JP2000291452A - Intake air amount controller of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively reduce noise to be generated by the generation of the turbulent flow on air flowing through an opening on an orifice side, when a throttle valve is opened suddenly. SOLUTION: An intake air amount controller is provided with a throttle body 1 for forming an intake passage 2 and an approximately plate-shaped throttle valve 5 rotatably supported on the throttle body 1 via a throttle shaft 3. A stream rectifying means 16 for rectifying the stream of air flowing through an opening A on an orifice side formed between the end 5a of the orifice side of the throttle valve 5 and a wall surface 2a of the intake passage 2 is integrally provided with the wall surface 2a of the intake passage 2 of the throttle body 1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake air amount control device for an internal combustion engine (also referred to simply as an intake air amount control device).

[0002]

2. Description of the Related Art A conventional example of an intake air amount control device for an internal combustion engine will be described with reference to FIGS. FIG. 47 is a front sectional view of the intake air amount control device, and FIG. 48 is XLVIII of FIG.
A cross-sectional view taken along line -XLVIII is shown. 47 and 48, the intake air amount control device includes a throttle body 1 forming an intake passage 2 communicating with a pipe line (not shown) of an intake pipe of an internal combustion engine, and a throttle shaft 3 connected to the throttle body 1. And a substantially plate-shaped throttle valve 5 rotatably supported. In the case of this example, it is assumed that the air supplied to the internal combustion engine flows from the top to the bottom in the intake passage 2 (see the white arrow Y1 in FIGS. 47 and 48).

[0003] The throttle valve 5 is a well-known butterfly valve. The screw 6 is inserted into a mounting hole 3 a penetrating in a radial direction of the throttle shaft 3.
Is fastened by The rotation axis L1 of the throttle valve 5 is located on the same axis as the throttle shaft 3.

[0004] As shown in FIG.
A left-side shaft bearing cylinder 1a is formed on the left side of
The throttle shaft 3 is attached to the shaft bearing cylinder 1a.
Is rotatably supported via a bearing 7. A right shaft bearing cylinder 1b is formed on the right side of the throttle body 1, and the right end of the throttle shaft 3 is rotatably supported by the shaft bearing cylinder 1b via a bearing 8. An oil seal 9 is fitted to each of the shaft bearing cylinders 1a and 1b following the bearings 7 and 8, respectively.

The left end of the throttle shaft 3 projects leftward from the left shaft bearing cylinder 1a. Then, on the left end of the throttle shaft 3,
The throttle lever 10 is fixed by tightening a nut 11. The throttle lever 10 is connected, for example, to a wire cable connected to an accelerator pedal (not shown) of the vehicle, and is rotated by operating the accelerator pedal. Further, between the throttle lever 10 and the throttle body 1, the throttle lever 10 is always provided.
The back spring 12 for urging the in the closing direction is interposed.

A throttle position sensor 14 is mounted at the open end of the right shaft bearing cylinder 1b. The throttle position sensor 14 detects the rotation angle of the throttle valve 5, that is, the valve opening from the rotation angle of the throttle shaft 3, converts the rotation angle into an electric signal, and outputs the electric signal to an engine control computer (not shown).

In the above-described intake air amount control apparatus for an internal combustion engine, the throttle valve 5 is normally held at the fully closed position indicated by the solid line 5 in FIG. From this state, the throttle valve 5 is rotated in the opening direction so that the throttle valve 5 is opposed to the biasing force of the back spring 12 by a dotted line 5 in FIG.
It is rotated to the position indicated by 1. Further, the throttle valve 5 is turned to the fully open position along the axis L2 of the intake passage 2 as shown by a two-dot chain line 52 in FIG. As described above, the opening and closing of the throttle valve 5 by rotation causes the passage area of the intake passage 2 of the throttle body 1 to be changed, thereby controlling the amount of air supplied to the internal combustion engine, that is, the amount of intake air.

In the present invention, when the throttle valve 5 is opened, the intake passage 2
The side arranged on the upstream side of the throttle valve 5 is called “the orifice side of the throttle valve 5”, and the side arranged downstream of the throttle shaft 3 in the intake passage 2 is called “the nozzle side of the throttle valve 5”. A gap formed between the orifice-side end 5a of the throttle valve 5 and the wall surface 2a of the intake passage 2 is referred to as an "orifice-side opening A". The gap formed between the passage 2 and the wall surface 2a is referred to as “nozzle-side opening B”.

[0009]

In the above-mentioned intake air amount control device, when the throttle valve 5 is in the predetermined opening position or almost fully closed position, the pressure difference between the upstream side and the downstream side of the throttle valve 5 is large. . When the throttle valve 5 is rapidly opened from this state, the amount of air flowing through the opening A on the orifice side suddenly increases, and the air flowing through the opening A causes "separation of flow" and "vortex of flow". Turbulence is generated, and noise increases with the turbulence.

More specifically, in the explanatory view of FIG. 49, when the throttle valve 5 is opened from the fully closed position (see the two-dot chain line 5) in the direction of the arrow O, the air Y1 flowing from above into the intake passage 2 is directed to the nozzle side. Through the opening B of the throttle valve 5 and the opening A on the orifice side.

The flow of the air flows through the opening A on the orifice side.
Alternatively, when passing through the opening B on the nozzle side, the flow becomes a main flow having a high flow rate when flowing through a portion having a large gap, that is, portions indicated by Pa and Pc in FIG. When flowing, it becomes a side flow with a slow flow velocity.

In FIG. 49, the arrow a indicates the main flow (same symbol, a) at the orifice side flowing through the opening A at the orifice side. An arrow b indicates a side flow (the same reference numeral) flowing through the opening B on the nozzle side and the opening A on the orifice side.
b). In FIG. 49, the arrow c indicates
The main flow on the nozzle side flowing through the opening B on the nozzle side (the same reference numeral,
c). FIG. 50 is a sectional view taken along line LL of FIG.

The main flow c on the nozzle side flows relatively linearly as shown by an arrow c in FIG. The main flow c on the nozzle side is directed toward the center of the intake passage 2 from the tip of the arrow labeled c. Also, the main flow a on the orifice side is shown in FIG.
And flows relatively straight as indicated by arrow a in FIG. The main flow a on the orifice side flows so as to describe a curvature as shown in FIG.
And flows from a certain point toward the center of the intake passage 2.

