JP4447593B2 - Throttle valve device - Google Patents

Description

  The present invention relates to a throttle valve device that adjusts the flow rate of intake air to an internal combustion engine.

2. Description of the Related Art Conventionally, an intake pipe that forms an intake passage that guides intake air to an internal combustion engine, a rotary shaft, and a valve body that extends from the rotary shaft are provided, and the opening degree of the intake passage is obtained by rotating the valve body together with the rotary shaft. There is known a throttle valve device for adjusting the pressure (see Patent Document 1, etc.).
In the throttle valve device described in Patent Document 1, the passage formed between the end face of the valve body opposite to the rotation shaft and the inner wall of the intake pipe (hereinafter referred to as a tumble combined main passage) is opened. By adjusting the degree, the flow rate of intake air (hereinafter simply referred to as intake flow rate) is adjusted and the tumble amount is controlled. That is, the valve body that adjusts the intake flow rate also serves as the valve body that controls the tumble amount.
Incidentally, the “tumble” is a vertical vortex generated in the combustion chamber of the internal combustion engine, and is intended to promote combustion of the internal combustion engine. The “tumble amount” is the number of times the vortex has rotated per unit time.

Japanese Patent Laid-Open No. 7-503526

By the way, by generating tumble when cold, it is possible to reduce the wet amount of fuel (fuel adhering to the inner wall of the intake pipe, etc.) and to form a homogeneous mixture in the combustion chamber. It can be made. When the temperature of the internal combustion engine rises even when the internal combustion engine is idling, it is desirable to suppress combustion by suppressing the tumble amount.
However, when the valve body that adjusts the intake flow rate also serves as the valve body that controls the tumble amount as described in Patent Document 1, both the intake flow rate and the tumble amount increase or decrease as the valve body rotates. It becomes. Therefore, it is impossible to reduce only the tumble amount while securing the intake air flow rate necessary for idling operation, and the above-described combustion suppression cannot be performed, so the deterioration in fuel consumption cannot be avoided.
SUMMARY OF THE INVENTION An object of the present invention is to provide a throttle valve device in which a valve body that adjusts an intake flow rate is also used as a valve body that controls a tumble amount, and a fuel economy is improved.

  According to the first aspect of the present invention, the intake passage bypasses the tumble combined main passage formed between the upper end surface of the valve body opposite to the rotating shaft and the inner wall of the intake pipe, and the tumble combined main passage. And a bypass passage. The tumble combined main passage and the bypass passage are arranged such that the opening of the tumble combined main passage decreases and the opening of the bypass passage increases as the valve element is rotated in the opening direction.

  According to this configuration, when the internal combustion engine is idling, if the valve body is rotated in the opening direction as the temperature of the internal combustion engine rises, the opening degree of the tumble combined main passage decreases and the bypass passage Opening increases. Accordingly, the tumble amount can be reduced by decreasing the opening degree of the tumble combined main passage, and the increase in the opening amount of the bypass passage allows the intake flow rate to decrease due to the decrease in the opening amount of the main tumble combined passage through the bypass passage. This can be compensated by an increase in intake air. Therefore, since only the tumble amount can be reduced while ensuring the intake flow rate necessary for idle operation, the valve body that adjusts the intake flow rate can also serve as the valve body that controls the tumble amount and achieve both fuel economy improvement. Can do.

In the invention of claim 2, as the valve body is rotated in the opening direction, the opening degree of the tumble combined main passage decreases as the valve body approaches a convex portion formed on the inner wall of the intake pipe. Yes. Therefore, as the valve body is rotated in the opening direction, it can be easily realized that the opening degree of the tumble and main passage decreases and the opening degree of the bypass passage increases.
In addition, if the bypass passage is formed as in the inventions according to claims 3 to 5, the opening degree of the tumble and main passage is reduced and the opening degree of the bypass passage is increased as the valve body is rotated in the opening direction. It can be easily realized.

  According to the seventh aspect of the invention, in the idle control region, the total intake flow rate is configured to be constant regardless of the rotational position of the valve body. Therefore, during the idling operation of the internal combustion engine, the temperature of the internal combustion engine increases. Thus, even when the valve body is rotated in the opening direction to reduce the tumble amount, it is possible to prevent the rotational speed of the internal combustion engine from fluctuating.

