JP2015068320A - Throttle body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a throttle body capable of suppressing changes of an operation load to reduce a stepped feeling of throttle operation, and obtaining further smooth operation feeling.SOLUTION: A throttle body has a cam 90 integrally and rotatably fixed to a first rotary shaft 22a, and an assist arm 95 energizing the cam 90 in a diametrical direction, in a rotating direction F4 at one end 95a while abutting on the cam 90 at the other end 95b. The cam 90 includes a first part 90h1 having a fixed radius about the first rotary shaft 22a, and a second part 90h2 having different shape from the first part 90h1 on the opposite side to a valve-opening direction from an end on the opposite side to the valve-opening direction of the first part 90h1. The other end 95b of the assist arm 95 moves along the first part 90h1 till a first throttle valve 22 is opened by a predetermined angle, and moves along the second part 90h2 when the first throttle valve 22 is opened over the predetermined angle, thereby changing energizing force applied on the cam 90.

Description

  The present invention relates to a throttle body.

  Conventionally, in a throttle body including a first throttle valve and a second throttle valve, the first throttle valve and the second throttle valve are connected by a link mechanism, and the first throttle valve exceeds a predetermined opening. A configuration is disclosed in which the second throttle valve is opened in conjunction with the first throttle valve when being opened (see, for example, Patent Document 1).

Japanese Patent No. 4629076

  According to this configuration, the first throttle valve and the second throttle valve interlocked with the throttle operation can be operated with a phase difference by the link mechanism. However, since the second throttle valve opens in conjunction with the opening of the first throttle valve, the operation load becomes heavy on the way, resulting in a stepped feeling of the throttle operation. There was a problem that the feeling was impaired.

  The present invention has been made in view of the above circumstances, and provides a throttle body that can suppress a change in operating load and reduce the step feeling of throttle operation, and can obtain a smoother operation feeling.

In order to achieve the above object, the present invention employs the following means.
That is, the throttle body according to claim 1 includes a first throttle valve (22) provided in the intake passage (P), a second throttle valve (65) provided in the intake passage (P), and the first throttle valve (65). A first arm (71) fixed to the first rotation shaft (22a) supporting the one throttle valve (22) so as to be integrally rotatable, and a second time supporting the second throttle valve (65). A second arm (72) rotatably attached to the moving shaft (65a), a link member (78) for connecting the first arm (71) and the second arm (72) in an interlockable manner, When the first throttle valve (22) is opened at a predetermined angle (θ1) while being separated from the second arm (72) and fixed to the second rotation shaft (65a) so as to be integrally rotatable. The second throttle valve (65) opens when the second arm (72) contacts and interlocks with itself. And a cam (90) fixed to the first rotation shaft (22a) so as to be integrally rotatable, and an intake passage forming portion (21). ) With one end (95a) rotatably attached thereto, and the other end (95b) abutting against the cam (90) and rotating the cam (90) in the rotation direction (F4) of the one end (95a). A first portion (90h1) having a constant radius centered on the first rotation shaft (22a), and an assist arm (95) biased in a radial direction. The second portion having a different shape from the first portion (90h1) from the end opposite to the valve opening direction (F2) of the first portion (90h1) from the end opposite to the valve opening direction (F2). (90h2), and the other end (95b) of the assist arm (95) The first throttle valve (22) moves along the first portion (90h1) until the predetermined angle (θ1) opens, and the first throttle valve (22) exceeds the predetermined angle (θ1). When opening, it moves along said 2nd part (90h2), It is comprised so that the urging | biasing force concerning said cam (90) may be changed.

  In the throttle body according to claim 2, a long hole (90h) extending in the circumferential direction is formed in the cam (90), and the long hole (90h) is formed between the first part (90h1) and the first part (90h1). A second portion (90h2), and the other end (95b) of the assist arm (95) may be configured to be movable along the elongated hole (90h).

  In the throttle body according to claim 3, the second portion (90h2) is displaced radially outward as the side opposite to the valve opening direction (F2), and the other end (95b) of the assist arm (95). ) May bias the cam (90) radially outward.

  In the throttle body according to claim 4, the other end (95b) of the assist arm (95) is in the valve opening direction (F2) of the first portion (90h1) of the elongated hole (90h) in an initial state. The radius of the elongated hole (90h) centered on the first rotation shaft (22a) is the cam (90) after the second throttle valve (65) starts to open. As the lens rotates, the diameter may be gradually increased.

  In the throttle body according to claim 5, the cam (190) has a sector shape when viewed from a direction parallel to the first rotation shaft (22a), and the first portion (190h1) is the cam ( 190) corresponds to at least a part of the circular arc part, and the second part (190h2) is at least part of the straight part of the cam (190) opposite to the valve opening direction (F2). May correspond.

  According to the first aspect of the present invention, the biasing force of the assist arm does not act on the cam until the first throttle valve opens by a predetermined angle, and the second throttle valve starts to open after the first throttle valve opens by the predetermined angle. Since the urging force of the assist arm sometimes acts on the cam, the rotation of the cam can be assisted by the urging force of the assist arm when the second throttle valve is open and open. Accordingly, it is possible to provide a throttle body that can suppress a change in the operation load and reduce the stepped feeling of the throttle operation, and can obtain a smoother operation feeling.

  According to the invention described in claim 2, since the other end of the assist arm moves along the long hole, it is possible to suppress the assist arm from vibrating due to the vibration of the vehicle. Therefore, the biasing force of the assist arm can be stably applied to the cam.

  According to the third aspect of the present invention, the biasing force of the assist arm is longer with respect to the second portion than when the second portion is displaced radially inward as the side opposite to the valve opening direction. Since it becomes easy to act | operate along the longitudinal direction of a hole, a cam can be rotated smoothly. Therefore, it is possible to easily suppress the step feeling of the throttle operation, and it becomes easy to obtain a smooth operation feeling.

  According to the invention described in claim 4, since the radius of the second portion gradually increases as the cam rotates, the cam can be gradually and smoothly rotated in the second portion. Therefore, even when the operation load is gradually increased, the operation load can be offset in a balanced manner, and a smooth operation feeling can be obtained.

  According to the fifth aspect of the present invention, the second hole after the first throttle valve has opened a predetermined angle compared to the case where the long hole extending in the circumferential direction of the cam includes the first portion and the second portion. When the throttle valve starts to open, the biasing force of the assist arm can be applied to the cam steeply. Therefore, even when the operation load suddenly increases, this operation load can be effectively canceled out, and a smooth operation feeling can be obtained.