A downstream portion (also referred to as a valve back portion) immediately below the throttle valve 5 and a throttle valve 5
In the downstream portion (also referred to as the shaft back portion) immediately below the throttle shaft 3 at the fully open position, there is an idling portion (also referred to as dead water area) d where there is no flow (see FIG. 49). However, at the back of the valve and the back of the shaft,
When the throttle valve 5 is rapidly opened, noise is likely to be generated due to turbulence in the air flow. Such noise is generated before the output of the internal combustion engine (also referred to as an engine) is increased, that is, before the engine rotation is increased, and therefore gives a sense of incongruity to the driver.

As a prior art for reducing the noise as described above, a mesh-shaped member or a plate-shaped rectifying member is arranged downstream of the throttle body 1 on an air connector or an intake manifold, which is a separate component from the throttle body 1. (For example, see Japanese Patent Application Laid-Open No. 9-30322).
No. 3, JP-A-10-121994). However, in such a prior art, since the mesh member or the plate-shaped rectifying member is provided as a separate component from the throttle body 1, the mesh member or the plate-shaped rectifying member is separated from the throttle valve 5. And the noise reduction effect cannot be exhibited effectively.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object of the present invention is to solve the problem that the pressure difference between the upstream side and the downstream side of a throttle valve is large. It is an object of the present invention to provide an intake air amount control device for an internal combustion engine capable of effectively reducing noise caused by turbulence in air flowing through an opening on the orifice side when the valve is rapidly opened.

[0017]

According to a first aspect of the present invention, there is provided a throttle body forming an intake passage communicating with a pipeline of an intake pipe of an internal combustion engine, and a throttle shaft connected to the throttle body. An intake air amount control device for an internal combustion engine, comprising: a substantially plate-shaped throttle valve rotatably supported, wherein the amount of air supplied to the internal combustion engine is controlled by rotation of the throttle valve. Rectifying means for rectifying the flow of air flowing through the orifice-side opening formed between the end of the valve on the orifice side and the wall of the intake passage is integrally provided on the wall of the intake passage of the throttle body. An intake air amount control device for an internal combustion engine, characterized in that:

With this configuration, when the pressure difference between the upstream side and the downstream side of the throttle valve is large and the valve is rapidly opened, the flow of the air flowing through the opening on the orifice side is reduced. Can be rectified by rectification means provided on the wall surface of the intake passage. Therefore, the turbulence generated in the air flow can be reduced, and the noise caused by the turbulence can be reduced.

Further, by providing the rectifying means integrally on the wall surface of the intake passage of the throttle body, the rectifying means is arranged closer to the throttle valve than in the case where the rectifying means is provided on a separate part from the throttle body. can do. For this reason, the air rectification effect of the rectification means can be increased, and the noise reduction effect can be effectively reduced.

According to a second aspect of the present invention, when the valve is closed, the distance ΔS of the rectifying means to the end of the throttle valve on the orifice side is set to be not more than の of the radius R of the throttle valve. Is an intake air amount control device. With this configuration, the air rectification effect of the rectification unit can be increased, and the noise reduction effect can be improved.

According to a third aspect of the present invention, the rectifying means is formed by a substantially flat rectangular fin that is substantially perpendicular to the rotation axis of the throttle valve. Device. With this configuration, the flow of air in a direction substantially parallel to the rotation axis of the throttle valve is rectified by the right-angle fins, so that a noise reduction effect can be obtained.

According to a fourth aspect of the present invention, a plurality of right-angled fins are formed in a substantially parallel shape, and the right-angled fins are connected to each other and form a substantially flat parallel fin which is substantially parallel to the rotation axis of the throttle valve. 4. The intake air amount control apparatus for an internal combustion engine according to claim 3, wherein: With this configuration, the turbulent air flow in a direction substantially parallel to the rotation axis of the throttle valve is rectified by the plurality of right-angle fins, and the air flow in a direction substantially orthogonal to the rotation axis of the throttle valve is adjusted. Can be corrected by parallel fins. For this reason, the air flow is rectified into a linear flow, so that the noise reduction effect can be further improved.

According to a fifth aspect of the present invention, the rectifying means is formed by a substantially flat parallel fin which is substantially parallel to the rotation axis of the throttle valve. Device. With this configuration, the flow of air in a direction substantially orthogonal to the rotation axis of the throttle valve is rectified by the parallel fins, so that a noise reduction effect can be obtained.

According to a sixth aspect of the present invention, the air flow control means for an internal combustion engine according to the first or second aspect, wherein the rectifying means is formed by a cylindrical fin having a substantially cylindrical shape substantially coaxial with the axis of the intake passage. Device. With this configuration,
By rectifying the flow of air in the radial direction of the intake passage by the cylindrical fins, an effect of reducing noise can be obtained.

According to a seventh aspect of the present invention, there is provided the intake air amount control apparatus for an internal combustion engine according to the sixth aspect, wherein the rib for supporting the cylindrical fin is formed on a straight line extending in the radial direction of the cylindrical fin. With this configuration, the air flow in the radial direction of the intake passage is rectified by the cylindrical fins, and the air flow in the circumferential direction of the intake passage is rectified using the ribs, thereby reducing the noise. Is obtained. Further, since the ribs intersect the cylindrical fins without forming an acute angle, the pressure loss of air generated when the ribs intersect at the acute angle can be reduced.

According to an eighth aspect of the present invention, in the air intake amount control device for an internal combustion engine according to the first or second aspect, the rectifying means is formed by a bar substantially orthogonal to or substantially parallel to the rotation axis of the throttle valve. is there. With this configuration, the flow of air is rectified by the bar, so that an effect of reducing noise is obtained.

According to a ninth aspect of the present invention, a flow control hole is provided at an end of the throttle valve on the orifice side, and the flow control hole and the bar overlap each other on a projection plane viewed from the downstream side of the intake passage. 3. The intake air amount control device for an internal combustion engine according to claim 1, wherein the intake air amount control device is formed as follows. With this configuration, the air flow immediately after passing through the flow control hole of the throttle valve is rectified by the bar, so that a noise reduction effect can be obtained.

According to a tenth aspect of the present invention, the flow rate control hole is formed in a nozzle hole shape having a passage length longer than the thickness of the throttle valve. It is. With such a configuration, the flow of air passing through the flow control hole of the throttle valve is rectified, so that a noise reduction effect can be obtained.

[0029]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First Embodiment A first embodiment will be described with reference to FIGS. Since the first embodiment is modified based on the conventional example, the modified portion will be described in detail, and redundant description will be omitted. In the following and subsequent embodiments, a duplicate description will be omitted based on the same concept.

