JP6933591B2 - Throttle device and fuel evaporative emission recovery system - Google Patents

Description

The present invention relates to a throttle device and a fuel evaporative emission recovery system having a structure for introducing the evaporative gas of fuel in a fuel tank of a motorcycle or the like into an intake system of an engine.

In vehicles such as conventional motorcycles, a canister that temporarily stores the evaporative gas and a canister that temporarily stores the evaporative gas in order to prevent the evaporative gas of the fuel generated in the fuel tank from being released into the atmosphere, and the evaporative gas from the fuel tank to the canister. Evaporative fuel treatment is provided with a charge pipe that guides the fuel and a purge pipe that guides the vaporized gas from the canister to the intake passage of the engine so that the vaporized gas in the canister is purged into the intake passage by the negative pressure generated in the intake passage. The device is known (see, for example, Patent Document 1 and Patent Document 2).

However, in the above-mentioned evaporated fuel processing apparatus, since the purging amount of the evaporated gas purged from the canister into the intake passage depends on the negative pressure of the intake passage, it is difficult to arbitrarily control the purge amount, and it is also difficult to control the purge amount arbitrarily. , It was necessary to set the passage area of the purge pipe according to the request of the purge amount for each vehicle.

Further, in other motorcycles, etc., in order to prevent the evaporative gas of the fuel generated in the fuel tank from being released into the atmosphere, the canister that temporarily stores the evaporative gas and the evaporative gas from the fuel tank to the canister. A charge pipe that guides fuel, a purge pipe that guides evaporative gas from the canister to the intake passage of the engine, a purge valve equipped with a dedicated drive source on the downstream side of the canister or in the middle of the purge pipe, and by appropriately controlling the purge valve, the inside of the canister There is known a canister arrangement structure or a fuel evaporative emission recovery device in which the evaporative gas of the above is purged into the intake passage at a desired flow rate (see, for example, Patent Documents 3 and 4).

However, in the above canister arrangement structure or fuel evaporative emission recovery device, a purge valve equipped with a dedicated drive source is required, and particularly in a small motorcycle where cost reduction is desired, the number of parts and the cost increase. , It is not desirable because it causes an increase in size.

Japanese Unexamined Patent Publication No. 2013-71486 Japanese Unexamined Patent Publication No. 2013-19398 Japanese Unexamined Patent Publication No. 2012-7537 Japanese Unexamined Patent Publication No. 2016-8014

The present invention has been made in view of the above circumstances, and an object of the present invention is to suppress an increase in dedicated parts, achieve cost reduction, miniaturization, etc., and recover fuel evaporative gas. The purpose is to provide a throttle device and a fuel evaporative emission recovery system.

The throttle device of the present invention has a body having a throttle valve that opens and closes the main passage, a main passage, a sub-passage that bypasses the throttle valve, and a gas passage that introduces fuel evaporative gas into the main passage, and a passage area of the sub-passage. The first regulating valve to be adjusted, the drive source for driving the first regulating valve, the second regulating valve for adjusting the passage area of the gas passage, and the first regulating valve to be urged in the valve opening direction or the valve closing direction. The first urging spring and the second urging spring for urging the second adjusting valve in the valve closing direction are provided, and the second adjusting valve is driven by the driving force of the drive source and is also opened and closed. At the time, it is maintained in contact with the first adjusting valve by the urging force of the urging spring .

In the throttle device, the first adjusting valve is arranged so as to be reciprocating in a predetermined direction, and the second adjusting valve is arranged so as to be driven to open and close in conjunction with the movement of the first adjusting valve. It may be adopted.

In the throttle device, the first regulating valve and the second regulating valve adopt a configuration in which the second regulating valve is arranged so as to move in the valve opening direction when the first regulating valve moves in the valve closing direction. You may.

In the throttle device, a configuration may be adopted in which the first regulating valve is arranged so as to be in non-contact with the second regulating valve when the second regulating valve is maintained in the closed state.

In the throttle device, the sub-passage includes an upstream passage that branches from the main passage, a downstream passage that joins the main passage, and a communication passage that connects the upstream passage to the downstream passage, and the gas passage is a sub-passage. A configuration may be adopted including a downstream passage that forms a part of the above and an introduction passage that communicates with the downstream passage.

In the throttle device, the first adjusting valve is arranged so as to be able to reciprocate in a predetermined direction, and the second adjusting valve is arranged so as to be driven to open and close in conjunction with the movement of the first adjusting valve. The passages may be arranged in the above-mentioned fixed direction, the first adjusting valve adjusts the passage area of the continuous passage, and the second adjusting valve adjusts the passage area of the introduction passage.

In the throttle device, the casing includes a casing that is detachably connected to the body to accommodate the second regulating valve and defines a passage that communicates with the gas passage, and the casing includes a connector that can connect a pipe through which the fuel evaporative gas passes. , The configuration may be adopted.