It is a right view of the engine in 1st embodiment of this invention. It is the 1st operation explanatory view which expanded the principal part of FIG. It is the 2nd operation explanatory view which expanded the principal part of FIG. FIG. 10 is an explanatory diagram of a third action in which a main part of FIG. It is the bottom view which looked at the ceiling surface of the cylinder head of the above-mentioned engine from the cylinder axial direction. It is a graph which shows these relationship by making the rotation angle of the throttle valve of the said engine into a horizontal axis, and making the rotation angle of a tumble control valve into a vertical axis | shaft. It is a side view of the link mechanism which makes the said throttle valve and tumble control valve interlock | cooperate. FIG. 3 is a first operation diagram of the link mechanism. It is a second operation view of the link mechanism. It is a side view of the cam which attaches to the axial end of the said throttle valve, and the assist arm engaged with this. It is a 1st operation | movement figure of the said cam and assist arm. It is a 2nd operation | movement figure of the said cam and assist arm. It is a graph which shows the relationship between the throttle opening which concerns on the comparative example of 1st embodiment, and throttle load. It is a graph which shows the relationship between the throttle opening which concerns on 1st embodiment, and throttle load. It is a side view of the cam in the throttle body which concerns on 2nd embodiment, and the assist arm engaged with this.

  Embodiments of the present invention will be described below with reference to the drawings. Note that the directions such as front, rear, left and right in the following description are the same as those in a vehicle equipped with the engine 10 of the present embodiment unless otherwise specified. An arrow FR indicating the forward direction and an arrow UP indicating the upward direction are shown at appropriate positions in the drawings used for the following description.

(First embodiment)
An engine (internal combustion engine) 10 shown in FIG. 1 is an air-cooled four-stroke SOHC two-valve single-cylinder engine, and is used as a prime mover of a saddle-type vehicle such as a motorcycle. In the engine 10, a rotation center axis (crank axis) C1 of the crankshaft 12 extends in the left-right direction (vehicle body width direction). A cylinder 13 stands up above the front part of the crankcase 11. A crankshaft 12 is accommodated in the front portion of the crankcase 11. A transmission 14 is accommodated in the rear portion of the crankcase 11. Body parts such as the crankcase 11 and the cylinder 13 are made of an aluminum alloy. An iron cylinder sleeve 15 is integrally cast into the cylinder 13 by casting or the like. An axis line (cylinder axis line) C2 along the rising direction of the cylinder 13 is inclined so that the upper part is positioned forward with respect to the vertical direction. In the figure, the arrow F1 indicates the rotation direction (forward rotation direction) of the crankshaft 12 during engine operation.

  The cylinder 13 includes a cylinder block 16 attached (or integrally formed) above the front portion of the crankcase 11, a cylinder head 17 attached above the cylinder block 16, and a head cover 18 attached above the cylinder head 17. Have. A cylindrical cylinder sleeve 15 is provided in the cylinder block 16 along the cylinder axis C2. A piston 25 is fitted in the cylinder sleeve 15 so as to be able to reciprocate. A small end portion 27 of a connecting rod 26 is swingably attached to a piston pin 25a that penetrates the piston 25 in the left-right direction. The large end portion 28 of the connecting rod 26 is rotatably attached to the crankpin 12a of the crankshaft 12. Reference numeral 29 in the drawing indicates a handle portion extending between the small end portion 27 and the large end portion 28 of the connecting rod 26.

An intake port 44 is formed in the rear portion of the cylinder head 17. An exhaust port 45 is formed in the front portion of the cylinder head 17.
As shown in FIGS. 1 and 5, the intake valve port 42 which is the combustion chamber side opening of the intake port 44 is opened and closed by the intake valve 46. An exhaust valve port 43 that is an opening on the combustion chamber side of the exhaust port 45 is opened and closed by an exhaust valve 47. An inlet pipe 20, which is an intake system component, is connected to the cylinder outside opening of the intake port 44. An exhaust pipe (not shown) that is an exhaust system component is connected to the cylinder outside opening of the exhaust port 45.

  The intake port 44 and the exhaust port 45 extend from the respective cylinder outer openings toward the cylinder center side, then curve downward toward the cylinder block 16 side, and reach the intake valve port 42 and the exhaust valve port 43. The intake valve port 42 and the exhaust valve port 43 are arranged in a distributed manner before and after a dome-shaped recess 51 formed in a lower end portion of the cylinder head 17 that faces the upper end portion of the cylinder block 16.

  In the cylinder head 17, a cam shaft 38 extending in the left and right directions in parallel with the crank shaft 12 is disposed. The cam shaft 38 includes an intake cam that operates the intake valve 46 via the intake rocker arm 39a, and an exhaust cam that operates the exhaust valve 47 via the exhaust rocker arm 39b. The cam shaft 38 is linked and driven in synchronization with the crankshaft 12 via a cam chain, for example.

The intake valve 46 and the exhaust valve 47 are opened by the intake cam and the exhaust cam of the cam shaft 38 via the intake rocker arm 39a and the exhaust rocker arm 39b, respectively.
The intake valve 46 and the exhaust valve 47 are umbrella-shaped valve bodies 46a and 47a aligned with the intake valve opening 42 and the exhaust valve opening 43, respectively, and rod-like stems 46b and 47b extending from the valve bodies 46a and 47a to the head cover 18 side. And having. Both the stems 46b and 47b are arranged so as to be inclined with respect to the cylinder axis C2 so as to form a V shape that opens toward the head cover 18 in a side view in FIG. A cam shaft 38 is disposed between the stems 46b and 47b. The rocker arms 39a and 39b and the camshaft 38 are arranged slightly offset forward with respect to the cylinder axis C2, like the intake valve 46 and the exhaust valve 47.

  Retainers 46c and 47c are attached to the tips of the stems 46b and 47b, respectively. Valve springs 46d and 47d are respectively contracted between the retainers 46c and 47c and the seating surface of the cylinder head 17. The intake valve 46 and the exhaust valve 47 are urged toward the head cover 18 by the spring force of the valve springs 46d and 47d, and the intake valve port 42 and the exhaust valve port 43 are closed. On the other hand, the operation of the camshaft 38 causes the intake valve 46 and the exhaust valve 47 to stroke toward the combustion chamber 40 against the urging force of the valve springs 46d and 47d, so that the intake valve 46 and the exhaust valve 47 are moved to the intake valve. The opening 42 and the exhaust valve opening 43 are opened. The stems 46b and 47b are held by the cylinder head 17 so as to be capable of stroke through cylindrical valve guides 46e and 47e, respectively.

  When the piston 25 descends when the intake valve 46 is opened, outside air is introduced into the intake port 44 through the inlet pipe 20, and fuel is injected from the injector 23, and these are mixed and introduced into the combustion chamber 40. The This air-fuel mixture is compressed as the piston 25 rises after the intake valve 46 is closed, and is ignited and burned by a spark plug (not shown). The exhaust gas after combustion is exhausted from the combustion chamber 40 through the exhaust port 45 by the ascending piston 25 when the exhaust valve 47 is opened, and is exhausted through an exhaust pipe (not shown).

  Referring to FIG. 1, an engine 10 is an offset cylinder in which a cylinder axis C2 is offset by a predetermined amount to the front of the crank axis C1 (downstream in the forward rotation direction of the crank pin 12a when the piston 25 is at the top dead center). Adopt mechanism. The purpose is to reduce the pressing force (sliding resistance) of the piston 25 against the cylinder inner wall at the maximum pressure in the combustion chamber 40 (at the beginning of the combustion stroke, when the piston 25 starts to descend from the top dead center). .