FIG. 1 is a side sectional view of the intake air amount control device.
2 showing a sectional view taken along line II-II in FIG. 1 and III in FIG.
In FIG. 3 showing a sectional view taken along the line III, a wall surface 2a of the intake passage 2 of the throttle body 1, more specifically, an orifice side end 5a of the throttle valve 5 (see a two-dot chain line 5 in FIG. 1) when the valve is closed. The rotation axis L of the throttle valve 5 is provided on the wall surface 2a on the side forming the opening A on the orifice side on the downstream side.
A plurality (six in the figure) of right-angled fins 16 having a substantially rectangular quadrangular plate shape substantially orthogonal to 1 are formed in parallel. The right-angle fins 16 are formed integrally with the throttle body 1 made of, for example, an aluminum die-cast product. Note that the right-angle fins 16 correspond to the rectifying means in the present invention.

Further, as shown in FIG.
An upstream end 16a of the throttle valve 6 is an end 5a on the orifice side of the throttle valve 5 (see the two-dot chain line 5 in FIG. 1) when the valve is closed.
With the opposing distance ΔS. The facing distance ΔS is set to be equal to or less than の of the radius R of the throttle valve 5.

The downstream edge 1 of each right-angle fin 16
6b extends to the downstream open end of the throttle body 1, and is formed with a length L3 from the upstream edge 16a to the downstream edge of each right-angle fin 16. Also,
Each right angle fin 16 is formed with the same plate thickness T1 (see FIG. 2).

Also, the side edge 16c of each right-angle fin 16
Is protruded so as to form a predetermined distance ΔS1 with respect to the rotation axis L1 of the throttle shaft 3, as shown in FIG. The right-angle fins 16 are set at an equal interval B1.

According to the above-described intake air amount control device for an internal combustion engine, the throttle valve 5 rotatably supported by the throttle body 1 via the throttle shaft 3 is rotated, so that the intake passage 2 of the throttle body 1 is rotated. The amount of air supplied to the internal combustion engine is controlled by increasing or decreasing the passage area of the internal combustion engine. The passage area of the intake passage 2 is the total area of the opening area of the opening A on the orifice side and the opening area of the opening B on the nozzle side.

By the way, according to the intake amount control device,
In order to rectify the flow of air flowing through the opening A on the orifice side, six right-angle fins 16 that are substantially perpendicular to the rotation axis L1 of the throttle valve 5 are integrally formed on the wall surface 2a of the intake passage 2 of the throttle body 1. Provided. Therefore, when the pressure difference between the upstream side and the downstream side of the throttle valve 5 is large and the valve is rapidly opened, the flow of air flowing through the opening A on the orifice side, specifically, the rotation of the throttle valve 5 The air flow in a direction substantially parallel to the axis L1 is rectified by the six right-angle fins 16. Thereby, the turbulence generated by the flow of the air can be reduced, and the noise accompanying the generation of the turbulence can be reduced.

Further, right-angle fins 16 are integrally provided on the wall surface 2a of the intake passage 2 of the throttle body 1. As a result, the right-angle fins 1
6, the right-angle fins 16 can be arranged closer to the throttle valve 5, so that the air rectification effect of the right-angle fins 16 can be increased and the noise reduction effect can be effectively reduced. can do.

The distance ΔS between the right-angle fin 16 and the end 5 a of the throttle valve 5 on the orifice side when the valve is closed is set to be not more than の of the radius R of the throttle valve 5. For this reason, the air rectification effect by the right-angle fins 16 can be increased, and the noise reduction effect can be improved.

Further, since the right-angle fins 16 are provided only on the orifice-side wall surface of the wall surface 2a of the intake passage 2 of the throttle body 1, noise can be efficiently reduced while reducing the ventilation resistance of the right-angle fins 16.

When the loudness of the sound according to the first embodiment was measured, the measurement results shown in FIG. 14 were obtained. FIG.
As is clear from FIG. 7, since the loudness S1 of the first embodiment is smaller than the loudness Sa of the related art, a noise reduction effect is recognized.

[Embodiment 2] Embodiment 2 will be described with reference to FIG. FIG. 4 is a sectional view corresponding to FIG. In the second embodiment, six right-angle fins 1 according to the first embodiment are used.
6, the right-angle fins 16 on both outer sides are eliminated, and four right-angle fins 16 are formed.

When the loudness of the sound according to the second embodiment was measured, the measurement result indicated by S2 in FIG. 14 was obtained.
As is clear from FIG. 14, since the loudness S2 of the second embodiment is smaller than the loudness Sa of the conventional technique,
Noise reduction effect is observed.

Third Embodiment A third embodiment will be described with reference to FIG. FIG. 5 is a side sectional view of the intake air amount control device.
In the third embodiment, the right-angle fins 16 in the first embodiment are used.
Is inclined in the upstream direction with an inclination angle θ about its protruding end side. As a result, the upstream edge 16a of the right-angle fin 16 is
The distance .DELTA.S facing the orifice-side end 5a of the throttle valve 5 (see the solid line 5 in FIG. 5) when the valve is closed is reduced from the end toward the wall surface 2a of the intake passage 2. According to this embodiment, the air rectification effect of the right-angle fins 16 can be further increased, and the noise reduction effect can be effectively reduced. Note that the upstream edge 16a and the side edge 16 of the right-angle fin 16 are arc-shaped edges 16.
It continues smoothly through d.

Fourth Embodiment A fourth embodiment will be described with reference to FIG. FIG. 6 is a side sectional view of the intake air amount control device.
The fourth embodiment is different from the second embodiment in that the right-angle fins 16 are used.
The upstream edge 16a of the throttle valve 5 when the valve is closed.
(See the solid line 5 in FIG. 6) so that the facing distance ΔS to the end 5a on the orifice side is reduced. According to this embodiment, the air rectification effect of the right-angle fins 16 can be further increased, and the noise reduction effect can be effectively reduced. The downstream edge 16 b of the right-angle fin 16 is formed slightly shorter than the downstream open end of the throttle body 1.

[Fifth Embodiment] A fifth embodiment will be described with reference to FIGS. 7 is a side sectional view of the intake air amount control device, and FIG. 8 is a sectional view taken along line VIII-VIII of FIG.
The fourth embodiment is directed to a parallel fin having a substantially quadrangular flat plate shape that connects the side edges (symbols omitted) of the six right-angle fins 16 in the first embodiment and is substantially parallel to the rotation axis L1 of the throttle valve 5. 18 is formed. As shown in FIG. 8, the parallel fins 18 are formed with a plate thickness T2 slightly larger than the plate thickness T1 of the right-angle fins 16. The parallel fins 18 are formed integrally with the right angle fins 16 on the throttle body 1, for example.