The fuel evaporative gas recovery system of the present invention is a fuel evaporative gas recovery system that recovers the fuel evaporative gas to the intake system of the engine, and is a throttle device including the casing mounted on the engine, a fuel tank, and the inside of the fuel tank. The configuration includes a canister that guides and temporarily stores the fuel evaporative gas of the above, and a pipe that connects the connector of the casing included in the throttle device and the canister.

In the fuel evaporative gas recovery system, the second regulating valve may be opened and closed by driving control of a drive source based on the opening degree information of the throttle valve included in the throttle device.

According to the throttle device and the fuel evaporative gas recovery system having the above configuration, it is possible to suppress the increase of dedicated parts, achieve cost reduction, miniaturization, etc., and reliably recover the fuel evaporative gas without releasing it to the outside. Can be done.

It is a system diagram which shows the fuel evaporative gas recovery system of the engine including the throttle device which concerns on this invention. It is an external perspective view which shows one Embodiment of the throttle device which concerns on this invention. It is an exploded perspective view of the throttle device shown in FIG. It is a partial cross-sectional perspective view which cut a part of the throttle device shown in FIG. It is a partial cross-sectional perspective view which cut a part of the throttle device shown in FIG. It is sectional drawing which passes through the axis of the main passage of the throttle device shown in FIG. It is an exploded perspective view which shows the drive source, the 1st adjustment valve, and the 1st urging spring included in the throttle device of this invention. It is an exploded perspective view which shows the 2nd adjustment valve, the 2nd urging spring, and the casing included in the throttle device of this invention. It is a perspective sectional view which shows the state which the 2nd adjustment valve and the 2nd urging spring were housed in a casing. The operation of the first regulating valve and the second regulating valve included in the throttle device of the present invention will be described, and is a partial cross-sectional view showing a state in which the second regulating valve is closed. The operation of the first regulating valve and the second regulating valve included in the throttle device of the present invention will be described, and is a partial cross-sectional view showing a state in which the second regulating valve is opened. It is a partial cross-sectional view which shows the other embodiment of the 1st control valve included in the throttle device of this invention. It is a characteristic diagram which shows the operation characteristic of the 1st control valve and the 2nd control valve in the embodiment shown in FIG. 12 is a partial cross-sectional view showing another embodiment in which the casing, the first regulating valve, and the second regulating valve are modified in the throttle device shown in FIG. 12. It is a partial cross-sectional view which shows the modification of embodiment shown in FIG.

Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 to 11.
As shown in FIG. 1, the throttle device 1 according to one embodiment is assembled in the middle of the intake pipe 3b on the downstream side of the air cleaner 3a in the intake system 3 of the engine 2 mounted on the motorcycle.
Here, the throttle device 1 is equipped with a rotary drive source 4 that rotationally drives the valve shaft 20 of the throttle valve 30, and a position sensor 5 that detects the opening position of the throttle valve 30.

Further, in the motorcycle, in addition to the engine 2 including the injector 2a for fuel injection and the intake system 3, the fuel tank 6, the canister 7, the pipe 8a connecting the fuel tank 6 and the canister 7, the canister 7 and the throttle device 1 It includes a pipe 8b for connecting the connector 74 and a control unit 9.

The canister 7 includes a container 7a, an introduction connector 7b, a lead-out connector 7c, and a suction pipe 7d.
The container 7a contains activated carbon that temporarily adsorbs the fuel evaporative gas.
A pipe 8a for guiding the fuel evaporative gas from the fuel tank 6 is connected to the introduction connector 7b.
A pipe 8b for guiding the fuel evaporative gas stored in the container 7a to the throttle device 1 is connected to the lead-out connector 7c.
The suction pipe 7d takes in outside air according to the pressure inside the container 7a, and a filter and a check valve are arranged inside the suction pipe 7d.
The suction pipe 7b may be connected to the downstream side of the air cleaner 3a via a pipe instead of being opened to the outside air.

That is, the fuel evaporative gas is supplied to the engine 2 by the throttle device 1, the fuel tank 6, the canister 7, the pipe 8a connecting the fuel tank 6 and the canister 7, and the pipe 8b connecting the connector 74 of the throttle device 1 and the canister 7. A fuel evaporative emission recovery system for recovery in the intake system 3 is configured. The canister 7 may be arranged adjacent to the fuel tank 6 by abolishing the pipe 8a.

As shown in FIGS. 2 to 4, the throttle device 1 drives the body 10, the valve shaft 20 having the axis S, the throttle valve 30, the first adjusting valve 41, the first urging spring 42, and the first adjusting valve 41. It includes a drive source 50, a second adjusting valve 61, a second urging spring 62, a second adjusting valve 61, and a second urging spring 62, and is provided with a casing 70 connected to the body 10.