  An inlet pipe 20 connected to the rear portion of the cylinder head 17 via a connecting pipe 19 includes a throttle valve (first throttle valve) 22, a tumble control valve (second throttle valve) 65, and an injector 23 in order from the intake upstream side. Provided. The rear portion of the inlet pipe 20 includes an intake passage forming portion 21 that supports the throttle valve 22. An air cleaner (not shown) is connected to the rear of the inlet pipe 20, and outside air that has passed through the air cleaner is introduced into the engine 10 through the inlet pipe 20. Hereinafter, the intake upstream side and the intake downstream side may be simply referred to as the upstream side and the downstream side.

The combustion chamber 40 is formed between the top surface 25 b of the piston 25 in the cylinder sleeve 15 and the ceiling surface 41 facing the top surface 25 b of the piston 25 in the cylinder head 17.
As shown in FIGS. 1 and 5, the peripheral edge 41 a of the ceiling surface 41 is a circular shape that substantially coincides with the inner peripheral surface of the cylinder sleeve 15 when viewed from the direction of the cylinder axis C <b> 2. The ceiling surface 41 forms an elliptical dome-shaped recess 51 that is long in the front-rear direction in the bottom view of FIG. On both sides of the dome-shaped recess 51 in the long axis direction, an intake valve port 42 and an exhaust valve port 43 are opened. On the left and right sides of the dome-shaped recess 51, a pair of left and right squirrel-shaped squish 52 is formed between the periphery 51 a of the dome-shaped recess 51 and the periphery 41 a of the ceiling surface 41.

  On the left and right sides of the dome-shaped recess 51 between the intake valve port 42 and the exhaust valve port 43 so as to avoid these, a plug attachment hole 48 is formed so that the electrode portion of the spark plug can be faced. In the present embodiment, the intake air flow is controlled by opening and closing the tumble control valve 65 so as to collect the air-fuel mixture around the plug mounting hole 48, and the flow of the intake air flow (tumble flow) especially at low load is optimized. ing.

The intake valve port 42 protrudes to the outer peripheral side of the peripheral edge 41a of the ceiling surface 41, thereby forming a protruding part 42a having a crescent moon shape in a bottom view on the outer peripheral side of the peripheral edge 41a.
A pair of left and right guide wall portions 53 extending toward the exhaust valve port 43 along the opening edge of the intake valve port 42 are provided on both the left and right sides of the intake valve port 42, starting from the vicinity of both left and right ends of the protruding portion 42a. The left and right guide wall portions 53 are formed so as to expand toward the exhaust valve port 43 between the opening edge of the intake valve port 42 and the peripheral edge 51 a of the dome-shaped recess 51 until the vicinity of the left and right ends of the intake valve port 42. . The left and right guide wall portions 53 are formed so as to become narrower as they approach the exhaust valve port 43 away from the peripheral edge 51a of the dome-shaped recess 51 after passing the vicinity of the left and right ends of the intake valve port 42.

  Referring to FIG. 2, a partition plate 60 that extends from the downstream side of the inlet pipe 20 to the downstream side (curved portion) of the intake port 44 is provided in the intake passage P that extends across the inlet pipe 20 and the intake port 44. The partition plate 60 partitions the intake passage P into an upper intake passage PU and a lower intake passage PL. The partition plate 60 includes an inlet pipe side partition plate 61 formed integrally with a resin forming portion on the downstream side of the inlet pipe 20 and an intake port side partition plate 62 formed integrally with the cylinder head 17 made of aluminum alloy.

  The downstream end 61 a of the inlet pipe side partition plate 61 protrudes downstream from the downstream opening end of the inlet pipe 20 and enters the intake port 44. The downstream end portion 61a of the inlet pipe side partition plate 61 is pressed against the upstream end portion 62a of the intake port side partition plate 62 with a pressing force due to elastic deformation. Thereby, the inlet pipe side partition plate 61 and the intake port side partition plate 62 are continuously connected.

  The partition plate 60 is disposed so as to be biased upward from a passage center line C3 extending in the vertical width center of the intake passage P having a circular cross section. Thereby, the passage sectional area of the upper intake passage PU becomes smaller than the passage sectional area of the lower intake passage PL. In the present embodiment, the ratio of the cross-sectional area of the upper intake passage PU and the cross-sectional area of the lower intake passage PL is approximately 3 to 7 from the upstream end to the downstream end of both passages.

  The intake port side partition plate 62 is bent along the longitudinal direction of the intake port 44. The downstream end 62b of the intake port side partition plate 62 is notched in a U shape and opened downstream, so that the lower end of the valve guide 46e of the intake valve 46 is aligned with the downstream end 62b. Get in. Thereby, the downstream end 62b of the intake port side partition plate 62 extends to a position where it overlaps the lower end of the valve guide 46e of the intake valve 46 in a side view. The intake passage P is partitioned into an upper intake passage PU and a lower intake passage PL from the downstream side of the inlet pipe 20 to the vicinity of the downstream end (intake valve port 42) of the intake passage P.

  The upper intake passage PU extends from the head cover 18 side to the cylinder inner peripheral side, and communicates with the central portion of the combustion chamber 40 through the cylinder inner peripheral side of the intake valve port 42. The lower intake passage PL extends from the cylinder block 16 side to the cylinder outer peripheral side, and communicates with the outer peripheral portion of the combustion chamber 40 through the cylinder outer peripheral side of the intake valve port 42. A fuel injection port of the injector 23 faces the upper intake passage PU, and fuel is injected into the intake air flowing through the upper intake passage PU.

The throttle valve 22 is, for example, a butterfly valve in which a pair of semicircular plate valve bodies 22b are extended on both radial sides of a first rotating shaft 22a that extends in the left-right direction and is supported at both ends by the inlet pipe 20. . The throttle valve 22 is in a fully closed state in which the intake passage P is minimized by aligning or bringing the outer peripheral edges of the two-plate valve bodies 22b into alignment with or close to the inner peripheral surface of the inlet pipe 20.
3 and 4 together, the throttle valve 22 is rotated from the fully closed state in the direction of arrow F2 in the drawing to open the intake passage P, and the both plate valve bodies 22b are parallel to the passage center line C3. In this way, the fully opened state is obtained (see FIG. 4). The throttle valve 22 is urged to close the intake passage P by an urging spring or the like, and opens the intake passage P by rotating against the urging force.

  In the portion of the inlet pipe 20 downstream of the throttle valve 22 and directly below the upstream end 61b of the inlet pipe side partition plate 61, the intake air flow rates of the upper and lower intake passages PU and PL are adjusted to adjust the intake flow rate in the combustion chamber 40. A tumble control valve 65 for controlling the tumble flow is disposed. The tumble control valve 65 extends in parallel with the first rotation shaft 22a of the throttle valve 22 and has a single semicircular shape on one side in the radial direction of the second rotation shaft 65a supported by the inlet pipe 20 at both ends. This is a flap valve obtained by extending the plate valve body 65b. The tumble control valve 65 is interlocked with the throttle valve 22 via a link mechanism 70 described later, and can be opened and closed together with the throttle valve 22.