According to this embodiment, the turbulent air flow in a direction substantially parallel to the rotation axis L1 of the throttle valve 5 is rectified by the plurality of right-angle fins 16 and the rotation axis L1 of the throttle valve 5 is The flow of air (main flow a on the orifice side) in a direction substantially orthogonal to the direction can be corrected by the parallel fins 18. For this reason, the air flow is rectified into a linear flow, so that the noise reduction effect can be further improved.

When the loudness of the sound according to the fifth embodiment was measured, the measurement result indicated by S5 in FIG. 14 was obtained.
As is clear from FIG. 14, the loudness S5 of the fifth embodiment is smaller than the loudness Sa of the related art, the loudness S1 of the first embodiment, and the loudness S2 of the second embodiment. Therefore, a good noise reduction effect is recognized.

Embodiment 6 Embodiment 6 will be described with reference to FIG. FIG. 9 is a sectional view corresponding to FIG. Embodiment 6 is directed to the six right-angle fins 1 according to Embodiment 5.
6, the right-angle fins 16 on both outer sides are eliminated, and four right-angle fins 16 are formed. When the loudness of the sound according to the sixth embodiment was measured, the measurement result indicated by S6 in FIG. 14 was obtained. As is clear from FIG. 14, the loudness S6 of the sixth embodiment is equal to the loudness S6 of the fifth embodiment.
A noise reduction effect almost equivalent to that of No. 5 is observed.

Seventh Embodiment A seventh embodiment will be described with reference to FIG. FIG. 10 is a sectional view corresponding to FIG.
The seventh embodiment is different from the fifth embodiment in that the right-angle fins 16
And the side edges 16c of the three right-angle fins 16
2 (see FIG. 2) are formed and parallel fins 18 each having a substantially rectangular flat plate shape and substantially parallel to the rotation axis L1 of the throttle valve 5 are formed.

When the loudness of the sound according to the seventh embodiment was measured, the measurement result indicated by S7 in FIG. 14 was obtained.
As is clear from FIG. 14, the noise reduction effect of the sound volume S7 of the seventh embodiment is almost the same as the sound volume S1 of the first embodiment.

[Eighth Embodiment] An eighth embodiment will be described with reference to FIG. FIG. 11 is a sectional view corresponding to FIG.
In the eighth embodiment, the center two right-angle fins 16 of the four right-angle fins 16 in the sixth embodiment are eliminated.

When the loudness of the sound according to the eighth embodiment was measured, the measurement result indicated by S8 in FIG. 14 was obtained.
As is apparent from FIG. 14, the noise reduction effect of the sound volume S8 of the eighth embodiment is substantially the same as the sound volume S2 of the second embodiment.

Ninth Embodiment A ninth embodiment will be described with reference to a sectional side view of FIG. FIG. 12 is a side sectional view of the intake air amount control device. In the ninth embodiment, parallel fins 18 for mutually connecting the side edges (reference numerals omitted) of the right-angle fins 16 in the third embodiment (see FIG. 5) are formed in the same manner as in the fifth embodiment (see FIG. 7). Things.

[Embodiment 10] FIG.
3 will be described. FIG. 13 is a side sectional view of the intake air amount control device. The tenth embodiment corresponds to the fourth embodiment (see FIG. 6).
In this embodiment, parallel fins 18 are formed in the same manner as in the fifth embodiment (see FIG. 7) to connect side edges (reference numerals omitted) of the right-angle fins 16 to each other.

[Embodiment 11] FIG.
5 and FIG. FIG. 15 is a side sectional view of the intake air amount control device, and FIG. 16 is a sectional view taken along line XVI-XVI of FIG. In the eleventh embodiment, a parallel fin 18 substantially parallel to the rotation axis L1 of the throttle valve 5 is formed instead of the right-angle fin 16 in the first embodiment. That is, the side forming the opening A on the orifice side at the downstream side of the orifice-side end 5a of the throttle valve 5 (see the solid line 5 in FIG. 15) when the valve is closed (see the solid line 5 in FIG. 15). A parallel fin 18 having a substantially rectangular plate shape substantially parallel to the rotation axis L1 of the throttle valve 5 (see FIG. 16) is provided on the wall surface 2a of the throttle valve 5.
Is formed and erected. The parallel fins 18
For example, it is formed integrally with a throttle body 1 made of an aluminum die-cast molded product. Note that the parallel fins 18 correspond to rectifying means in the present invention.

Further, as shown in FIG.
The upstream end 18a of the throttle valve 8 is close to the orifice-side end 5a of the throttle valve 5 (see the solid line 5 in FIG. 15) with the opposing distance ΔS when the valve is closed. The facing distance ΔS is set to be equal to or less than の of the radius R of the throttle valve 5.

The downstream edge 18 of the parallel fin 18
b extends to the downstream opening end of the throttle body 1, and is formed with a length L4 from the upstream edge 18a to the downstream edge of the parallel fin 18. The parallel fins 18 are formed with a thickness T2.

According to this embodiment, in order to rectify the flow of the air flowing through the opening A on the orifice side, the parallel fins 1 which are substantially parallel to the rotation axis L1 of the throttle valve 5 are provided.
8 is integrally provided on the wall surface 2a of the intake passage 2 of the throttle body 1. Therefore, when the pressure difference between the upstream side and the downstream side of the throttle valve 5 is large and the valve is rapidly opened, the flow of air flowing through the opening A on the orifice side, specifically, the rotation of the throttle valve 5 Axis L
The air flow in a direction substantially orthogonal to 1 is rectified by the parallel fins 18. Thereby, the turbulence generated by the flow of the air can be reduced, and the noise accompanying the generation of the turbulence can be reduced.

Further, the parallel fins 18 are integrally provided on the wall surface 2a of the intake passage 2 of the throttle body 1. As a result, the right-angle fins 1
6, the right-angle fins 16 can be arranged closer to the throttle valve 5, so that the air rectification effect of the right-angle fins 16 can be increased and the noise reduction effect can be effectively reduced. can do.

The distance ΔS between the parallel fin 18 and the end 5 a of the throttle valve 5 on the orifice side when the valve is closed is set to be not more than の of the radius R of the throttle valve 5. For this reason, the air rectification effect by the parallel fins 18 can be increased, and the noise reduction effect can be improved.

