377A (ja) * 1994-03-31 1995-10-17 Mikuni Corp 吸入空気制御装置
US6041754A (en) * 1997-04-14 2000-03-28 Nippon Soken, Inc. Idle intake control device
JPH11201003A (ja) * 1998-01-19 1999-07-27 Nippon Soken Inc アイドル吸気制御装置
JP4109788B2 (ja) * 1999-03-31 2008-07-02 本田技研工業株式会社 スロットルボディにおけるバイパス路制御装置
JP4065115B2 (ja) * 2001-08-31 2008-03-19 株式会社ケーヒン エンジンの吸気量制御装置
JP4013249B2 (ja) * 2002-08-29 2007-11-28 株式会社デンソー 内燃機関のスロットルバルブ装置
JP2005273647A (ja) * 2004-02-27 2005-10-06 Aisan Ind Co Ltd バイパスセットスクリュ及びバイパス通路

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Publication number Publication date
CN102362062B (zh) 2014-03-26
EP2397685A1 (en) 2011-12-21
PE20120852A1 (es) 2012-08-06
BRPI1012241B1 (pt) 2020-09-15
CN102362062A (zh) 2012-02-22
BRPI1012241A2 (pt) 2016-03-29
WO2010110212A1 (ja) 2010-09-30
EP2397685A4 (en) 2014-04-02

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