JP2006348903A - Double throttle device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a double throttle device for reducing interference between a throttle valve and a throttle body and reducing the malfunction of the throttle valve. <P>SOLUTION: The double throttle valve comprises one motor 3, the throttle body having a first intake passage 1a and a second intake passage 2a running in communication with each other, a first valve stem 8 and a second valve stem 20 provided in the first intake passage 1a and the second intake passage 2a, respectively, a first throttle valve 10 and a second throttle valve 22 for opening/closing the first intake passage 1a and the second intake passage 2a, respectively, a first spring 19 and a second spring 29 for giving energizing force onto the first throttle valve 10 and the second throttle valve 22 to be closed, respectively, and a driving force transmitting means for transmitting the driving force of the motor 3 on the first throttle valve 10 and the second throttle valve 22 to be opened, to the first valve stem 8 and the second valve stem 20. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a double throttle device that controls two throttle valves with one motor.

  Conventionally, in an internal combustion engine, a throttle valve is provided for each cylinder, and by reducing the volume of the intake passage on the downstream side of the throttle valve, the responsiveness to the depression amount of the accelerator is improved, and the intake air between the cylinders is increased. There is known a so-called double throttle device that improves the fuel consumption by eliminating interference.

  As an example of this double throttle device, two throttle valves are arranged in parallel on one shaft, a motor for rotating the throttle valve is provided on one side of the shaft, and the valve opening degree is provided on the other side. A double throttle device provided with a sensor is known (see, for example, Patent Document 1).

JP-A-8-218904

  However, in this case, the two throttle valves, the shaft and the throttle body are locked due to interference between the throttle valve and the body due to variations in dimensions, mounting errors, and thermal expansion. There was a problem that could cause malfunction.

  An object of the present invention is to solve the above-described problems, and a dual-type throttle device that reduces interference between the throttle valve and the throttle body and reduces malfunction of the throttle valve. The purpose is to provide.

  The dual throttle device according to the present invention includes a single motor, a throttle body provided with the motor and having a first intake passage and a second intake passage formed therethrough, and the first intake air. A first valve shaft and a second valve shaft which are rotatably provided so as to intersect with respective axes of the passage and the second intake passage; and the first valve shaft and the second valve shaft The first throttle valve and the second throttle valve, which are respectively fixed to the first intake passage and the second intake passage, and the first valve shaft and the second valve shaft. A first spring and a second spring for applying a biasing force in a direction to close the first throttle valve and the second throttle valve, and a direction for opening the first throttle valve and the second throttle valve. The driving force of the motor is applied to the first valve shaft and the second valve shaft. It is obtained by a driving force transmitting means for respectively transmitting.

  According to the double throttle device according to the present invention, it is possible to reduce interference between the throttle valve and the throttle body and reduce the malfunction of the throttle valve.

Embodiment 1 FIG.
1 is a cross-sectional view showing a dual throttle device according to Embodiment 1 of the present invention, FIG. 2 is a cross-sectional view taken along the line AA in FIG. 1, and FIG. 3 is from the direction of arrow B in FIG. FIG. 4 is a perspective view showing the first link lever of FIG. 1 and FIG. 5 is a perspective view showing the second link lever of FIG. 1 when the double throttle device is viewed.

In this dual throttle device, the throttle body includes a flange portion 1b formed by aluminum die casting or the like and protruding in the radial direction, a first throttle body portion 1 having a first intake passage 1a therein, an aluminum die The flange portion 2b formed by casting or the like and protruded in the radial direction and the second throttle body portion 2 having the second intake passage 2a therein are integrated by bolts (not shown) at the flange portions 1b and 2b. Has been configured.
A motor 3 is housed inside the lower portion of the first throttle body portion 1. A pinion 5 is fixed to the motor shaft 4 of the motor 3. A rod 6 is inserted between the first intake passage 1 a of the first throttle body portion 1 and the motor 3. The rod 6 is provided with a first gear 7 having a T-shaped cross section so as to be rotatable with respect to the rod 6. The first gear 7 has a first tooth portion 7a engaged with the pinion 5 at the outer diameter portion and a second tooth portion 7b at the inner diameter portion.

  In the 1st intake passage 1a, the 1st valve shaft 8 arrange | positioned in parallel with respect to the motor shaft 4 is rotatably provided through the 1st bearing 9a and the 2nd bearing 9b. . A disc-shaped first throttle valve 10 is fixed to the middle portion of the first valve shaft 8 with a screw.