When the loudness of the sound according to the eleventh embodiment was measured, the measurement results shown in FIG. 23 were obtained. FIG.
As is clear from FIG. 3, the loudness S of the eleventh embodiment is
11 is smaller than the loudness Sa of the prior art,
Noise reduction effect is observed.

[Twelfth Embodiment] FIG.
7 and FIG. FIG. 17 is a side sectional view of the intake air amount control device, and FIG. 18 is XVIII-XVII of FIG.
It is an I line sectional view. The twelfth embodiment is different from the eleventh embodiment.
In this example, two parallel fins 18 are formed substantially in parallel. When the loudness of the sound according to the twelfth embodiment was measured, the measurement result shown in S12 in FIG. 23 was obtained. As is clear from FIG. 23, the noise reduction effect of the loudness S12 of the twelfth embodiment is almost the same as the loudness S11 of the eleventh embodiment.

[Thirteenth Embodiment] FIG.
9 and FIG. 19 is a side sectional view of the intake air amount control device, and FIG. 20 is a sectional view taken along line XX-XX of FIG. In the thirteenth embodiment, three parallel fins 18 in the eleventh embodiment are formed in a substantially parallel shape. Further, a parallel fin 18 close to the throttle shaft 3 (FIG. 1)
9, the upstream edge 18 of the left parallel fin 18)
a is separated from the orifice-side end 5a of the throttle valve 5 (see the solid line 5 in FIG. 19) when the valve is closed, and is located on the upstream side of the parallel fin 18 (the right parallel fin 18 in FIG. 19) separated from the throttle shaft 3. The edge 18b is close to the orifice-side end 5a of the throttle valve 5 (see the solid line 5 in FIG. 19) when the valve is closed.

When the loudness of the sound according to the thirteenth embodiment was measured, the measurement result indicated by S13 in FIG. 23 was obtained. As is clear from FIG. 23, the loudness S13 of the thirteenth embodiment has substantially the same noise reduction effect as the loudness S11 of the eleventh embodiment and the loudness S12 of the twelfth embodiment. Can be

[Embodiment 14] FIG.
1 and FIG. FIG. 21 is a side sectional view of the intake air amount control device, and FIG. 22 is a sectional view taken along line XXII-XXII of FIG. In the fourteenth embodiment, four parallel fins 18 in the eleventh embodiment are formed in a substantially parallel shape.

When the loudness according to the fourteenth embodiment was measured, the measurement result shown in S14 of FIG. 23 was obtained. As is clear from FIG. 23, the loudness S14 of the fourteenth embodiment is substantially equal to the loudness S11 of the eleventh embodiment and the loudness S11 to S13 of the eleventh to thirteenth embodiments. A reduction effect is observed.

[Embodiment 15] FIG.
4 and FIG. 24 is a side sectional view of the intake air amount control device, and FIG. 25 is a sectional view taken along line XXV-XXV of FIG. In the eleventh embodiment, the right-angle fins 16 in the first embodiment and the parallel fins 18 in the eleventh embodiment are used.
Instead of this, a substantially cylindrical cylindrical fin 20 is formed which is substantially coaxial with the axis L2 of the intake passage 2.
That is, the wall surface 2 of the intake passage 2 of the throttle body 1
a, specifically, on the wall surface 2a on the downstream side of the throttle valve 5 (see the solid line 5 in FIG. 24) when the valve is closed, extends in the radial direction of the cylindrical fin 20 and, as shown in FIG. The cylindrical fin 20 is supported via a pair of ribs 21 formed on a straight line L6 substantially orthogonal to L1. The cylindrical fin 20 and the rib 21
For example, it is formed integrally with a throttle body 1 made of an aluminum die-cast molded product. In addition, the cylindrical fin 20 corresponds to a rectifying unit in the present invention.

Further, as shown in FIG.
The end edge 20a on the upstream side of 0 extends to a position where opening and closing of the throttle valve 5 is not hindered. The downstream edge 20 b of the cylindrical fin 20 extends to the downstream open end of the throttle body 1.

According to this embodiment, in order to rectify the flow of air flowing through the opening A on the orifice side and the opening B on the nozzle side, the cylindrical fin 20 which is substantially coaxial with the axis L2 of the intake passage 2 is throttled. Body 1 intake passage 2
Are integrally provided on the wall surface 2a. Therefore, when the pressure difference between the upstream side and the downstream side of the throttle valve 5 is large and the valve is rapidly opened, the flow of air flowing through the opening A on the orifice side and the opening B on the nozzle side,
Specifically, the flow of air in the radial direction of the intake passage 2 is rectified by the cylindrical fin 20. Thereby, the turbulence generated by the flow of the air can be reduced, and the noise accompanying the generation of the turbulence can be reduced.

Further, the cylindrical fin 20 is provided integrally with the wall surface 2a of the intake passage 2 of the throttle body 1. As a result, the right-angle fins 1
6, the right-angle fins 16 can be arranged closer to the throttle valve 5, so that the air rectification effect of the right-angle fins 16 can be increased and the noise reduction effect can be effectively reduced. can do.

The rib 21 for supporting the cylindrical fin 20
Are formed on a straight line extending in the radial direction of the cylindrical fin 20, so that the air flow in the radial direction of the intake passage 2 is rectified by the cylindrical fin 20 and the air flow in the circumferential direction of the intake passage 2 is adjusted. By using the ribs 21 to reduce the noise, an effect of reducing noise can be obtained. Further, since the rib 21 intersects the cylindrical fin 20 without forming an acute angle, the pressure loss of air generated when the rib 21 intersects at the acute angle can be reduced.

When the loudness according to the fifteenth embodiment was measured, the measurement results shown in FIG. 31 were obtained. FIG.
As is clear from FIG. 1, the loudness S of the fifteenth embodiment is
15 is smaller than the loudness Sa of the prior art,
Noise reduction effect is observed.

[Embodiment 16] FIG.
6 and FIG. FIG. 26 is a side sectional view of the intake air amount control device, and FIG. 27 is XXVII-XXVI of FIG.
It is an I line sectional view. The sixteenth embodiment is different from the fifteenth embodiment.
Are formed with four ribs 21 at 90 ° intervals. Each of the ribs 21 is formed by forming the two ribs 21 in the fifteenth embodiment at a position shifted by 45 ° in the clockwise direction and at a position shifted by 45 ° in the counterclockwise direction. Extending in the radial direction.