  The tumble control valve 65 tilts the plate valve body 65b so as to be positioned on the lower side toward the upstream side with respect to the passage center line C3, and aligns the outer peripheral edge of the plate valve body 65b with the inner peripheral surface of the inlet pipe 20. The linear base end edge of the plate valve body 65 b is brought into contact with the lower surface of the upstream end 61 b of the inlet pipe side partition plate 61. Thereby, the tumble control valve 65 is in a fully closed state in which the upstream end of the lower intake passage PL is closed (see FIG. 2).

  The tumble control valve 65 opens from the fully closed state in the direction of arrow F3 in the drawing to open the upstream end of the lower intake passage PL, and the plate valve body 65b to be in a fully open state by being substantially parallel to the passage center line C3. (See FIG. 4). The tumble control valve 65 is urged to close the lower intake passage PL by an urging spring or the like, and rotates against the urging force to open the lower intake passage PL. By the rotation of the tumble control valve 65, the ratio of the intake flow rate in the upper and lower intake passages PU, PL is changed.

  The engine 10 is in a low load state (low load mode) when the throttle opening (rotation angle from the fully closed state of the throttle valve 22) is small, and is in a high load state (high load mode) when the throttle opening is large. ). The tumble control valve 65 is mechanically controlled to rotate through a link mechanism 70 described later according to the throttle opening (that is, according to the load state of the engine 10).

The graph of FIG. 6 shows the change of the rotation angle (TCV angle on the vertical axis) of the tumble control valve 65 with respect to the throttle opening (horizontal TH angle) when the throttle valve 22 is fully closed. .
The tumble control valve 65 does not open until the throttle opening reaches a predetermined angle θ1 (for example, 20 °), and after the predetermined angle, the tumble control valve 65 opens as the throttle opening increases. The increase in the rotation angle of the tumble control valve 65 is not completely proportional to the increase in the throttle opening, and the opening of the tumble control valve 65 is set to be quickly opened to eliminate the tumble. The tumble control valve 65 is fully opened when the throttle valve 22 is fully opened.

  Referring to FIG. 2, when engine 10 is in a low load operation state, if the throttle opening is a small opening less than the predetermined angle, tumble control valve 65 does not open and the intake inlet of lower intake passage PL is opened. Keep closed. As a result, all of the intake air that flows around the throttle valve 22 flows into the relatively narrow upper intake passage PU and flows through the upper intake passage PU at a high speed. This intake air is guided to the vicinity of the intake valve port 42 by the partition plate 60 and is coupled with the restriction of the flow path on the cylinder outer periphery side of the intake valve port 42, so that most of the intake air flows from the cylinder inner periphery side of the intake valve port 42. It is introduced into the center of the combustion chamber 40. This intake air is accompanied by a high-speed flow directed to the exhaust valve port 43 side, thereby generating a strong tumble flow in the combustion chamber 40. At this time, the intake from the cylinder outer periphery side of the intake valve port 42 is suppressed, so that the occurrence of reverse tumble flow due to the intake is also suppressed. Thereby, the tumble flow in the combustion chamber 40 is strengthened and combustion at a low load is promoted.

  Referring to FIG. 3, when engine 10 is in a medium load operation state, when the throttle opening becomes a medium opening exceeding the predetermined angle, tumble control valve 65 is opened to start opening lower intake passage PL. The amount of intake air flowing into the lower intake passage PL is increased according to the opening amount, and the intake air flow rate of the entire intake passage P is increased. At this time, the intake air flow rate in the upper intake passage PU is suppressed, and intake is also made through the lower intake passage PL, whereby the tumble flow in the combustion chamber 40 due to the intake air flowing through the upper intake passage PU is suppressed, and the lower intake air The tumble flow in the combustion chamber 40 is also suppressed by the reverse tumble flow caused by the intake air flowing through the passage PL.

  Referring to FIG. 4, when engine 10 is in a high load operation state, when throttle opening is maximized (fully opened), tumble control valve 65 is also fully opened, and the amount of intake air introduced into lower intake passage PL is maximized. Thereby, sufficient intake air flows through the upper and lower intake passages PU and PL, and the tumble flow in the combustion chamber 40 is further suppressed, and a sufficient intake amount is secured in the entire intake passage P.

  Thus, in the engine 10 of this embodiment, the tumble control valve 65 is provided in the vicinity of the upstream end portion 61b of the partition plate 60 that partitions the intake passage P, and the tumble control valve 65 is opened and closed according to the throttle opening. By changing the ratio of the intake air flowing through the upper and lower intake passages PU, PL, the strength of the tumble flow and the intake air flow rate can be adjusted according to the load state of the engine 10 to realize good combustion.

7 to 9 are side views of the link mechanism 70 for interlocking the throttle valve 22 and the tumble control valve 65 as seen from the axial direction of the first rotation shaft 22a and the second rotation shaft 65a. In these drawings, the first rotation shaft 22a and the second rotation shaft 65a are shown horizontally.
A throttle pulley 77 for winding the opening side throttle cable 75 and the closing side throttle cable 76 is fixed to one end portion of the first rotation shaft 22a of the throttle valve 22 so as to be integrally rotatable. When the throttle pulley 77 is pulled by the opening side throttle cable 75 and rotated in the direction of the arrow F2 (opening direction), the throttle valve 22 rotates in the same direction and opens the intake passage P (FIGS. 3 and 4). reference). A first protrusion 77 a that connects the rear end of the link member 78 is provided below the outer periphery of the throttle pulley 77 so as to be integrally rotatable. In the figure, reference numeral 79 denotes a first connecting shaft parallel to the first rotating shaft 22a for connecting the rear end portion of the link member 78 to the first protrusion 77a, and reference numeral 71 denotes the first rotating shaft 22a and the first rotating shaft 22a of the throttle pulley 77. A first arm portion (first arm) extending between one connecting shaft 79 and a reference C11 indicate a first arm axis extending from the axis C9 of the first rotating shaft 22a to the axis C10 of the first connecting shaft.

When the throttle valve 22 is in a fully closed state, the first arm portion 71 is inclined so as to be located on the front side (the second rotation shaft 65a side) as shown in FIG.
When the throttle valve 22 is opened by the predetermined angle θ1, the first arm portion 71 extends substantially directly below in the drawing as shown in FIG. At this time, the first arm axis C11 is orthogonal to the straight line T1 connecting the axis C9 of the first rotation shaft 22a and the axis C12 of the second rotation shaft 65a, and the axis C9 of the first rotation shaft 22a. It arrange | positions so that it may overlap with the orthogonal line T2 which passes.
From this state, as shown in FIG. 9, when the throttle valve 22 is further opened by a second predetermined angle θ2 (for example, 60 °), the throttle valve 22 is fully opened.