A first link lever 11 shown in FIG. 4 is fixed to the end of the first valve shaft 8 on the second bearing 9b side by caulking.
In the first link lever 11, a second gear 12 is formed by insert molding in an arc portion 11a formed by bending an edge of a disk-shaped steel plate at a right angle. A stopper 13 that is bent at a right angle is formed on the side opposite to the second gear 12 of the first link lever 11. The stopper 13 is in contact with the front end surface of the first adjusting screw 14 penetrating the first throttle body portion 1.
On the side opposite to the second gear 12 of the first link lever 11, a relay portion 15 that is bent at a right angle to the side opposite to the stopper 13 is formed. A screw hole 26 is formed in the relay portion 15.

A first bearing 9 a side of the first throttle body 1 is covered with a cover 16. The cover 16 is provided with a magnetoresistor 17 on the axis of the first valve shaft 8 by insert molding. A permanent magnet 18 is provided at the end of the first valve shaft 8. The permanent magnet 18 and the magnetoresistive body 17 constitute an opening degree sensor. The opening sensor is configured to notify the opening state of the first throttle valve 10 when the magnetoresistor 17 detects a change in the direction of the magnetic flux generated by the permanent magnet 18.
A first spring 19 that surrounds the first valve shaft 8 and biases the first throttle valve 10 in the “closed” direction is provided on the first link lever 11 side of the first valve shaft 8. .

  A second valve shaft 20 is provided coaxially with the first valve shaft 8 in the second intake passage 2a of the second throttle body portion 2. The second valve shaft 20 is The first bearing 21a and the second bearing 21b are rotatably supported. A disc-shaped second throttle valve 22 is fixed to the middle portion of the second valve shaft 20 with a screw.

A second link lever 23 shown in FIG. 5 is fixed to the end of the second valve shaft 20 on the first bearing 21a side by caulking.
The second link lever 23 is formed with a bent portion 24 formed by bending an edge of a disk-shaped steel plate at a right angle. The second link lever 23 is formed with a contact portion 25 bent at a right angle on the opposite side to the bent portion 24. The abutting portion 25 abuts the tip end surface of the second adjustment screw 27 screwed into the screw hole 26 of the first link lever 11.

The second throttle body portion 2 is provided with a cap 28 on the side opposite to the second link lever 23 and coaxially with the second valve shaft 20.
A second spring 29 is provided on the second link lever 23 side of the second valve shaft 20 so as to surround the second valve shaft 20. The second spring 29 rotates the second link lever 23 in conjunction with the first link lever 11 via the second adjustment screw 27 (the first throttle valve 10 and the second throttle valve 10). The direction of closing the throttle valve 22) is energized.

  The first throttle valve 10 and the second throttle valve 22 are opened by the pinion 5, the rod 6, the first gear 7, the second gear 12, the first link lever 11 and the second link lever 23. Driving force transmitting means is configured to transmit the driving force of the motor 3 acting in the direction to the first valve shaft 8 and the second valve shaft 20, respectively.

Next, a procedure for assembling the double throttle device having the above configuration will be described.
First, the first throttle body 1 side is assembled.
In advance, the first throttle body portion 1 is assembled with the first bearing 9a, the second bearing 9b, the first adjusting screw 14 with the lock nut 30 screwed to the end thereof, and the rod 6 in advance.
Thereafter, the first link lever 11 integrated with the second gear 12 is caulked and fixed to the end portion of the first valve shaft 8. At this time, a second adjustment screw 27 having a lock nut 31 screwed to the end is screwed into the screw hole 26 of the first link lever 11.

Next, with the first spring 19 attached to the first throttle body portion 1, the first valve shaft 8 is inserted into the first bearing 9a and the second bearing 9b, and then the first valve shaft is inserted. The permanent magnet 18 is fixed to the end face of the 8 with screws 32. Further, the first throttle valve 10 is fixed to the first valve shaft 8 with a screw while adjusting the alignment.
Next, after the motor 3 in which the pinion 5 is press-fitted into the motor shaft 4 is housed in the first throttle body portion 1, the first gear 7 is loosely inserted into the rod 6. At this time, the first tooth portion 7a is engaged with the pinion 5, and the second gear 12 is engaged with the second tooth portion 7b.

Thereafter, the second throttle body 2 side is assembled.
Also in this case, the first bearing 21 a and the second bearing 21 b are first assembled to the second throttle body portion 2 in the same manner as the first throttle body portion 1.
Next, the second link lever 23 is caulked and fixed to the end of the second valve shaft 20.

Next, the second valve shaft 20 is inserted into the first bearing 21 a and the second bearing 21 b with the second spring 29 mounted in the second throttle body portion 2.
Thereafter, a screw 33 that prevents the second bearing 21b from moving in the axial direction is screwed onto the end face of the second valve shaft 20. Further, the second throttle valve 22 is fixed to the second valve shaft 20 with a screw while adjusting the center alignment.