  Here, when the opening degree of the intake passage is adjusted by the rotation of the valve body, the larger the opening degree of the bypass passage, the more disturbed the flow of the intake air causes an increase in the pressure loss of the intake air. In the normal control region, it is necessary to reduce pressure loss and to suck more air. In view of this point, in the invention according to claim 8, in the normal control region, as the valve body is rotated in the opening direction, the opening degree of the tumble and main passage increases and the opening degree of the bypass passage decreases or closes. The increase in pressure loss in the normal control region can be suppressed.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In the following embodiments, substantially the same components are denoted by the same reference numerals in the drawings.
(First embodiment)
A throttle valve device according to a first embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a schematic diagram showing details of the throttle valve device 20, and FIG. 2 is a schematic diagram showing a state in which the throttle valve device 20 shown in FIG. 1 is mounted on a gasoline engine 10 as an internal combustion engine.

First, an outline of the structure of the throttle valve device 20 will be described with reference to FIG.
The gasoline engine 10 is a traveling engine mounted on a vehicle, and has a plurality of cylinders 11 (not shown). Each cylinder is provided with a combustion chamber 13 formed in the cylinder head 12, a piston 14, an intake port 15, an exhaust port 16, an intake valve 17, an exhaust valve (not shown), and the like.

A throttle valve device 20 is connected to the intake port 15, and an intake manifold and a surge tank (not shown) are connected to the upstream side of the intake air flow of the throttle valve device 20.
Therefore, when a negative pressure is generated in the combustion chamber 13 due to the intake stroke of the piston 14, air that has passed through an air cleaner (not shown) flows into the surge tank as intake air and branches toward each cylinder. The branched intake air flows through the intake manifold, and then the flow rate is adjusted by the throttle valve device 20. Then, the intake air whose flow rate is adjusted flows into the combustion chamber 13 from the intake port 15.

The throttle valve device 20 includes an intake pipe 21, a rotary shaft 22, a valve body 23, an electric motor 24, an ECU 25 (electronic control means), and the like.
The intake pipe 21 is connected to an intake port 15 formed in the cylinder head 12, and forms an intake passage 211 that guides intake air to the combustion chamber 13. That is, as many intake passages 211 as the number of cylinders are formed. The material of the intake pipe 21 is made of metal such as aluminum alloy or resin.

  The rotating shaft 22 is disposed so that the extending direction of the rotating shaft 22 is substantially orthogonal to the flow direction of the intake air (the left-right direction in FIG. 2). And the valve body 23 and the rotating shaft 22 rotate integrally. Incidentally, in this embodiment, the valve body 23 arrange | positioned at each of the several intake pipe 21 is being fixed to the common one rotating shaft 22, and the several valve body 23 and rotating shaft 22 rotate integrally. To do. That is, the throttle valve device 20 according to the present embodiment is a so-called multiple throttle type.

  The electric motor 24 is an actuator that drives the rotary shaft 22, and the operation of the electric motor 24 is controlled by the ECU 25. The ECU 25 calculates the target opening degree of the intake passage 211 by the valve body 23 based on the accelerator operation amount by the driver of the vehicle, and uses the rotational position detection means such as a rotary encoder (not shown) to rotate the rotary shaft 22 and the valve body 23. The actual rotation position (actual opening degree) of is calculated. Then, the ECU 25 controls the operation of the electric motor 24 so that the actual opening detected by the rotational position detection means becomes the target opening.

  Next, the structure of the intake pipe 21 and the valve body 23 which are the main parts of the present invention will be described in detail with reference to FIG. FIGS. 1A, 1B, and 1C are diagrams for explaining changes in the flow of intake air when the valve body 23 is rotated to the release side (downstream side). FIG. It is d arrow line view of (a).

  The valve body 23 has a shape extending in a plate shape from the rotary shaft 22 toward one radial side of the rotary shaft 22, and is a one-side open / close type that opens and closes the intake passage 211 only on one radial side of the rotary shaft 22. And the valve body 23 rotates with the rotating shaft 22 and adjusts the opening degree of the intake passage 211. Incidentally, the material of the valve body 23 is made of metal such as aluminum alloy or resin.

  Further, when the valve body 23 is rotated in the vicinity of the minimum opening position to the position shown in FIGS. 1A and 1B, the intake air has a slight gap between the tip of the valve body 23 and the intake pipe 21. Since it is circulated and throttled, the main flow of the intake air is drawn toward one radial portion of the intake passage 211 and the flow velocity increases. As a result, the intake air flowing into the combustion chamber 13 becomes a vertical vortex (for example, a tumble flow) as indicated by an arrow F in FIG. That is, the throttle valve device 20 has a function as an eddy current control device that adjusts the tumble amount in addition to the function of adjusting the flow rate of the intake air.