The body 10 is formed of a metal material such as aluminum, and includes connection flange portions 11a and 11b, a main passage 12, a valve shaft hole 13 through which a valve shaft 20 is passed, a sub passage 14, and a part of a gas passage into which fuel evaporative gas is introduced. It is provided with an introduction passage 15, a recess 16 for accommodating a first adjusting valve 41 and a first urging spring 42, a mounting portion 17 for mounting a drive source 50, and a flange portion 18 for mounting a casing 70.

The connection flange portions 11a and 11b are connected in the middle of the intake pipe 3b so that the main passage 12 defines a part of the intake passage of the intake system 3.
Here, the connection flange portion 11a is connected to the upstream side, and the connection flange portion 11b is connected to the downstream side.
The main passage 12 is formed in a cylindrical shape extending in the L direction of the axis so that intake air as a fluid flows.
The valve shaft hole 13 is formed in a circular hole so that the valve shaft 20 can be rotatably passed through.
The valve shaft 20 may be supported via a bearing fitted in the valve shaft hole 13.

The sub-passage 14 is formed so as to diverge from the main passage 12 and rejoin the main passage 12 so as to bypass the throttle valve 30.
Here, as shown in FIGS. 4 and 5, the sub-passage 14 converts the upstream passage 14a branching from the main passage 12, the downstream passage 14b joining the main passage 12, and the upstream passage 14a into the downstream passage 14b. It is formed by a communication passage 14c to be communicated.

The upstream passage 14a is formed in a circular cross section on the upstream side of the throttle valve 30 so as to branch off from the main passage 12 and extend diagonally.
The downstream passage 14b has a circular cross section, and is formed so as to extend obliquely toward the main passage 12 and merge with the throttle valve 30 on the downstream side.
The communication passage 14c has a circular cross section, and is formed so as to communicate the upstream passage 14a with the downstream passage 14b and extend in the axis S1 direction as a predetermined direction.
Here, the axis S1 is arranged parallel to the axis S of the valve shaft 20.

The introduction passage 15 forms a part of a gas passage for introducing the fuel evaporative gas, has a circular cross section, is formed so as to extend in the axis S1 direction, and communicates with the passage 71 of the casing 70.
A valve seat 15a on which the second adjusting valve 61 is seated is formed on the upstream side of the introduction passage 15.
That is, the introduction passage 15 is arranged coaxially with the communication passage 14c in the axis S1 direction.

Therefore, when the introduction passage 15 and the communication passage 14c are machined on the body 10 using a tool such as a drill, only machining from the axis S1 direction is required, so that the setup associated with the machining is reduced and the manufacturing cost is reduced. Can be reduced.
Further, when the valve shaft hole 13 is formed with respect to the body 10 by drilling in the same manner, since the axis S1 and the axis S are parallel to each other, the valve shaft hole 13 and the introduction passage can be formed simply by moving the body 10 in parallel. The 15 and the continuous passage 14c can be processed, and the manufacturing cost can be reduced by reducing the setup as described above.

In the above configuration, the introduction passage 15 and the downstream passage 14b forming a part of the sub-passage 14 form a gas passage for introducing the fuel evaporative gas into the main passage 12 in the body 10.
That is, as the gas passage, the downstream passage 14b, which is a part of the sub passage 14, is also used.
Therefore, the position where the gas passage opens in the main passage 12 is the position where the downstream passage 14b of the sub passage 14 opens, and the structure can be simplified as compared with the case where a dedicated passage is provided as the gas passage.

As shown in FIGS. 4 to 6, the recess 16 extends in the axis S1 direction so as to accommodate the first adjusting valve 41 and the first urging spring 42, and the first adjusting valve 41 rotates around the axis S1. It has a substantially elliptical cross section so as not to prevent it, and is formed so as to define two contact surfaces 16a.
Further, the recess 16 is formed so as to communicate with the upstream passage 14a and the communication passage 14c of the sub-passage 14, and also functions as a part of the upstream passage or the communication passage.

As shown in FIGS. 3 and 4, the mounting portion 17 is screwed with a fitting portion 17a into which the joint portion 54 of the drive source 50 is fitted and a screw b1 for fastening the pressing member 56 that presses the joint portion 54. It has a screw hole 17b.
The flange portion 18 includes a joint surface 18a to which the casing 70 is joined, and a screw hole 18b into which the screw b2 for fastening the casing 70 is screwed.

As shown in FIG. 3, the valve shaft 20 is formed of a metal material or the like so as to extend in the axis S direction in a circular cross section, and includes a slit 21 and a screw hole 22 into which the throttle valve 30 is fitted in a substantially central region. ..
The valve shaft 20 holds the throttle valve 30 so as to be openable and closable by fastening the throttle valve 30 fitted in the slit 21 with the screw b3 while being passed through the valve shaft hole 13 of the body 10.