  A connecting arm that connects the front end of the link member 78 to the one end of the second rotation shaft 65a of the tumble control valve 65 on the same side as the throttle pulley 77 and is relatively rotatably attached to the second rotation shaft 65a. 81 and a third arm 82 separated from the connecting arm 81 and fixed to the second rotation shaft 65a so as to be integrally rotatable. The connecting arm 81 is connected to the throttle pulley 77 via a link member 78. The connecting arm 81 is rotated in the direction of arrow F3 along with the rotation of the throttle pulley 77, and the connecting arm 81 rotates the third arm 82 in the same direction, so that the tumble control valve 65 is rotated in the same direction. Then, the lower intake passage PL is opened. In the figure, reference numeral 83 denotes a second connecting shaft parallel to the second rotating shaft 65 a that connects the front end of the link member 78 to the connecting arm 81, and reference numeral 72 denotes the second connecting shaft from the second rotating shaft 65 a of the connecting arm 81. A second arm portion (second arm) extending to 83, reference numeral C14 denotes a second arm axis extending from the axis C12 of the second rotating shaft 65a to the axis C13 of the second connecting shaft 83, respectively.

  The length of the second arm portion 72 (the length of the second arm axis C14) is shorter than the length of the first arm portion 71 (the length of the first arm axis C11). The link mechanism 70 is mainly composed of the first arm portion 71, the second arm portion 72, and the link member 78. Further, the connection arm 81 and the third arm 82 are separated, so that a lost motion mechanism 73 that opens the tumble control valve 65 after the throttle valve 22 is opened by a predetermined angle θ1 is configured. The lost motion mechanism 73 holds the start of rotation of the second arm portion 72 until the first arm portion 71 rotates predetermined. In addition, as a lost motion mechanism, the mechanism which has the same function may be comprised in the 1st arm part 71 side, or may be comprised ranging over the 1st arm part 71 and the 2nd arm part 72. FIG.

  In the fully closed state of the throttle valve 22 shown in FIG. 7, the tumble control valve 65 is also in the fully closed state. At this time, the second arm portion 72 (connecting arm 81) is connected to the first arm portion 71 (throttle pulley 77) via the link member 78, and the end on the second connecting shaft 83 side is forward ( It stops in a posture facing the opposite side of the first rotation shaft 22a. At this time, the third arm 82 is separated from the connecting arm 81 by the third predetermined angle θ3 shown in FIG. 8 in the opening direction of the tumble control valve 65 in the rotating direction of the second rotating shaft 65a. Be placed.

When the connecting arm 81 rotates from the state shown in FIG. 7 by the third predetermined angle θ3 shown in FIG. 8 in the opening direction of the tumble control valve 65, the engaging surface 81a on the opening direction side of the tumble control valve 65 is provided. Is engaged (contacted) with the engaging portion 82 a of the third arm 82. At this time, the second arm portion 72 is inclined so that the end portion on the second connecting shaft 83 side is positioned below the state shown in FIG. 7 (see FIG. 8). After the connecting arm 81 engages with the third arm 82, the third arm 82 rotates together with the connecting arm 81.
The engaging portion 82a of the third arm 82 is a tip portion of a screw 82b screwed to the arm body. The engagement angle of the connecting arm 81 and the third arm 82 can be adjusted by the tightening amount of the screw 82b.

  The link member 78 extends forward from the rear end portion through which the first connection shaft 79 is inserted, and further bypasses the lower side of the third arm 82 projecting below the second rotation shaft 65a to reach the connection arm 81. A downwardly convex curved portion 78 a is formed in the vicinity of the connecting arm 81.

When the first arm 71 is further rotated by the second predetermined angle θ2 from the state in which the throttle valve 22 is opened by the predetermined angle θ1 shown in FIG. 8 to the fully opened state shown in FIG. The shaft 79 is inclined so that the end on the shaft 79 side is located on the rear side (opposite side to the second rotation shaft 65a).
At this time, the second arm portion 72 has a fourth predetermined angle θ4 (for example, 65 °) shown in FIG. 9 from an inclined posture so that the end portion on the second connecting shaft 83 side shown in FIG. 9), and is inclined so that the end portion on the second connecting shaft 83 side shown in FIG. 9 is located on the rear side. At this time, the tumble control valve 65 is fully opened.

  As shown in FIG. 9, with respect to the second orthogonal line T3 that is orthogonal to the straight line T1 and passes through the axis C12 of the second rotation shaft 65a, the second connecting shaft 83 is the first when the tumble control valve 65 is fully closed. It is located on the opposite side to the one turning shaft 22a, and is located on the first turning shaft 22a side when the tumble control valve 65 is fully opened. That is, the second connecting shaft 83 moves across the second orthogonal line T3 between when the tumble control valve 65 is fully closed and when it is fully opened. Although the rotation angle of the tumble control valve 65 is larger than the rotation angle of the throttle valve 22, the magnitude relationship can be appropriately changed by setting the link mechanism 70.

  The throttle body 100 (see FIG. 10) according to the present embodiment includes a cam in addition to the throttle valve 22, the tumble control valve 65, the first arm portion 71, the second arm portion 72, the link member 78, and the third arm 82 described above. A plate (cam) 90 and an assist arm 95 are further provided. In the following description, the cam plate may be referred to as a “cam”.

10 to 12 are side views of the cam 90 and the assist arm 95 as viewed from the axial direction of the first rotation shaft 22a. 10 to 12 correspond to FIGS. 7 to 9, respectively.
As shown in FIG. 10, the cam 90 is fixed to the first rotation shaft 22a so as to be integrally rotatable. The cam 90 has a circular main body 91 centered on the axis C9 of the first rotation shaft 22a in a side view, and a protrusion 92 provided on the rear side of the outer peripheral portion of the main body 91. The cam 90 is formed with a long hole 90h extending in the circumferential direction.

  The long hole 90 h extends across the main body 91 and the protrusion 92 of the cam 90. The elongated hole 90h has a first portion 90h1 having a constant radius centered on the first rotation shaft 22a, and a valve opening direction F2 from the end opposite to the valve opening direction F2 of the first portion 90h1. A second portion 90h2 that is displaced radially outward toward the opposite side. The first portion 90h1 is formed only on the main body portion 91, and the second portion 90h2 is formed across the main body portion 91 and the protruding portion 92. The radius of the long hole 90h around the first rotation shaft 22a is different from one end of the second portion 90h2 (the end on the first portion 90h1 side, in other words, the end on the valve opening direction F2 side shown in FIG. 11). It is configured to gradually increase to the end (the end opposite to the first portion 90h1 side, in other words, the end opposite to the valve opening direction F2 shown in FIG. 11).

  The assist arm 95 is pivotally attached at a position overlapping the intake passage P (see FIG. 4) in the intake passage formation portion 21 in a rear view with respect to the first rotation shaft 22a with the one end 95a as an axis C15. The assist arm 95 extends forward along the cam 90, and the other end 95b is movably locked along the long hole 90h of the cam 90. The other end 95b of the assist arm 95 is provided with a roller 98 that contacts the long hole 90h.