Further, as shown in FIG.
The upstream edge 20a in the half of the orifice side (right half in FIG. 26) is opposed to the orifice side end 5a of the throttle valve 5 (see the solid line 5 in FIG. 15) when the valve is closed. It is approached with. The facing distance ΔS
Is set to be not more than の of the radius R of the throttle valve 5. In addition, the edge 20a on the upstream side of the step of the cylindrical fin 20 is connected via an inclined edge 20c.

According to this embodiment, the flow of air is
The main flow on the orifice side flowing through the opening A on the orifice side (same symbol, a is attached), the side flow flowing on the opening B on the nozzle side and the opening A on the orifice side (same symbol, b), and the nozzle side By rectifying the main flow (same reference numeral, denoted by c) on the nozzle side flowing through the opening B and the idling portion (dead water area) d, a noise reduction effect can be obtained.

The distance ΔS at the half of the cylindrical fin 20 on the orifice side with respect to the orifice side end 5a of the throttle valve 5 when the valve is closed is determined.
Is set to １ ／ or less of the radius R of For this reason, the air rectification effect of the cylindrical fins 20 can be increased, and the noise reduction effect can be improved.

When the loudness according to the sixteenth embodiment was measured, the measurement result shown in S16 in FIG. 31 was obtained. As is clear from FIG. 31, since the loudness S16 of the sixteenth embodiment is smaller than the loudness Sa of the prior art and the loudness S15 of the fifteenth embodiment, a noise reduction effect is recognized. .

[Embodiment 17] FIG.
8 and FIG. 29. FIG. 28 is a side sectional view of the intake air amount control device, and FIG. 29 is a sectional view taken along line XXIX-XXIX of FIG. In the seventeenth embodiment, the four ribs 21 in the sixteenth embodiment are formed on a straight line L7 substantially orthogonal to the rotation axis L1 of the throttle valve 5, as shown in FIG. In addition, the inclined edge 2 of the cylindrical fin 20
0c (see FIG. 26) is changed to a vertical edge 20d extending in the axial direction.

When the loudness of the sound according to the seventeenth embodiment was measured, the measurement result shown in S17 in FIG. 31 was obtained. As is clear from FIG. 31, the noise reduction effect of the loudness S17 of the seventeenth embodiment is almost the same as the loudness S16 of the sixteenth embodiment.

[Embodiment 18] FIG.
0 will be described. FIG. 30 is a sectional view corresponding to FIG. In the eighteenth embodiment, the four ribs 21 of the seventeenth embodiment are formed on a straight line L8 substantially parallel to the rotation axis L1 of the throttle valve 5.

When the loudness of the sound according to the eighteenth embodiment was measured, the measurement result shown in S18 of FIG. 31 was obtained. As is clear from FIG. 31, the loudness S18 of the eighteenth embodiment has substantially the same noise reduction effect as the loudness S16 of the sixteenth embodiment and the loudness S17 of the seventeenth embodiment. Can be

[Embodiment 19] FIG.
2 and FIG. FIG. 32 is a side sectional view of the intake air amount control device, and FIG. 33 is XXXIII-XXX of FIG.
FIG. 3 is a sectional view taken along line III. In the nineteenth embodiment, the right-angle fin 16 in the first embodiment, the parallel fin 18 in the eleventh embodiment, and the cylindrical fin 20 in the fifteenth embodiment are used.
Instead, a right-angle bar 23 having a substantially round bar shape substantially orthogonal to the rotation axis L1 of the throttle valve 5 is integrally formed. Note that the right-angle bar 23 corresponds to the rectifying means in the present invention.

At the end 5a of the throttle valve 5 on the orifice side, a flow control hole 50 having a round hole shape that allows a small flow such as an idle flow is formed. The flow control hole 50 and the right angle bar 23 are shown in FIG.
As shown in FIG. 2, the projections are formed at overlapping positions on the projection plane viewed from the downstream side of the intake passage 2.

According to this embodiment, in order to rectify the flow of the air flowing through the opening A on the orifice side, the right-angle bar 23 that is substantially perpendicular to the rotation axis L1 of the throttle valve 5 is used.
Is integrally provided on the wall surface 2a of the intake passage 2 of the throttle body 1. Therefore, when the pressure difference between the upstream side and the downstream side of the throttle valve 5 is large and the valve is rapidly opened, the flow of the air flowing through the opening A on the orifice side is rectified by the right angle bar 23. Thereby, the turbulence generated by the flow of the air can be reduced, and the noise accompanying the generation of the turbulence can be reduced.
Further, by rectifying the flow of air immediately after passing through the flow control hole 50 of the throttle valve 5 by the right-angle bar 23, an effect of reducing noise can be obtained.

Further, a right angle bar 23 is integrally provided on the wall surface 2a of the intake passage 2 of the throttle body 1. Thus, the right-angle bar 23 can be arranged closer to the throttle valve 5 than in the case where the right-angle bar 23 is provided on a separate component from the throttle body 1, so that the air rectification effect of the right-angle bar 23 is increased. It is possible,
The noise reduction effect can be effectively reduced.

When the loudness according to the nineteenth embodiment was measured, the measurement results shown in FIG. 46 were obtained. FIG.
As apparent from FIG. 6, the loudness S of the nineteenth embodiment is
19 is smaller than the loudness Sa of the prior art,
Noise reduction effect is observed.

[Embodiment 20] FIG.
4 and FIG. 35. 34 is a side sectional view of the intake air amount control device, and FIG. 35 is a sectional view taken along the line XXXV-XXXV in FIG. The twentieth embodiment differs from the nineteenth embodiment in that the right-angle bar 23 is replaced with a parallel bar 2 having a substantially round bar shape substantially parallel to the rotation axis L1 of the throttle valve 5.
5 are integrally formed. As shown in FIG. 35, the parallel bar 25 is formed at a position overlapping with the flow control hole 50 on the projection plane viewed from the downstream side of the intake passage 2. Note that the parallel bar 25 corresponds to a rectifying unit in the present invention.

[Embodiment 21] FIG.
6 will be described. FIG. 36 is a cross-sectional view corresponding to FIG. In the twenty-first embodiment, the flow control hole 50 of the throttle valve 5 in the nineteenth embodiment is replaced with one large-diameter hole 5.
0a and three small-diameter holes 50b arranged at substantially equal intervals so as to surround the periphery of the large-diameter hole 50a. The diameters of the holes 50a and 50b are set so that the total opening area of the large diameter hole 50a and the small diameter hole 50b is equal to the opening area for flow control.