As shown in FIGS. 3 and 6, the throttle valve 30 is formed in a substantially disk shape by a metal material or the like, and has a circular hole 31 through which a screw b3 is passed.
After the valve shaft 20 is passed through the valve shaft hole 13, the throttle valve 30 is passed through the slit 21 and fixed to the valve shaft 20 by the screw b3, and is arranged so as to open and close the main passage 12.
The throttle valve 30 opens the main passage 12 at a desired opening degree in accordance with the rotation of the valve shaft 20.

As shown in FIGS. 4 to 7, the first regulating valve 41 includes a tip portion 41a, a cylindrical portion 41b, a female screw 41c, a flange portion 41d, and two detent walls 41e.
The first regulating valve 41 is appropriately driven by the drive source 50 in the idle operation region of the engine 2 to adjust the flow rate of the intake air flowing through the sub-passage 14.

The tip portion 41a extends in the axis S1 direction and is formed in a conical shape, and is arranged so as to face the communication passage 14c to define the measuring portion.
Then, the first adjusting valve 41 moves in the direction of the axis S1, so that the tip portion 41a adjusts the passage area of the communication passage 14c.
Further, as shown in FIGS. 4 and 5, the tip portion 41a is formed so as to be able to come into contact with the tip portion 61a of the second adjusting valve 61 in the direction of the axis S1.

The cylindrical portion 41b is formed so as to extend in the direction opposite to the tip portion 41a in the axis S1 direction.
The female screw 41c is formed inside the cylindrical portion 41b and is screwed with the male screw 52a of the drive source 50 over a predetermined stroke.
The flange portion 41d is formed around the cylindrical portion 41b so as to receive one end of the first urging spring 42.

The two detent walls 41e are formed so as to extend from the outer peripheral region of the flange portion 41d in the axis S1 direction and to define a substantially elliptical outer contour.
Then, as shown in FIG. 6, the two detent walls 41e come into contact with the two contact surfaces 16a of the recess 16 to restrict the first adjusting valve 41 from rotating around the axis S1 and the tip portion. It plays a role of guiding 41a reciprocally on the axis S1.

The first urging spring 42 is a compression type coil spring, and in the recess 16, one end engages with the flange 41d of the first valve body 41 and the other end engages with the bottom wall of the recess 16. It is arranged in a state of being compressed by a predetermined amount.
The first urging spring 42 is urged in the axial direction S1 with the first adjusting valve 41 as a predetermined direction, that is, in the valve opening direction in which the tip portion 41a moves away from the communication passage 14c.
As a result, rattling (backlash) of the female screw 41c of the first regulating valve 41 and the male screw 52a of the drive source 50 in the axis S1 direction is prevented, and the passage area can be adjusted with high accuracy.
A first urging spring that urges the first adjusting valve 41 in the valve closing direction may be adopted.

As shown in FIGS. 4 and 7, the drive source 50 includes a stepping motor 51, an output shaft 52, a housing 53, a joint portion 54, a connector 55, and a pressing member 56.

The stepping motor 51 operates in synchronization with the pulse power, and is a rotor to which the output shaft 52 is coupled, a stator arranged around the rotor, and a winding (coil) wound around the stator. It has. Two-phase, three-phase, five-phase and the like can be applied as the winding configuration.

The output shaft 52 outputs a rotational force from the stepping motor 51, and includes a male screw 52a formed in a region on the tip end side.
The male screw 52a is screwed into the female screw 41c of the first regulating valve 41.
Therefore, the first adjusting valve 41 moves in the valve closing direction or the valve opening direction along the axis S1 according to the rotation direction of the output shaft 52.

The housing 53 accommodates the stepping motor 51 and is formed so as to block the stepping motor 51 from the fluid flowing into the recess 16.
The joint portion 54 is integrally formed with the housing 53, is fitted and joined to the fitting portion 17a at the mounting portion 17 of the body 10, is pressed by the pressing member 56, and is fastened by the screw b1.

The connector 55 has a terminal for supplying electric power to the stepping motor 51, and is electrically connected to the wiring of the motorcycle.
The pressing member 56 is arranged so as to press the joint portion 54 from the outside after fitting the joint portion 54 to the fitting portion 17a of the body 10, and is fastened to the body 10 by the screw b1.

The second regulating valve 61 is formed by using a metal material so as to extend in the axis S1 direction, and as shown in FIGS. 4, 5, and 8, the tip portion 61a, the columnar portion 61b, the conical surface 61c, and the flange portion. It is provided with 61d and groove portions 61e and 61f.
Then, the second regulating valve 61 flows through the introduction passage 15 as a gas passage by the driving force of the drive source 50 transmitted via the first regulating valve 41 in the operating region excluding the idle operating region of the engine 2. The flow rate of fuel evaporative gas is adjusted.