  Incidentally, the “tumble amount” is the number of times the vortex has rotated per unit time, and the rotational speed is measured at the downstream portion of the valve body 23 in the intake pipe 21, the intake port 15, And combustion chamber 13 and the like. Then, combustion in the combustion chamber 13 is promoted by the tumble flow.

  The intake passage 211 is divided into a tumble combined main passage 211a and a bypass passage 211b that bypasses the tumble combined main passage 211a. The tumble combined main passage 211 a is formed between the upper end surface 231 located on the opposite side of the rotary shaft 22 in the valve body 23 and the inner wall of the intake pipe 21. The bypass passage 211 b is formed between the side end surface 232 that is a portion extending from the rotary shaft 22 to the upper end surface 231 in the valve body 23 and the inner wall of the intake pipe 21.

Next, the structure of the bypass passage 211b will be described in more detail.
A recess 212 is formed in the inner wall of the intake pipe 21 to enlarge the cross section of the intake passage 211 in the left-right direction in FIG. The recesses 212 are formed on the left and right sides of the valve body 23 and have an elliptical shape with the air flow direction as the longitudinal direction when viewed from the front. When the valve body 23 rotates to the position shown in FIG. 1B, a bypass passage 211b is formed between the side end surface 232 of the valve body 23 and the recess 212. Further, the recess 212 is disposed on the downstream side of the rotation shaft 22.

Therefore, the bypass passage 211 b is opened and closed by the side end face 232 of the valve body 23. Therefore, when the valve body 23 is at the rotational position shown in FIGS. 1A and 1C, the bypass passage 211b is closed and the opening degree is almost zero. The intake flow rate (hereinafter referred to as bypass intake flow rate Qb) is small enough to leak.
On the other hand, as the valve body 23 rotates from the rotational position shown in FIG. 1A to the rotational position shown in FIG. 1B, the opening degree of the bypass passage 211b increases, so that the bypass intake flow rate Qb increases. Further, as the valve body 23 rotates from the rotational position shown in FIG. 1B to the rotational position shown in FIG. 1C, the opening degree of the bypass passage 211b decreases, so that the bypass intake flow rate Qb decreases.
In addition, the dashed-dotted line in Fig.3 (a) has shown the relationship between the rotation angle of the valve body 23, and the bypass intake air flow rate Qb. The rotational position of the valve body 23 shown in FIG. 1A corresponds to the symbol θa in FIG. 3, and the rotational position of the valve body 23 shown in FIGS. 1B and 1C corresponds to the symbols θb and θc, respectively. .

Next, the structure of the tumble combined main passage 211a will be described in more detail.
A portion of the inner wall of the intake pipe 21 that forms the tumble combined main passage 211a is formed with a convex portion 213 that reduces the passage cross section of the intake passage 211 in the vertical direction of FIG. The convex portion 213 has a shape extending over the entire width direction of the valve body 23 (the left-right direction in FIG. 1D), and has an arc shape along the flow of intake air as shown in FIG. . Further, the convex portion 213 is disposed on the downstream side of the rotation shaft 22.

Accordingly, as the valve body 23 rotates from the rotational position shown in FIG. 1A to the rotational position shown in FIG. 1B, the upper end surface 231 of the valve body 23 approaches the convex portion 213, and thus the tumble and main passage 211a. The degree of opening decreases. Therefore, the intake flow rate (hereinafter referred to as the tumble intake flow rate Qa) flowing through the tumble combined main passage 211a decreases.
On the other hand, as the valve body 23 rotates from the rotational position shown in FIG. 1 (b) to the rotational position shown in FIG. 1 (c), the upper end surface 231 of the valve body 23 is separated from the convex portion 213. The degree of opening increases. Therefore, the tumble intake flow rate Qa increases.

  In addition, the dotted line in Fig.3 (a) has shown the relationship between the rotation angle of the valve body 23, and the tumble intake flow rate Qa. The solid line in FIG. 3A shows the relationship between the total intake flow rate (Qa + Qb), which is the sum of the tumble intake flow rate Qa and the bypass intake flow rate Qb, and the rotation angle of the valve element 23.

Here, when the ECU 25 controls the rotation of the valve body 23, the position when the valve body 23 rotates most upstream is the position shown in FIG. When the valve body 23 is rotated in the opening direction (downstream side) from the most upstream position, the rotation area is divided into an idle control area and a normal control area, which will be described next.
In other words, the idle control area is an area for controlling the valve body 23 so that the engine 10 is idling, and corresponds to the area from θa to θi in FIG. Further, the normal control region is a region in which the engine 10 is operated at a higher speed than the idling operation and the vehicle is driven, and corresponds to a region equal to or greater than the reference symbol θi in FIG.