  One end of a return spring (torsion coil spring) 96 is located between the one end 95a of the assist arm 95 and the first rotating shaft 22a so as to overlap the intake passage P (see FIG. 4) in the intake passage formation portion 21 in a side view. A hook 97 is provided for locking the coil end. The other end of the return spring 96 is locked to one end 95 a of the assist arm 95. Due to the spring force of the return spring 96, the assist arm 95 elastically biases the cam 90 radially outward in the rotational direction F4 of the axis C15. Thereby, the state which the roller 98 contact | abuts to the inner surface of the outer side (opposite side to the 1st rotating shaft 22a side) of the long hole 90h is maintained.

  The other end 95b of the assist arm 95 moves along the first portion 90h1 until the throttle valve 22 opens by a predetermined angle θ1, and when the throttle valve 22 opens beyond the predetermined angle θ1, the second arm 90h2 Configured to move along.

  The other end 95b of the assist arm 95 is positioned at one end (the end on the valve opening direction F2 side) of the first portion 90h1 of the long hole 90h in the initial state where the throttle valve 22 is in the fully closed state.

  As shown in FIG. 11, the other end 95b of the assist arm 95 is connected to the first portion 90h1 and the second portion 90h1 of the long hole 90h in a state where the throttle valve 22 is opened by a predetermined angle θ1, that is, in a state where the tumble control valve 65 starts to open. It is located in the boundary part with the part 90h2.

  As shown in FIG. 12, the other end 95b of the assist arm 95 is in a state where the throttle valve 22 is fully opened (the throttle valve 22 is opened from the predetermined angle θ1 to the second predetermined angle θ2), and the tumble With the control valve 65 fully opened, the second portion 90h2 of the long hole 90h is positioned at the other end (the end opposite to the valve opening direction F2).

  Thus, the radius of the long hole 90h around the first rotation shaft 22a changes so that the diameter gradually increases as the cam 90 rotates after the tumble control valve 65 starts to open. As a result, the moment of the urging force applied to the cam 90 changes and exerts an assist force.

  10 to 12, reference numeral H1 denotes a first section in which the other end 95b of the assist arm 95 moves through the first portion 90h1, and reference numeral H2 denotes the other end 95b of the assist arm 95 through the second portion 90h2. Each moving second section is shown.

  Next, the operation of the cam 90 and the assist arm 95 will be described with reference to FIGS. FIG. 13 is a graph showing the relationship between the throttle opening and the throttle load (torque required to open the throttle) according to a comparative example of the present embodiment. FIG. 14 is a graph showing the relationship between the throttle opening and the throttle load according to the present embodiment. The comparative example has a configuration in which the cam 90 and the assist arm 95 are not provided, and the present embodiment has a configuration in which the cam 90 and the assist arm 95 are provided.

  13 and 14, the horizontal axis represents the throttle opening, and the vertical axis represents the throttle load. Symbol S1 is a load generated when the throttle valve 22 is opened (hereinafter referred to as a first load), and symbol S2 is a load generated when the tumble control valve 65 is opened (hereinafter referred to as a second load). Symbol S3 is a total load, and symbol S4 is a negative load (hereinafter referred to as a cancel load) acting on the side where the assist arm 95 cancels the throttle load. 13 is a load obtained by adding the first load S1 and the second load S2, and the total load S3 in FIG. 14 is a cancel load in addition to the second load S1 and the second load S2. The load is the sum of S4.

  In FIG. 14, reference numeral P1 denotes an initial position when the other end 95b of the assist arm 95 is positioned at one end (end on the valve opening direction F2 side) of the first portion 90h1 of the long hole 90h (the throttle valve 22 is fully closed). P2 indicates a boundary position when the other end 95b of the assist arm 95 is positioned at a boundary portion between the first portion 90h1 and the second portion 90h2 of the long hole 90h (the throttle valve 22 is In a state where the predetermined angle θ1 is opened, that is, a position where the tumble control valve 65 starts to open, the other end 95b of the assist arm 95 is the other end of the second portion 90h2 of the elongated hole 90h (the valve opening direction F2 means The final positions (positions in a state where the throttle valve 22 and the tumble control valve 65 are fully opened) when located at the opposite end) are shown.

  As shown in FIG. 13, in the comparative example, only the first load S1 occurs until the throttle opening reaches the predetermined angle θ1, but the second load S2 occurs when the throttle opening exceeds the predetermined angle θ1. . Therefore, the total load S3 rises steeply at the portion where the second load S2 is generated, and then increases in proportion to the increase in the throttle opening.

  On the other hand, in the present embodiment, as shown in FIG. 14, when the throttle opening exceeds the predetermined angle θ1, a cancel load S4 is generated in a direction that cancels the second load S2. The cancel load S4 is substantially symmetric with the second load S2 across the horizontal axis. The cancel load S4 corresponds to the size of the radius around the first rotation shaft 22a of the long hole 90h (see FIG. 10).

  Specifically, the cancel load S4 overlaps on the horizontal axis from the initial position P1 to just before the second load S2 is generated in the first section H1 (no load is generated), and the boundary position from immediately before the second load S2 is generated. It rises gently to P2, rises gently from the boundary position P2 to immediately after the second load S2 occurs in the second section H2, and immediately after the second load S2 occurs to the final position P3 across the horizontal axis. It becomes symmetrical with the second load S2. Thereby, since the second load S2 is canceled by the cancel load S4, it is possible to prevent the total load S3 from rising sharply in the middle. Therefore, the total load S3 increases in proportion to the increase in the throttle opening with the same inclination as the first load S1 from the fully closed position to the fully opened throttle position.

As described above, the throttle body 100 according to the present embodiment has the cam 90 fixed to the first rotating shaft 22a so as to be rotatable integrally with the intake passage forming portion 21, and the one end 95a is rotatable. An assist arm 95 that is attached and the other end 95b abuts on the cam 90 and urges the cam 90 in the radial direction in the rotation direction F4 of the one end 95a. A first portion 90h1 having a constant radius centered on 22a, and a second portion that is radially displaced from the end opposite to the valve opening direction F2 of the first portion 90h1 toward the side opposite to the valve opening direction F2. The other end 95b of the assist arm 95 moves along the first portion 90h1 until the throttle valve 22 opens by a predetermined angle θ1, and the throttle valve 22 opens beyond the predetermined angle θ1. Sometimes second It moves along the part 90h2, and it is comprised so that the urging | biasing force concerning the cam 90 may be changed.
According to this configuration, the urging force of the assist arm 95 does not act on the cam 90 until the throttle valve 22 opens the predetermined angle θ1, and assists when the tumble control valve 65 starts to open after the throttle valve 22 opens the predetermined angle θ1. Since the urging force of the arm 95 acts on the cam 90, the rotation of the cam 90 can be assisted by the urging force of the assist arm 95 when the tumble control valve 65 is opened and opened. Therefore, it is possible to provide the throttle body 100 that can suppress a change in the operation load, reduce the stepped feeling of the throttle operation, and obtain a smoother operation feeling.