Finally, the flange portion 1b of the first throttle body portion 1 and the flange portion 2b of the second throttle body portion 2 are brought into contact with each other, and the first throttle body portion 1 and the second throttle body portion 2 are used with bolts. And combine.
Further, the cover 16 incorporating the magnetic resistor 17 is attached to the first throttle body portion 1, and the cap 28 is attached to the second throttle body portion 2.

Next, a description will be given of a procedure for adjusting the flow rates of air flowing through the intake passage 1a of the first throttle body portion 1 and the intake passage 2a of the second throttle body portion 2 to be the same in the dual throttle device having the above configuration. To do.
First, the dual throttle device is set in an air flow rate measuring device capable of measuring the air flow rate. Thereafter, the first adjustment screw 14 is used to adjust the flow rate of the air flowing through the intake passage 1a of the first throttle body portion 1 to the opening of the first throttle valve 10 corresponding to the idling operation. To do.
That is, by rotating the first adjustment screw 14 whose tip surface is always in contact with the stopper 13 of the first link lever 11, the first adjustment screw 14 is advanced and retracted in the axial direction. Along with this advancement and retraction, the first link lever 11 is rotated against the elastic force of the first spring 19, and the first valve shaft 8 is also rotated along with the rotation. The opening degree of the valve 10 is adjusted to an opening degree corresponding to the idling operation. Next, in idling operation, the lock nut 30 is fixed to the end of the first adjusting screw 14 in order to reliably maintain the first throttle valve 10 at its opening position.
The first link screw 11 and the second link lever 23 are rotated against the elastic force of the second spring 29 by rotating the first adjustment screw 14.

Next, the second adjustment screw 27 is rotated from the adjustment window 34 formed in the second throttle body portion 2 so that the opening degree of the second throttle valve 22 is idling in the same manner as the first throttle valve 10. Adjust the opening to the equivalent during operation.
That is, by rotating the second adjustment screw 27 whose tip surface is always in contact with the contact portion 25 of the second link lever 23, the second adjustment screw 27 is advanced and retracted in the axial direction. Along with this advancement and retraction, the second link lever 23 is rotated against the elastic force of the second spring 29, and the second valve shaft 20 is also rotated along with the rotation, whereby the second throttle The opening degree of the valve 22 is also adjusted to an opening degree corresponding to the idling operation in the same manner as the first throttle valve 10.
Finally, a lock nut 31 is fixed to the end of the second adjustment screw 27 in order to reliably maintain the second throttle valve 22 at its opening position.

Next, the operation of the double throttle device having the above configuration will be described.
First, the case where the motor 3 is not energized will be described.
At this time, the elastic force of the second spring 29 acts on the second valve shaft 20, the second throttle valve 22 is biased in the closing direction, and the second link lever 23 has the abutment portion 25. The second adjustment screw 27 screwed to the first link lever 11 is in contact with the tip end surface.
Further, the elastic force of the first spring 19 acts on the first valve shaft 8, the first throttle valve 10 is urged in the closing direction, and the first link lever 11 has the stopper 13 at the first position. The adjustment screw 14 is in contact with the tip surface.

Next, the case where the motor 3 is energized will be described.
At this time, when the motor 3 is energized by a signal from an ECU (not shown), the motor shaft 4 and the pinion 5 rotate. This rotational force is transmitted to the first valve shaft 8 through the first gear 7 meshed with the pinion 5 and the second gear 12 meshed with the second gear 7b. The first throttle valve 10 rotates in the direction of opening the intake passage 1 a against the elastic force of the first spring 19.
Further, the rotational force generated by the motor 3 is transmitted to the second link lever 23 and the second valve shaft 20 via the second adjustment screw 27 screwed to the first link lever 11, and the second The throttle valve 22 rotates in the direction to open the intake passage 2 a against the elastic force of the second spring 29.

The opening degree of the first throttle valve 10 at this time is detected by an opening degree sensor provided on one side of the end portion of the first valve shaft 8.
Since the opening of the first throttle valve 10 and the opening of the second throttle valve 22 are set in advance to be the same by the second adjustment screw 27, the first throttle valve 10 Detecting the opening of the second throttle also means detecting the opening of the second throttle valve 22.

  As described above, the motor shaft 4 of the motor 3 rotates “forward” and “reverse” based on the signal from the ECU, and the first throttle valve 10 and the second throttle valve 22 have the same opening degree along with the rotation. Controlled.