  As shown in FIG. 3A, when the rotational position of the valve body 23 is θa in the idle control region, the tumble intake flow rate Qa is larger than the bypass intake flow rate Qb, and the rotational position of the valve body 23 is When θb, the bypass intake flow rate Qb is larger than the tumble intake flow rate Qa. The total intake flow rate is set to be constant over the entire idle control region regardless of the rotational position of the valve element 23.

  On the other hand, in the normal control region, the total intake flow rate of the tumble intake flow rate Qa and the bypass intake flow rate Qb increases as the valve body 23 is rotated in the opening direction, and at the position of the valve body 23 shown in FIG. Since 211b is in a closed state, the bypass intake air flow rate Qb is negligibly smaller than the tumble intake air flow rate Qa. In the normal control region, the tumble intake flow rate Qa increases and the bypass intake flow rate Qb decreases as the valve element 23 is rotated in the opening direction.

  The solid line in FIG. 3B shows the relationship between the rotation angle of the valve body 23 and the tumble amount. In the range from θa to θb in the idle control region, the tumble amount Qa decreases as the tumble intake flow rate Qa decreases (see the dotted line in FIG. 3A), and the tumble amount is minimum when the rotation angle is θb. (See the dot-dash line portion in FIG. 3B). When the valve body 23 is further rotated from θb to the opening direction side, the tumble amount increases, but when the opening degree of the tumble combined main passage 211a exceeds a predetermined value, the tumble amount decreases. This is because the degree to which the main flow of the intake air is drawn toward the one side portion in the radial direction of the intake passage 211 is reduced and the flow velocity of the intake air is reduced.

  By the way, since the engine speed increases as the tumble amount increases, it is desirable to efficiently increase the engine speed by increasing the tumble amount during the warm-up operation period when the engine 10 is started when the outside air temperature is low. . However, during idle operation after the warm-up operation is completed, it is desirable to improve fuel efficiency by reducing the tumble amount and lowering the engine speed.

In view of this point, according to the configuration of the present embodiment, when the valve body 23 is rotated in the opening direction from the most upstream position in the idle control region, the total intake flow rate of the tumble intake flow rate Qa and the bypass intake flow rate Qb is The tumble amount decreases while maintaining a constant value. Therefore, when the engine 10 is idled, the ECU 25 can improve the fuel consumption described above by controlling the valve body 23 as follows.
That is, during the warming-up operation immediately after the engine 10 is started, the valve body 23 is controlled to the position of θa, and the valve body 23 is controlled to rotate to the position of θb as the engine temperature rises. Then, the valve body 23 is controlled to be in the idling operation with the position of θb.

  According to the configuration and control of the throttle valve device 20, the total intake flow rate and the tumble amount can be controlled independently, and the tumble amount can be made variable while keeping the total intake flow rate constant in the idle control region. Therefore, during the warm-up period, the tumble amount can be increased to efficiently increase the engine speed, and in the idle operation after the warm-up operation is completed, only the tumble amount is maintained while maintaining the total intake flow rate necessary for the idle operation. Can be reduced. Therefore, it is possible to make the valve body 23 that adjusts the intake flow rate also serve as the valve body that controls the tumble amount and to improve fuel efficiency.

  In addition, according to the present embodiment, in the idle control region, the total intake air flow rate is constant regardless of the rotational position of the valve body 23. Therefore, during the idle operation, the valve body 23 is opened in the opening direction as the engine temperature rises. Even when the tumble amount is decreased by rotating the engine, it is possible to prevent the engine speed from fluctuating.

  Furthermore, according to the present embodiment, in the normal control region, the opening degree of the bypass passage 211b decreases as the valve body 23 is rotated in the opening direction, so that the intake air flow is disturbed due to the large opening degree of the bypass passage 211b. Therefore, it is possible to suppress an increase in the pressure loss of the intake air when the vehicle is traveling.

(Second Embodiment)
A throttle valve device according to a second embodiment of the present invention will be described below with reference to FIG.
In the second embodiment, the rotary shaft 22 is provided with a valve body 23 extending toward one radial side and a bypass valve body 26 extending toward the other radial side, When the rotating shaft 22 rotates, the valve body 23 and the bypass valve body 26 rotate integrally.