The tip portion 61a is formed in a columnar shape and is arranged so as to face the lower passage 14b through the introduction passage 15.
The tip portion 61a is formed so as to be able to come into contact with the tip portion 41a of the first adjusting valve 41 by the urging force of the second urging spring 62.
Here, when the second regulating valve 61 is in the closed state, the tip portion 61a is arranged so as to be in non-contact with the tip portion 41a of the first regulating valve 41.

As shown in FIGS. 8 and 9, the columnar portion 61b is inserted into the guide passage 71c of the casing 70 and is movably guided in the axis S1 direction.
The conical surface 61c is in close contact with the seat surface 15a formed at the edge of the introduction passage 15 in the valve closed state. Further, the conical surface 61c adjusts the passage area of the introduction passage 15 by appropriately moving the second adjusting valve 61 in the axis S1 direction.

The flange portion 61d is inserted into the guide passage 71b of the casing 70 and is movably guided in the axis S1 direction.
The groove portions 61e and 61f are formed so as to form a gap with the inner wall surfaces of the guide passages 71b and 71c of the casing 70 so that the fuel evaporative gas introduced through the pipe 8b can pass toward the introduction passage 15.

The second urging spring 62 is a compression type coil spring, one end of which is engaged with the flange portion 61d of the second adjusting valve 61 and the other end of the receiving surface 72 of the casing 70 in the passage 71 of the casing 70. It is arranged in a state of being compressed by a predetermined amount by engaging with.
Then, the second urging spring 62 urges the second adjusting valve 61 in the valve closing direction. That is, the tip portion 61a exerts an urging force in the direction in which the tip portion 61a comes into contact with the tip portion 41a of the first regulating valve 41.

According to the above-mentioned arrangement relationship of the first adjusting valve 41 and the second adjusting valve 61, when the second adjusting valve 61 is driven to open and close, the second adjusting valve 61 is transferred to the first adjusting valve 41 by the second urging spring 62. It is kept in contact.
As a result, the second regulating valve 61 can be linked to the movement of the first regulating valve 41.

Further, when the first regulating valve 41 moves in the valve closing direction, the second regulating valve 61 moves in the valve opening direction.
According to this, when the second regulating valve 61 is opened and the fuel evaporative gas flows from the introduction passage 15 to the downstream passage 14b, the first regulating valve 41 is moving in the valve closing direction, so that the fuel It is possible to suppress or prevent the evaporative gas from flowing into the recess 16 through the communication passage 14c.

Further, when the second regulating valve 61 is maintained in the closed state, the first regulating valve 41 is arranged so as to be in non-contact with the second regulating valve 61.
According to this, the closed state of the second regulating valve 61 can be reliably maintained, and the inflow of the fuel evaporative gas outside the desired operating region can be prevented.

According to the above configuration, when the first regulating valve 41 is driven by the drive source 50, the second regulating valve 61 is opened and closed in conjunction with the movement of the first regulating valve 41, that is, the drive source 50 It is designed to be opened and closed by a driving force.
As described above, since the drive source 50 for driving the first regulating valve 41 is also used as the driving source for driving the second regulating valve 61, a dedicated drive source for the second regulating valve 61 is not required and is dedicated. Cost reduction, miniaturization, etc. can be achieved by suppressing the increase in parts.

The casing 70 is formed of a metal material or the like, and includes a passage 71, a receiving surface 72, a flange portion 73, and a connector 74 as shown in FIGS. 8 and 9.
The passage 71 is formed by a large-diameter passage 71a, a guide passage 71b, 71c, and a small-diameter passage 71d, which are sequentially arranged around the axis S1.
Then, the passage 71 communicates with the introduction passage 15 and the downstream passage 14b, which are gas passages of the body 10.
Further, the large-diameter passage 71a and the guide passages 71b and 71c also have a function of accommodating the second adjusting valve 61 and the second urging spring 62.

The flange portion 73 includes a joint surface 73a and a through hole 73b.
The joint surface 73a is joined to the joint surface 18a of the flange portion 18 of the body 10.
The through hole 73b is formed so as to pass a screw b2 screwed into the screw hole 18b of the flange portion 18 of the body 10.

The connector 74 is formed in a cylindrical shape so that a pipe 18b for guiding the fuel evaporative gas can be connected.
That is, the casing 70 is detachably connected to the body 10 to accommodate the second adjusting valve 61 and define the passage 71 communicating with the introduction passage 15 and the downstream passage 14b, which are gas passages.

By providing the casing 70 for accommodating the second adjusting valve 61 in this way, the second adjusting valve 61 can be easily assembled to the body 10, and the second adjusting valve 61 according to the required specifications can be easily assembled. Can be assembled as appropriate.
Further, when an existing throttle device provided with the first adjusting valve 41 and the drive source 50 exists, the throttle device 1 provided with the second adjusting valve 61 can be easily provided only by performing additional processing or the like on the existing body. It is possible to achieve sharing of parts, reduction of the number of parts, reduction of manufacturing cost, and the like.