  As described above, according to this double throttle device, the first valve shaft 8 and the second valve intersect with the respective axes of the first intake passage 1a and the second intake passage 2a. Since the shaft 20 is rotatably provided and the first throttle valve 10 and the second throttle valve 22 are fixed to the first valve shaft 8 and the second valve shaft 20, respectively, one valve shaft is provided. Compared to the conventional one in which the first throttle valve and the second throttle valve are fixed to each other, the first throttle valve 10 and the second throttle valve 22 are caused by deformation due to thermal expansion of the valve shaft. The phenomenon of biting on the inner wall surfaces of the first throttle body portion 1 and the second throttle body portion 2 can be reduced.

  Moreover, since the driving force transmission means is provided in the empty space between the first intake passage 1a and the second intake passage 2a, the overall outer dimensions are reduced.

  The first link lever 11 is fixed to the end of the first valve shaft 8, and the second link lever 23 is fixed to the end of the second valve shaft 20 so as to face the first link lever. Thus, it becomes possible to dispose the power transmission means at an intermediate portion in the longitudinal direction of the throttle body, and it is possible to directly attach the double throttle device to the intake port of the engine. As a result, straight intake to the engine is possible, intake resistance is small, airflow is stabilized, and combustion is stabilized.

  In addition, since the second gear 12 is provided integrally with the arc portion 11a of the first link lever 11, the power transmission means is compact and the number of parts is reduced.

  Further, the first throttle body portion 1 and the second throttle body portion 2 constituting the throttle body are separable, and a spacer is provided between the first throttle body portion 1 and the second throttle body portion 2. By interposing, the pitch of the intake port of the engine and the pitch of the intake passages 1a, 2a can be easily matched, enabling straight intake to the engine, reducing the intake resistance, stabilizing the airflow, and combustion Will also stabilize.

  Further, the opening of the first throttle valve 10 is adjusted by the first adjusting screw 14 having the tip surface in contact with the first link lever 11, and the tip surface is in contact with the second link lever 23. Since the opening degree of the second throttle valve 22 is adjusted by the adjusting screw 27, the flow rate of air flowing through the first intake passage 1a and the second intake passage 2a is individually adjusted. The air-fuel ratio between the cylinders can be the same, and the engine performance can be stabilized.

1 is a cross-sectional view showing a double throttle device according to Embodiment 1 of the present invention. It is arrow sectional drawing along the AA line of FIG. It is a principal part enlarged view when a double-type throttle device is seen from the direction of arrow B of FIG. It is a perspective view which shows the 1st link lever of FIG. It is a perspective view which shows the 2nd link lever of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 1st throttle body part, 2nd 2nd throttle body part, 3 motor, 5 pinion, 6 rod, 7 1st gear, 8 1st valve shaft, 10 1st throttle valve, 11 1st link Lever, 11a arc portion, 12 second gear, 14 first adjustment screw, 19 first spring, 20 second valve shaft, 22 second throttle valve, 23 second link lever, 27 second Adjustment screw, 29 Second spring.

Claims (5)

One motor,
A throttle body provided with the motor and having a first intake passage and a second intake passage therethrough formed;
A first valve shaft and a second valve shaft which are provided so as to be able to rotate crossing each axis of the first intake passage and the second intake passage;
A first throttle valve and a second throttle valve which are respectively fixed to the first valve shaft and the second valve shaft and open and close the first intake passage and the second intake passage;
A first spring and a second spring that apply a biasing force to the first valve shaft and the second valve shaft in a direction to close the first throttle valve and the second throttle valve;
Driving force transmitting means for transmitting the driving force of the motor acting in the direction of opening the first throttle valve and the second throttle valve to the first valve shaft and the second valve shaft, respectively; Double throttle device.   The double throttle device according to claim 1, wherein the driving force transmitting means is provided between the first intake passage and the second intake passage.   The driving force transmitting means includes a first link lever having an arcuate portion fixed to an end portion of the first valve shaft, and an end of the second valve shaft facing the first link lever. A second link lever that is fixed to the portion and that transmits the driving force from the first link lever, and a gear that is provided integrally with the arc portion and that transmits the driving force from the motor. The double throttle device according to claim 1 or 2.   The throttle body is provided with a first throttle body portion in which the first intake passage is formed, a separable portion from the first throttle body portion, and a second throttle passage in which the second intake passage is formed. The double throttle device according to any one of claims 1 to 3, comprising two throttle body portions.   A first adjusting screw which is provided in the first throttle body portion so as to be capable of moving forward and backward, and whose tip end surface is in contact with the first link lever to adjust the opening of the first throttle valve; 5. The second adjustment screw according to claim 4, further comprising: a second adjustment screw that is provided on the link lever so as to be capable of moving forward and backward, and has a tip end surface that abuts on the second link lever to adjust an opening of the second throttle valve. Continuous throttle device.

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