  Further, in the throttle body 100 according to the present embodiment, a long hole 90h extending in the circumferential direction is formed in the cam 90, and the long hole 90h includes a first part 90h1 and a second part 90h2. Since the other end 95b of the assist arm 95 is configured to be movable along the long hole 90h, the assist arm 95 can be prevented from vibrating due to the vibration of the vehicle. Therefore, the biasing force of the assist arm 95 can be applied to the cam 90 stably.

  Further, in the throttle body 100 according to the present embodiment, the second portion 90h2 is displaced radially outward as the side opposite to the valve opening direction F2, and the other end 95b of the assist arm 95 causes the cam 90 to be radially outward. As a result, the biasing force of the assist arm 95 is longer with respect to the second portion 90h2 than when the second portion 90h2 is displaced radially inward as the side opposite to the valve opening direction F2. Since it becomes easy to act along the longitudinal direction of the hole 90h, the cam 90 can be rotated smoothly. Therefore, it is possible to easily suppress the step feeling of the throttle operation, and it becomes easy to obtain a smooth operation feeling.

  In the throttle body 100 according to the present embodiment, the other end 95b of the assist arm 95 is positioned at the end of the first portion 90h1 of the long hole 90h on the valve opening direction F2 side in the initial state, and the long hole 90h The radius about the first rotation shaft 22a changes so that the diameter gradually increases as the cam 90 rotates after the tumble control valve 65 starts to open, so that the cam 90 in the second portion 90h2 Can be gradually and smoothly rotated. Therefore, even when the operation load is gradually increased, the operation load can be offset in a balanced manner, and a smooth operation feeling can be obtained.

Further, in the engine 10 of the present embodiment, the first connection shaft 79 is connected to the first rotation shaft 22a and the second rotation shaft 65a in the axial direction view of the first rotation shaft 22a and the second rotation shaft 65a. The tumble control valve 65 is in a fully closed state when it is at a position that is orthogonal to the straight line T1 that connects both axial centers C9 and C12 and intersects the orthogonal line T2 that passes through the axial center C9 of the first rotating shaft 22a. When the first connecting shaft 79 moves with the rotation of the first rotating shaft 22a from the state, the second rotating shaft 65a rotates to open the tumble control valve 65.
According to this configuration, when the tumble control valve 65 is opened from the fully closed state, the link member 78 extending between the first rotary shaft 22a and the second rotary shaft 65a that are separated from each other is connected to the rotary shafts 22a and 65a. Since it can be moved in the separation direction, the tumble control valve 65 can be largely rotated with less input while suppressing the dispersion of the movement vector of the first connecting shaft 79. Thereby, it is possible to quickly shift from the low load mode in which the tumble control valve 65 is closed to the high load mode in which the tumble control valve 65 is opened.

  Further, the engine 10 of the present embodiment is based on the second orthogonal line T3 in which the second connecting shaft 83 is orthogonal to the straight line T1 and passes through the axis C12 of the second rotating shaft 65a in the axial direction view. In addition, when the tumble control valve 65 is fully closed, it is positioned on the side opposite to the throttle valve 22, and when the tumble control valve 65 is fully opened, it is positioned on the throttle valve 22 side, so that the second connecting shaft 83 is fully closed. Since the link member 78 straddles the point where the link member 78 is moved in the separating direction of the rotary shafts 22a and 65a when moving between the time and the fully open state, the dispersion of the movement vector of the second connecting shaft 83 is suppressed and the input is small. The tumble control valve 65 can be greatly rotated. Thereby, it is possible to quickly shift from the low load mode in which the tumble control valve 65 is closed to the high load mode in which the tumble control valve 65 is opened.

  Further, in the engine 10 of the present embodiment, the distance between the first connection shaft 79 and the first rotation shaft 22a in the first arm portion 71 is such that the second connection shaft 83 and the second rotation shaft in the second arm portion 72 are the same. The arm length on the throttle valve 22 side is longer than the arm length on the tumble control valve 65 side by being larger than the distance between 65a, and the tumble control valve 65 is rotated largely with a small rotation angle of the throttle valve 22. Can do.

  Further, in the engine 10 of the present embodiment, the second arm portion 72 is separated from the connection arm 81 and the connection arm 81 that connects the link member 78 and is supported by the second rotation shaft 65a so as to be relatively rotatable. And a third arm 82 rotatably supported integrally with the second rotation shaft 65a, and the connecting arm 81 and the third arm 82 are separated from each other when the throttle valve 22 is fully closed, and the throttle valve When the throttle valve 22 is opened by a predetermined amount, the tumble control valve 65 is fully closed until the throttle valve 22 is opened by a predetermined amount, and the tumble control valve 65 is fully closed until the throttle valve 22 is opened by the predetermined amount. A mechanism for opening the control valve 65 in conjunction with the control valve 65 can be easily configured, and the tumble flow in the low load mode can be favorably maintained.

  Further, in the engine 10 according to the present embodiment, the connection arm 81 is disposed away from the third arm 82 on the closing side in the rotation direction of the tumble control valve 65, thereby rotating the connection arm 81. Thus, the mechanism for delaying and following the third arm 82 can be configured simply and compactly.

  Further, in the engine 10 of the present embodiment, the link member 78 has a curved portion 78 a that avoids the third arm 82 in the vicinity of the connection arm 81, so that the link member 78 is connected to the connection arm 81 while avoiding the third arm 82. The structure to be formed can be easily and compactly formed.

  In the present embodiment, the configuration in which the second portion 90h2 is displaced radially outward as the side opposite to the valve opening direction F2 is described as an example, but the present invention is not limited to this. For example, the second portion 90h2 may be configured to be displaced radially inward as the side opposite to the valve opening direction F2. That is, the second portion 90h2 may be configured to be displaced in the radial direction toward the side opposite to the valve opening direction F2.

  In the present embodiment, the configuration in which the first throttle valve 22 is the throttle valve 22 and the second throttle valve 65 is a tumble control valve has been described as an example, but the present invention is not limited thereto. For example, the second throttle valve 65 may be a rectifying valve such as a swirl control valve for adjusting the strength of the swirl flow (swirl flow around the cylinder axis) in the combustion chamber.

(Second embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG.
The second embodiment is different from the first embodiment in that the cam 190 has a fan shape when viewed from a direction parallel to the first rotation shaft 22a. In FIG. 15, the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  FIG. 15 is a side view of the cam 190 and the assist arm 195 engaged therewith in the throttle body 101 according to the second embodiment. FIG. 15 corresponds to FIGS. 8 and 11 according to the first embodiment.

  As shown in FIG. 15, the cam 190 has a sector shape with an acute central angle. For example, the center angle of the cam 190 is about 60 °. A first portion 190h1 and a second portion 190h2 are provided on the outer peripheral portion 190h of the cam 190. The first portion 190 h 1 corresponds to the arc portion of the cam 190. The second portion 190h2 corresponds to a straight portion (radius portion) on the opposite side to the valve opening direction F2 of the cam 190.

  In the present embodiment, the central angle of the cam 190 is an acute angle, but the present invention is not limited to this. For example, the center angle of the cam 190 may be an obtuse angle.