Next, the operation in the fuel evaporative emission recovery system provided with the throttle device 1 will be described with reference to FIGS. 10 and 11.
Here, the control unit 9 controls the drive of the rotary drive source 4, the drive of the drive source 50, and the like based on the detection signal of the position sensor 5, the operation information of the engine 2, and other related information. ..

First, when the engine 2 is in the idle operation region, the throttle valve 30 is in a state where the main passage 12 is closed, and the intake air flowing through the main passage 12 flows through the sub-passage 14 so as to bypass the throttle valve 30 and is main again. It is sucked into the passage 12.
In this state, the first regulating valve 41 is appropriately driven by the drive source 50, and the tip portion 41a adjusts the passage area of the communication passage 14c to maintain the idle operation of the engine in a stable state.

That is, as shown in FIG. 10, in the idle operation region, the position of the first regulating valve 41 is appropriately adjusted by the drive source 50 in the axis S1 direction in a non-contact state with the second regulating valve 61, and the continuous passage 14c Adjust the passage area of. As a result, the amount of intake air flowing through the sub-passage 14 is adjusted.
Further, in the idle operation region, the second regulating valve 61 is always in non-contact with the first regulating valve 41 , so that the driving force of the drive source 50 is not transmitted.
Therefore, the conical surface 61c of the second adjusting valve 61 is brought into close contact with the valve seat 15a by the urging force of the second urging spring 62, and the valve closed state is maintained.
As a result, the fuel evaporative gas in the canister 7 is shut off without flowing from the passage 71 into the introduction passage 15.

On the other hand, when the engine 2 is in an operating region other than the idle operating region, the throttle valve 30 is in a predetermined opening range and the main passage 12 is opened.
Therefore, the intake air flowing through the main passage 12 flows through the main passage 12 and is sucked into the engine 2 without passing through the sub-passage 14.
At this time, the first regulating valve 41 does not need to be used to adjust the amount of intake air flowing through the sub-passage 14.

Then, the drive source 50 is driven and controlled based on the detection signal of the position sensor 5 in order to open the second regulating valve 61 and introduce the fuel evaporative gas into the intake system 3.
That is, when the drive amount of the drive source 50 is controlled based on the opening degree information of the throttle valve 30 and other operation information, the second regulating valve 61 appropriately moves in the axis S1 direction via the first regulating valve 41. The valve is opened, and the tip portion 61a adjusts the passage area of the introduction passage 15.
As a result, the fuel evaporative gas flows through the introduction passage 15 as the gas passage and the downstream passage 14b, and is introduced into the main passage 12.

Specifically, as shown in FIG. 11, when the first regulating valve 41 is driven in the valve closing direction by the drive source 50 in an operating region other than the idle operating region, the tip portion 41a is changed to the second regulating valve 61. In contact with the tip portion 61a of.
When the first adjusting valve 41 is further driven in the valve closing direction, the second adjusting valve 61 becomes the urging force of the second urging spring 62 in conjunction with the amount of movement of the first adjusting valve 41 in the axis S1 direction. Move in the valve opening direction while resisting.
As a result, the passage area of the introduction passage 15 is appropriately adjusted, and the flow rate of the fuel evaporative gas flowing into the main passage 12 through the introduction passage 15 as the gas passage and the downstream side passage 14b is adjusted.
As described above, the second regulating valve 61 is opened and closed by the drive control of the drive source 50 based on the opening degree information of the throttle valve 30 included in the throttle device 1.

As described above, according to the throttle device 1 having the above configuration, by using the drive source 50 as the drive source of the second regulating valve 61, the increase of dedicated parts can be suppressed, and the cost can be reduced, the size can be reduced, and the like. This can be achieved and the fuel evaporative gas can be reliably recovered without being released to the outside.
Further, by providing the second regulating valve 61 that is driven to open and close by the driving force of the drive source 50, the fuel evaporative gas can be introduced into the main passage 12 at a desired timing, so that the gas passage becomes the main passage 12. The opening position is not limited to the vicinity of the throttle valve 30 or the downstream side, but can be set in a wide area including the upstream side.

FIG. 12 shows another embodiment of the throttle device according to the present invention, and is the same as the above-described embodiment except that the first regulating valve 43 in which the tip portion 41a of the first regulating valve 41 is changed is adopted. Is. Therefore, the same components are designated by the same reference numerals and the description thereof will be omitted.

In this embodiment, the first regulating valve 43 includes a tip portion 43a, a cylindrical portion 41b, a female screw 41c, a flange portion 41d, and two detent walls 41e.
The tip portion 43a is a cylindrical surface 43a2 that is continuously formed on the conical surface 43a1 and the conical surface 43a1 that define a gap between the tip portion 43a and the inner peripheral surface of the communication passage 14c and slides in close contact with the inner peripheral surface of the communication passage 14c. It has.