When the loudness according to the twenty-first embodiment was measured, the measurement results shown in FIG. 46 were obtained. FIG.
As is clear from FIG. 6, the loudness S of the twenty-first embodiment is
21 is smaller than the loudness Sa of the prior art and the loudness S19 of the nineteenth embodiment, a noise reduction effect is recognized.

[Embodiment 22] FIG.
7 will be described. FIG. 37 is a sectional view corresponding to FIG. In the twenty-second embodiment, the flow control hole 50 of the throttle valve 5 in the nineteenth embodiment is replaced with two holes 50c having the same diameter. The diameter of the hole 50c is set so that the total opening area of the two holes 50c is equal to the opening area for flow control.

[Twenty-third Embodiment] FIG.
8 and FIG. 39. FIG. 38 is a side sectional view of the intake air amount control device, and FIG. 39 is XXXIX-XXXI of FIG.
It is an X-ray sectional view. Embodiment 23 is different from Embodiment 19 in that
The thirteenth embodiment (see FIG. 19) is provided on the wall surface 2a of the intake passage 2 of the throttle body 1 in FIG. 32 and FIG.
Similarly to FIG. 20), three parallel fins 18 are formed.

[Embodiment 24] FIG.
This will be described with reference to FIG. FIG. 40 is a side sectional view of the intake air amount control device, and FIG. 41 is a sectional view taken along line XLI-XLI of FIG. The twenty-fourth embodiment is different from the nineteenth embodiment (FIG. 32).
And FIG. 33), a cylindrical fin 20 is formed on the wall surface 2a of the intake passage 2 of the throttle body 1 in the same manner as in the sixteenth embodiment (see FIGS. 26 and 27) instead of the right-angle bar 23. .

When the loudness according to the twenty-fourth embodiment was measured, the measurement results shown in FIG. 46 were obtained. FIG.
As is clear from FIG. 6, the loudness S of the twenty-fourth embodiment.
In No. 24, a noise reduction effect smaller than the loudness S21 of the twenty-first embodiment is recognized.

[Twenty-fifth Embodiment] FIG.
2 will be described. FIG. 42 is a side sectional view of the throttle valve 5. The twenty-fifth embodiment is different from the nineteenth embodiment (FIG. 3).
2 and FIG. 33), the flow control hole 50 of the throttle valve 5 is formed by a cylindrical portion 5c integrally formed with the throttle valve 5, and the flow control hole 50 is determined by the thickness To of the throttle valve 5. Is formed in a nozzle hole shape having a long passage length.

When the loudness according to the twenty-fifth embodiment was measured, the measurement results shown in FIG. 46 were obtained. FIG.
As is clear from FIG. 6, the loudness S of the twenty-fifth embodiment.
In No. 25, a noise reduction effect located between the loudness S19 of the nineteenth embodiment and the loudness S21 of the twenty-first embodiment is recognized.

[Embodiment 26] FIG.
3 will be described. FIG. 43 is a side sectional view of the throttle valve 5. In the twenty-sixth embodiment, the flow control hole 50 of the throttle valve 5 in the twenty-fifth embodiment is formed by a cylindrical member 5d integrally attached to the throttle valve 5, and the flow control hole 50 is Is formed in a nozzle hole shape having a passage length longer than the plate thickness To. The cylindrical member 5d has an arc-shaped cross section in which the diameters of both open end faces are larger than the diameter of the central portion.

[Twenty-Seventh Embodiment] FIG.
4 will be described. FIG. 44 is a side sectional view of the throttle valve 5. The twenty-seventh embodiment corresponds to the nineteenth embodiment (FIG.
2 and FIG. 33), a flow control hole 50 of the throttle valve 5 is formed by a converging conical cylindrical portion 5e formed by stamping and forming the throttle valve 5. The flow control hole 50 is It is formed in a nozzle hole shape having a passage length longer than the plate thickness To of the throttle valve 5.

[Embodiment 28] FIG.
5 will be described. FIG. 45 is a side sectional view of the throttle valve 5. Embodiment 28 corresponds to Embodiment 27 (FIG. 4).
4) of the throttle valve 5 in FIG.
Is changed to a cylindrical cylindrical portion 5f.

The present invention is not limited to the above embodiment, but can be modified without departing from the spirit of the present invention. For example, the present invention can be applied to a throttle valve structure having a cylindrical body, a shaft, and a butterfly valve, such as a variable intake or exhaust throttle valve, in addition to the above. The size, shape, number, and the like of the straightening means such as the right-angle fins 16, the parallel fins 18, the cylindrical fins 20, the right-angle bars 23, and the parallel bars 25 are appropriately selected. Further, the cylindrical fin 20 may be formed in a multi-tube structure of two or more tubes.

[0099]

According to the intake air amount control apparatus for an internal combustion engine of the present invention, the flow of air flowing through the orifice side opening formed between the orifice side end of the throttle valve and the wall surface of the intake passage is controlled. A rectifying means for rectifying is provided integrally on a wall surface of the intake passage of the throttle body. Therefore, when the pressure difference between the upstream side and the downstream side of the throttle valve is large and the valve is rapidly opened, the flow of the air flowing through the opening on the orifice side is rectified by the rectification means. Thereby, the turbulence generated by the flow of the air can be reduced, and the noise accompanying the generation of the turbulence can be reduced.

Further, a rectifying means is integrally provided on the wall surface of the intake passage of the throttle body. As a result, the rectifying means can be arranged closer to the throttle valve than in the case where the rectifying means is provided separately from the throttle body, so that the rectifying effect of air by the rectifying means can be increased, and noise can be increased. Can be effectively reduced.

[Brief description of the drawings]

FIG. 1 is a side sectional view of an intake air amount control device according to a first embodiment.

FIG. 2 is a sectional view taken along line II-II of FIG.

FIG. 3 is a sectional view taken along line III-III of FIG. 1;

FIG. 4 is a sectional view of an intake air amount control device according to a second embodiment.

FIG. 5 is a side sectional view of an intake air amount control device according to a third embodiment.

FIG. 6 is a side sectional view of an intake air amount control device according to a fourth embodiment.

FIG. 7 is a side sectional view of an intake air amount control device according to a fifth embodiment.

FIG. 8 is a sectional view taken along line VIII-VIII of FIG. 7;

FIG. 9 is a sectional view of an intake air amount control device according to a sixth embodiment.

FIG. 10 is a sectional view of an intake air amount control device according to a seventh embodiment.

FIG. 11 is a sectional view of an intake air amount control device according to an eighth embodiment.