  In the first embodiment, the bypass passage 211b is formed between the side end surface 232 of the valve body 23 and the inner wall of the intake pipe 21, whereas in the second embodiment, the bypass valve body is formed. 26, a bypass passage 211 c is formed between lower end surfaces 261 a and 262 a located on the opposite side of the rotary shaft 22 and the inner wall of the intake pipe 21. In the second embodiment, the recess 212 according to the first embodiment is eliminated.

  The bypass valve body 26 includes an upstream valve body 261 and a downstream valve body 262 located on the downstream side of the upstream valve body 261. The lower end surface 261 a of the upstream valve body 261 has a planar shape, and the lower end surface 262 a of the downstream valve body 262 has a curved surface shape that is convex toward the intake pipe 21.

  Also in the second embodiment, when the bypass valve body 26 and the valve body 23 are rotated, as shown in FIGS. 3A and 3B, the tumble intake flow rate Qa, The bypass intake flow rate Qb and the total intake flow rate change. The rotational position of the valve body 23 shown in FIG. 4A corresponds to the symbol θa in FIG. 3, and the rotational position of the valve body 23 shown in FIGS. 4B and 4C is respectively the symbols θb and θc. Correspond.

(Third embodiment)
A throttle valve device according to a third embodiment of the present invention will be described below with reference to FIG.
In the third embodiment, a sub-rotating shaft 27 arranged in parallel to the rotating shaft 22 and a sub-valve body 28 extending from the sub-rotating shaft 27 and rotating together with the sub-rotating shaft 27 are provided. The sub-valve element 28 is stacked on the valve element 23.

  When the drive shaft 271 is rotated by the electric motor 24, the rotational force of the drive shaft 271 is transmitted to the sub rotation shaft 27 through the gear 272 and also to the rotation shaft 22. Accordingly, as the sub rotary shaft 27 rotates in conjunction with the rotary shaft 22, the sub valve body 28 rotates in conjunction with the valve body 23.

Therefore, the tumble combined main passage 211 a is formed between the upper end surface 231 of the valve body 23 and the upper end surface 281 of the sub valve body 28 and the inner wall of the intake pipe 21.
Further, the valve body 23 is formed with a first through hole 233, and the sub valve body 28 is formed with a second through hole 282 that can communicate with the first through hole 233. As a result, the bypass passage is formed by the first through hole 233 and the second through hole 282 in communication. In the third embodiment, the recess 212 according to the first embodiment is eliminated.

  Also in the third embodiment, when the sub-valve body 28 and the valve body 23 are rotated, the tumble intake flow rate Qa, bypass, as shown in FIGS. 3 (a) and 3 (b), as in the first embodiment. The intake flow rate Qb and the total intake flow rate change. The rotational position of the valve body 23 shown in FIG. 5A corresponds to the symbol θa in FIG. 3, and the rotational position of the valve body 23 shown in FIGS. 5B and 5C is respectively the symbols θb and θc. Correspond.

When the rotational position of the valve body 23 is θa, the position of the first through hole 233 is shifted to the upper side of the second through hole 282. When the rotational position of the valve body 23 is θb, the position of the first through hole 233 is a position that completely communicates with the second through hole 282, and the degree of communication is maximized. When the rotational position of the valve body 23 is θc, the position of the first through hole 233 is shifted downward from the second through hole 282.
(Other embodiments)
In the above embodiment, the multiple throttle type throttle valve device 20 having a plurality of valve bodies 23 is adopted, but the throttle valve device 20 is disposed upstream of the intake manifold and has one valve body 23. The throttle valve device 20 may be adopted.
Moreover, in the said embodiment, although the some valve body 23 is fixed to the one rotating shaft 22, and it has comprised so that all the some valve bodies 23 may become the same opening degree, each valve body 23 is independent. A so-called independent throttle that performs rotation control may be employed.

In the present embodiment, the intake pipe 21 corresponding to the “intake pipe” recited in the claims is configured separately from the intake port 15 and the intake manifold of the engine 10. May be configured integrally with the intake manifold or the intake port 15.
As described above, the present invention is not limited to the above-described embodiment, and can be applied to various embodiments without departing from the gist thereof.