  In the present embodiment, the first portion 190h1 corresponds to the entire arc portion of the cam 190, and the second portion 190h2 corresponds to the entire straight portion of the cam 190 opposite to the valve opening direction F2. Not limited to this. For example, the first portion 190h1 corresponds to the end of the arc portion of the cam 190 opposite to the valve opening direction F2, and the second portion 190h2 corresponds to the straight portion of the cam 190 opposite to the valve opening direction F2. You may respond | correspond to the edge part by the side of a circular arc part. That is, the first portion 190h1 corresponds to at least a part of the arc portion of the cam 190, and the second portion 190h2 corresponds to at least a portion of the straight portion on the opposite side of the valve opening direction F2 of the cam 190. That's fine.

  Further, the cam 190 may have a substantially fan shape when viewed from the side. For example, the tip of the cam 190 (the portion on the first rotation shaft 22a side) may be curved.

  By the spring force of the return spring 96, the assist arm 195 elastically biases the cam 190 radially inward in the rotation direction F4 of the axis C15. Thereby, the state in which the roller 98 contacts the outer peripheral portion 190h of the cam 190 is maintained.

  The other end 195b of the assist arm 195 moves along the first portion 190h1 until the throttle valve 22 opens a predetermined angle θ1, and when the throttle valve 22 opens beyond the predetermined angle θ1, the second end 190h2 Configured to move along.

  Although not shown, the other end 195b of the assist arm 195 is located at a portion on the valve opening direction F2 side of the first portion 190h1 in an initial state where the throttle valve 22 is in a fully closed state.

  As shown in FIG. 15, the other end 195b of the assist arm 195 has a first portion 190h1 of the outer peripheral portion 190h of the cam 190 in a state where the throttle valve 22 is opened by a predetermined angle θ1, that is, in a state where the tumble control valve 65 starts to open. And the second portion 190h2.

  Although not shown, the other end 195b of the assist arm 195 has a state in which the throttle valve 22 is fully opened (a state in which the throttle valve 22 is further opened from the predetermined angle θ1 to a second predetermined angle θ2), and a tumble control valve. With the 65 fully opened, the second portion 190h2 is positioned on the opposite side of the first portion 190h1.

  In FIG. 15, reference numeral H11 denotes a first section in which the other end 195b of the assist arm 195 moves in the first portion 190h1, and reference numeral H12 denotes a first section in which the other end 195b of the assist arm 195 moves in the second portion 190h2. Two sections are shown respectively.

As described above, in the throttle body 101 according to the present embodiment, the cam 190 is fan-shaped when viewed from the direction parallel to the first rotation shaft 22a, and the first portion 190h1 is at least one of the arc portions of the cam 190. And the second portion 190h2 corresponds to at least a part of the straight portion on the opposite side of the valve opening direction F2 of the cam 190.
According to this configuration, compared to the configuration of the first embodiment (when the elongated hole 90h extending in the circumferential direction of the cam 90 includes the first portion 90h1 and the second portion 90h2), the throttle valve 22 is predetermined. When the tumble control valve 65 starts to open after opening the angle θ1, the biasing force of the assist arm 195 can be applied to the cam 190 sharply. Therefore, even when the operation load suddenly increases, this operation load can be effectively canceled out, and a smooth operation feeling can be obtained.

The present invention is not limited to the above-described embodiment. For example, various valve mechanisms such as a DOHC type, a multi-cylinder engine such as a parallel or V type, and a vertically mounted crankshaft along the vehicle longitudinal direction. The present invention may be applied to various types of reciprocating engines such as engines.
The configuration in the above embodiment is an example of the present invention, and various modifications can be made without departing from the gist of the present invention, such as replacing the component of the embodiment with a known component.

21 Intake passage forming part 22 Throttle valve (first throttle valve)
22a First rotation shaft 65 Tumble control valve (second throttle valve)
65a 2nd rotation axis 71 1st arm part (1st arm)
72 Second arm (second arm)
78 Link member 82 Third arm 90, 190 Cam plate (cam)
90h long hole 90h1, 190h1 first part 90h2, 190h2 second part 95, 195 assist arm 95a, 195a one end 95b, 195b other end 100, 101 throttle body F2 valve opening direction P intake passage θ1 predetermined angle

Claims (5)

A first throttle valve (22) provided in the intake passage (P);
A second throttle valve (65) provided in the intake passage (P);
A first arm (71) fixed to the first rotation shaft (22a) supporting the first throttle valve (22) so as to be integrally rotatable;
A second arm (72) rotatably attached to a second rotation shaft (65a) supporting the second throttle valve (65);
A link member (78) for connecting the first arm (71) and the second arm (72) in an interlockable manner;
When the first throttle valve (22) is opened at a predetermined angle (θ1) while being separated from the second arm (72) and fixed to the second rotation shaft (65a) so as to be integrally rotatable. A third arm (82) configured to start opening the second throttle valve (65) when the second arm (72) contacts and interlocks with the second arm (72),
A cam (90) fixed to the first rotation shaft (22a) so as to be integrally rotatable;
One end (95a) is rotatably attached to the intake passage forming portion (21), and the other end (95b) is in contact with the cam (90) and the one end (95a) is rotated in the rotation direction (F4). An assist arm (95) for urging the cam (90) in a radial direction,
The cam (90) includes a first part (90h1) having a constant radius centered on the first rotation shaft (22a), and a valve opening direction (F2) of the first part (90h1). Includes the first part (90h1) and the second part (90h2) having a different shape from the opposite end to the valve opening direction (F2).
The other end (95b) of the assist arm (95) moves along the first portion (90h1) until the first throttle valve (22) opens the predetermined angle (θ1), and the first arm (95b) When the one throttle valve (22) opens beyond the predetermined angle (θ1), the throttle valve (22) moves along the second portion (90h2) and changes the biasing force applied to the cam (90). Throttle body characterized by that. The cam (90) is formed with a long hole (90h) extending in the circumferential direction,
The slot (90h) includes the first part (90h1) and the second part (90h2),
The throttle body according to claim 1, wherein the other end (95b) of the assist arm (95) is configured to be movable along the long hole (90h). The second portion (90h2) is displaced radially outward as the side opposite to the valve opening direction (F2),
The throttle body according to claim 1 or 2, wherein the other end (95b) of the assist arm (95) biases the cam (90) radially outward. The other end (95b) of the assist arm (95) is positioned at an end on the valve opening direction (F2) side of the first portion (90h1) of the elongated hole (90h) in an initial state,
The radius of the long hole (90h) around the first rotation shaft (22a) gradually increases as the cam (90) rotates after the second throttle valve (65) starts to open. The throttle body according to claim 3, wherein the throttle body changes to become larger. The cam (190) is fan-shaped when viewed from a direction parallel to the first rotation shaft (22a),
The first portion (190h1) corresponds to at least part of the arc portion of the cam (190), and the second portion (190h2) corresponds to the valve opening direction (F2) of the cam (190). 2. The throttle body according to claim 1, wherein the throttle body corresponds to at least a part of a straight line portion on the opposite side to ().

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