FIG. 12 is a side sectional view of an intake air amount control device according to a ninth embodiment.

FIG. 13 is a side sectional view of an intake air amount control device according to a tenth embodiment.

FIG. 14 is a diagram showing sound measurement results according to the first, second, fifth, and eighth embodiments.

FIG. 15 is a side sectional view of an intake air amount control device according to an eleventh embodiment.

FIG. 16 is a sectional view taken along line XVI-XVI in FIG. 15;

FIG. 17 is a side sectional view of an intake air amount control device according to a twelfth embodiment.

18 is a sectional view taken along line XVIII-XVIII in FIG.

FIG. 19 is a side sectional view of an intake air amount control device according to a thirteenth embodiment.

20 is a sectional view taken along line XX-XX in FIG.

FIG. 21 is a side sectional view of an intake air amount control device according to a fourteenth embodiment.

FIG. 22 is a sectional view taken along line XXII-XXII in FIG. 21;

FIG. 23 is a diagram showing sound measurement results according to the first to eleventh embodiments.

FIG. 24 is a side sectional view of an intake air amount control device according to a fifteenth embodiment.

FIG. 25 is a sectional view taken along line XXV-XXV of FIG. 24;

FIG. 26 is a side sectional view of an intake air amount control device according to a sixteenth embodiment.

FIG. 27 is a sectional view taken along line XXVII-XXVII of FIG. 26;

FIG. 28 is a side sectional view of an intake air amount control device according to a seventeenth embodiment;

FIG. 29 is a sectional view taken along the line XXIX-XXIX of FIG. 28;

FIG. 30 is a sectional view of an intake air amount control device according to an eighteenth embodiment.

FIG. 31 is a diagram showing sound measurement results according to the fifteenth to eighteenth embodiments.

FIG. 32 is a side sectional view of an intake air amount control device according to a nineteenth embodiment;

FIG. 33 is a sectional view taken along the line XXXIII-XXXIII in FIG. 32.

FIG. 34 is a side sectional view of an intake air amount control device according to a twentieth embodiment.

35 is a sectional view taken along the line XXXV-XXXV of FIG. 34.

FIG. 36 is a cross-sectional view of an intake air amount control device according to a twenty-first embodiment.

FIG. 37 is a cross-sectional view of an intake air amount control device according to a twenty-second embodiment.

FIG. 38 is a side sectional view of an intake air amount control device according to a twenty-third embodiment.

39 is a sectional view taken along the line XXXIX-XXXIX of FIG. 38.

FIG. 40 is a side sectional view of an intake air amount control device according to a twenty-fourth embodiment.

FIG. 41 is a sectional view taken along line XLI-XLI of FIG. 40;

FIG. 42 is a side sectional view of a throttle valve according to a twenty-fifth embodiment.

FIG. 43 is a side sectional view of a throttle valve according to a twenty-sixth embodiment.

FIG. 44 is a side sectional view of a throttle valve according to a twenty-seventh embodiment.

FIG. 45 is a side sectional view of a throttle valve according to a twenty-eighth embodiment.

FIG. 46 is a diagram showing a result of sound measurement according to the nineteenth, twenty-one, twenty-four, and twenty-fifth embodiments.

FIG. 47 is a front sectional view of an intake air amount control device showing a conventional example.

FIG. 48 is a sectional view taken along line XLVIII-XLVIII of FIG. 47;

FIG. 49 is a side sectional view of the intake air amount control device showing the flow of air.

FIG. 50 is a sectional view taken along line LL of FIG. 48;

FIG. 51 is a plan sectional view showing an air distribution.

[Explanation of symbols]

 Reference Signs List 1 throttle body 2 intake passage 2a wall surface of intake passage 3 throttle shaft 5 throttle valve 5a orifice side end of throttle valve 5 16 right angle fin (rectifying means) 18 parallel fin (rectifying means) 20 cylindrical fin (rectifying means) 21 rib 23 Right angle bar (rectifying means) 25 Parallel bar (rectifying means) 50 Flow control hole A Opening on orifice side

Claims (10)

[Claims] 1. A throttle body forming an intake passage communicating with a pipe of an intake pipe of an internal combustion engine, and a substantially plate-shaped throttle valve rotatably supported on the throttle body via a throttle shaft. An intake air amount control device for an internal combustion engine that controls an amount of air supplied to the internal combustion engine by turning a throttle valve, wherein an orifice side end of the throttle valve and a wall surface of an intake passage are provided. An intake air amount control device for an internal combustion engine, wherein a rectifying means for rectifying the flow of air flowing through the formed orifice-side opening is integrally provided on a wall surface of an intake passage of the throttle body. 2. The intake air amount control device for an internal combustion engine according to claim 1, wherein the distance ΔS of the rectifying means to the end of the throttle valve on the orifice side when the valve is closed is set to not more than １ ／ of the radius R of the throttle valve. . 3. The intake air amount control device for an internal combustion engine according to claim 1, wherein the rectifying means is formed by a substantially flat rectangular fin that is substantially perpendicular to the rotation axis of the throttle valve. 4. A plurality of right-angle fins are formed in a substantially parallel shape, and the right-angle fins are connected to each other, and a substantially flat parallel fin is formed substantially parallel to a rotation axis of a throttle valve. The intake air amount control device for an internal combustion engine according to claim 3, wherein 5. The intake air amount control device for an internal combustion engine according to claim 1, wherein the rectifying means is formed by a substantially flat parallel fin that is substantially parallel to the rotation axis of the throttle valve. 6. The intake air amount control device for an internal combustion engine according to claim 1, wherein the rectifying means is formed by a substantially cylindrical cylindrical fin that is substantially coaxial with the axis of the intake passage. 7. The intake air amount control device for an internal combustion engine according to claim 6, wherein the rib supporting the cylindrical fin is formed on a straight line extending in a radial direction of the cylindrical fin. 8. The intake air amount control device for an internal combustion engine according to claim 1, wherein the rectifying means is formed by a bar substantially orthogonal to or substantially parallel to the rotation axis of the throttle valve. 9. A method according to claim 9, wherein a flow control hole is provided at an end of the throttle valve on the orifice side, and the flow control hole and the bar are formed at positions overlapping on a projection plane viewed from the downstream side of the intake passage. The intake air amount control device for an internal combustion engine according to claim 1 or 2, wherein: 10. The intake air amount control device for an internal combustion engine according to claim 9, wherein the flow rate control hole is formed in a nozzle hole shape having a passage length longer than a plate thickness of the throttle valve.