It is a schematic diagram which shows the operation | movement of the throttle valve apparatus which concerns on 1st Embodiment of this invention, and the opening degree change of the tumble combined main channel | path and the bypass channel accompanying the operation | movement. It is a schematic diagram which shows the state with which the throttle valve apparatus shown in FIG. 1 was mounted in the engine. (A) is a figure which shows the relationship between the tumble intake flow rate Qa, the bypass intake flow rate Qb and the total intake flow rate, and the rotation angle of the valve body, and (b) is the relationship between the tumble amount and the rotation angle of the valve body. FIG. It is a schematic diagram which shows the operation | movement of the throttle valve apparatus which concerns on 2nd Embodiment of this invention, and the opening degree change of the tumble combined main channel | path and the bypass channel accompanying the operation | movement. It is a schematic diagram which shows the opening degree change of the operation | movement of the throttle valve apparatus which concerns on 3rd Embodiment of this invention, and the main passage for tumble and the bypass passage accompanying the operation | movement.

Explanation of symbols

  10: engine (internal combustion engine), 13: combustion chamber, 15: intake port, 20: throttle valve device, 21: intake pipe, 22: rotary shaft, 23: valve body, 26: valve body for bypass, 27: sub-rotation Axis, 28: Sub valve body, 211a: Tumble combined main passage, 211b: Bypass passage, 211c: Bypass passage, 211: Intake passage, 212: Concavity, 213: Convex portion, 231: Upper end surface, 232: Side end surface, 233: Through hole, Qa: Tumble intake flow rate, Qb: Bypass intake flow rate.

Claims (8)

An intake pipe that forms an intake passage for guiding intake air to the internal combustion engine;
A rotating shaft extending in a direction substantially orthogonal to the flow direction of the intake air;
A valve body extending from the rotating shaft and rotating together with the rotating shaft to adjust the opening of the intake passage;
With
The intake passage includes a tumble combined main passage formed between an upper end surface of the valve body opposite to the rotating shaft and an inner wall of the intake pipe, and a bypass passage that bypasses the tumble combined main passage. Divided into
The throttle valve main passage and the bypass passage are arranged so that the opening degree of the main passage for tumble decreases and the opening degree of the bypass passage increases as the valve body rotates in the opening direction. apparatus. A portion that forms the tumble combined main passage in the inner wall of the intake pipe is formed with a convex portion that reduces the cross section of the intake passage,
2. The throttle valve device according to claim 1, wherein when the valve body is rotated in the opening direction, the opening degree of the tumble combined main passage decreases as the valve body approaches the convex portion. The inner wall of the intake pipe is formed with a recess that enlarges the intake passage,
The bypass passage is formed between a side end surface that is a portion extending from the rotating shaft to the upper end surface of the valve body and the recess.
3. The throttle valve device according to claim 1, wherein the opening degree of the bypass passage increases as the valve body approaches the recess as the valve body rotates in the opening direction. The valve body extends toward one radial side of the rotating shaft,
A bypass valve element extending from the rotating shaft toward the other side in the radial direction and rotating together with the rotating shaft;
The bypass passage is formed between a lower end face located on the opposite side of the rotary shaft of the bypass valve body and an inner wall of the intake pipe,
The throttle valve device according to claim 1 or 2, wherein the opening degree of the bypass passage is increased by rotating the bypass valve body as the valve body is rotated in the opening direction. A sub-rotating shaft that is arranged in parallel to the rotating shaft and rotates in conjunction with the rotating shaft;
A sub-valve element that extends from the sub-rotation shaft and rotates with the sub-rotation axis, and is stacked on the valve element;
With
A first through hole is formed in the valve body,
The sub-valve body is formed with a second through-hole capable of communicating with the first through-hole,
The bypass passage is formed by the first through hole and the second through hole in a communicating state,
The throttle valve device according to claim 1 or 2, wherein the degree of communication between the first through hole and the second through hole increases as the valve body and the sub valve body are rotated in the opening direction. When rotating the valve body in the opening direction, the rotation region is
An idle control region in which the internal combustion engine is idle-operated by decreasing the opening of the tumble combined main passage and increasing the opening of the bypass passage;
A normal control region for operating the internal combustion engine at a higher speed than the idle operation, a region on the opening direction side of the idle control region;
The throttle valve device according to any one of claims 1 to 5, wherein the throttle valve device is divided into two sections. In the normal control region, as the valve body is rotated in the opening direction, the total intake flow rate flowing through the tumble combined main passage and the bypass passage increases.
The throttle valve device according to claim 6, wherein the total intake air flow rate is constant in the idle control region regardless of the rotational position of the valve body.   The said normal control area | region is comprised so that the opening degree of the said tumble and main passage may increase and the opening degree of the said bypass passage may decrease or close | close, as the said valve body rotates in the opening direction. Throttle valve device.

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