The conical surface 43a1 is used to adjust the passage area of the communication passage 14c in order to adjust the flow rate of the intake air flowing through the sub-passage 14 in the idle operation region.
The cylindrical surface 43a2 is used when the second regulating valve 61 is opened to adjust the flow rate of the fuel evaporative gas flowing through the introduction passage 15 in an operating region other than the idle operating region.

That is, in the idle operation region, the first regulating valve 43 maintains a non-contact state with the second regulating valve 61, and the drive source 50 causes the conical surface 43a1 to face the communication passage 14c in the axis S1 direction. The position in is adjusted as appropriate to adjust the passage area. As a result, the amount of intake air flowing through the sub-passage 14 is adjusted.
On the other hand, in an operation region other than the idle operation region, when the first regulating valve 43 is driven in the valve closing direction by the drive source 50, the tip ends at the timing of transition from the conical surface 43a1 to the cylindrical surface 43a2 or at the timing after the transition. The portion 43a comes into contact with the tip portion 61a of the second regulating valve 61.

Then, when the first adjusting valve 43 is further driven in the valve closing direction, the second adjusting valve 61 is attached with the second urging spring 62 in conjunction with the amount of movement of the first adjusting valve 43 in the axial direction S1 direction. Move in the valve opening direction while resisting the forces. As a result, the second regulating valve 61 is opened, the passage area of the introduction passage 15 is appropriately adjusted, and the flow rate of the fuel evaporative gas is adjusted.

According to this embodiment, as shown in FIG. 13, only the second regulating valve 61 can be operated in the region where the first regulating valve 43 does not exert an adjusting action on the sub-passage 14.
As a result, the adjustment operation of the first adjustment valve 43 and the adjustment operation of the second adjustment valve 61 can be completely separated to provide a play area.
In particular, when the second regulating valve 61 is in the valve open state, the first regulating valve 43 is in the state where the communication passage 14c is closed, so that the fuel evaporative gas is surely prevented from flowing into the recess 16 through the communication passage 14c. can do.
Further, since the first regulating valve 43 does not sit on the edge of the communication passage 14c, the female screw 41c and the male screw 52a do not bite or lock due to over-movement, and the desired screw feed function is maintained. can do.

FIG. 14 shows that in the throttle device shown in FIG. 12, the casing 170 is adopted instead of the casing 70, the first adjusting valve 44 in which the tip portion 43a of the first adjusting valve 43 is changed is adopted, and the second adjusting valve 61 Instead, the second regulating valve 63 is adopted, and the second urging spring 64 is adopted instead of the second urging spring 62. The configuration other than the above is the same as that of the above-described embodiment. Therefore, the same components are designated by the same reference numerals and the description thereof will be omitted.

In this embodiment, the first regulating valve 44 includes a tip portion 44a, a cylindrical portion 41b, a female screw 41c, a flange portion 41d, and two detent walls 41e.
The tip portion 44a is a cylindrical surface 44a2 that is continuously formed on the conical surface 44a1 and the conical surface 44a1 that define a gap between the tip portion 44a and the inner peripheral surface of the communication passage 14c and slides in close contact with the inner peripheral surface of the communication passage 14c. , A rod 44a3 formed on the tip side of the conical surface 44a1 is provided.

The conical surface 44a1 is used to adjust the passage area of the communication passage 14c in order to adjust the flow rate of the intake air flowing through the sub-passage 14 in the idle operation region.
The cylindrical surface 44a2 is used when the second regulating valve 63 is opened to adjust the flow rate of the fuel evaporative gas flowing through the introduction passage 15 in an operating region other than the idle operating region.
The rod 44a3 is formed so as to be in detachable contact with the second regulating valve 63.

The second regulating valve 63 is formed in the shape of a disk of a thin plate forming an area covering the introduction passage 15, and is swingably arranged around the support shaft 63a.
The second urging spring 64 is a torsion coil spring arranged around the support shaft 63a, and rotates the second adjusting valve 63 in the valve closing direction.

The casing 170 includes a passage 171, a flange portion 73, and a connector 74.
The passage 171 communicates with the introduction passage 15 and the downstream passage 14b, which are gas passages of the body 10.
The casing 170 is detachably connected to the body 10 to accommodate the second adjusting valve 63 and the second urging spring 64, and defines a passage 171 communicating with the introduction passage 15 and the downstream passage 14b, which are gas passages. It is a thing.

That is, in the idle operation region, the first regulating valve 44 maintains a non-contact state with the second regulating valve 63, and the drive source 50 causes the conical surface 44a1 to face the communication passage 14c in the axis S1 direction. The position in is adjusted as appropriate to adjust the passage area. As a result, the amount of intake air flowing through the sub-passage 14 is adjusted.
On the other hand, in an operation region other than the idle operation region, when the first regulating valve 44 is driven in the valve closing direction by the drive source 50, the rod is shifted from the conical surface 44a1 to the cylindrical surface 44a2 or at the timing after the transition. 44a3 comes into contact with the second regulating valve 63.

Then, when the first adjusting valve 44 is further driven in the valve closing direction, the second adjusting valve 63 is attached with the second urging spring 64 in conjunction with the amount of movement of the first adjusting valve 44 in the axial direction S1 direction. It rotates in the valve opening direction while resisting the forces. As a result, the second regulating valve 63 is opened, the passage area of the introduction passage 15 is appropriately adjusted, and the flow rate of the fuel evaporative gas is adjusted.

According to this embodiment, similarly to the above, only the second regulating valve 63 can be operated in the region where the first regulating valve 44 does not exert an adjusting action on the sub-passage 14.
As a result, the adjustment operation of the first adjustment valve 44 and the adjustment operation of the second adjustment valve 63 can be completely separated to provide a play area.
In particular, when the second regulating valve 63 is in the valve open state, the first regulating valve 44 is in the state of closing the communication passage 14c, so that the fuel evaporative gas is surely prevented from flowing into the recess 16 through the communication passage 14c. can do.

Further, since the first regulating valve 44 does not sit on the edge of the communication passage 14c, the female screw 41c and the male screw 52a do not bite or lock due to over-movement, and the desired screw feed function is maintained. can do.
Further, since the second adjusting valve 63 has a disk shape of a thin plate and the second urging spring 64 is a torsion coil spring, the dimension in the axis S direction can be reduced, and therefore the casing 170 can also be reduced. , The device can be made smaller.

FIG. 15 shows a modified example of the embodiment shown in FIG.
In this modification, the tip portion 41a1 in which the inclination angle of the tip portion 41a of the first adjustment valve 41 or the dimension of the outer contour is changed is adopted with respect to the form of the first adjustment valve 41 and the communication passage 14c shown in FIG. Has been done. The inner diameter or shape of the communication passage 14c may be changed as appropriate.
Then, as shown in FIG. 15, in the region other than the idle operation in which the second regulating valve 61 is in the valve open state, a part of the intake air flowing through the main passage 12 flows into the downstream passage 14b through the communication passage 14c. It has become.

In this way, a part of the intake air guided from the main passage 12 through the communication passage 14c joins the fuel evaporative gas guided through the introduction passage 15, so that the fuel evaporative gas can be mixed with the intake air in advance.
For example, when the concentration of the fuel evaporative gas derived from the canister 7 is high, the fuel evaporative gas is pre-diluted by the intake air. As a result, it is possible to suppress or prevent the fuel evaporative gas from adhering to the wall surface of the downstream passage 14b. Therefore, the fuel evaporative gas can be efficiently introduced into the main passage 12.

In the above embodiment, the drive source 50 provided with the stepping motor is shown as the drive source for driving the first regulating valves 41, 43, 44, but the present invention is not limited to this, and the first regulating valve is raised. A drive source provided with another actuator, or a drive source provided with a DC motor, a reduction mechanism, or the like may be adopted as long as it can be driven with high accuracy.

In the above embodiment, when the second regulating valves 61 and 63 are in the closed state, the first regulating valves 41, 43, 44 and the second regulating valves 61, 63 are arranged so as to be in non-contact with each other. However, the present invention is not limited to this, and the second regulating valves 61 and 63 may be arranged so as to be in contact with each other as long as the valve is guaranteed to be closed.

In the above embodiment, the case where the first regulating valve 41, 43 and the second regulating valve 61 are separately formed is shown, but the present invention is not limited to this, and the first regulating valve The first adjusting valve and the second adjusting valve may be integrally formed as long as the second adjusting valve is driven to open and close in conjunction with the movement. In this case, the second urging spring can be abolished.

In the above embodiment, the case where the first urging spring 42 that urges the first adjusting valves 41, 43, 44 in the axis S direction is adopted is not limited to this, and is not limited to rattling or backlash. The first urging spring may be abolished as long as the configuration does not cause the above.

In the above embodiment, as the sub-passage, the sub-passage 14 including the upstream-side passage 14a, the downstream-side passage 14c, and the continuous passage 14c is shown, but the present invention is not limited to this, and the throttle valve 30 is bypassed. If the flow rate can be adjusted by the first regulating valve, a sub-passage having another form may be adopted.

In the above embodiment, the configuration is shown in which the downstream passage 14b, which is a part of the sub-passage 14, is also used as the gas passage provided in the body 10, but the present invention is not limited to this, and a dedicated gas passage is provided. It may be provided.

In the above embodiment, the case where the casings 70 and 170 accommodating the second regulating valves 61 and 63 are adopted is shown, but the present invention is not limited to this. For example, if the second regulating valve can be assembled, a configuration may be adopted in which a storage space for arranging the second regulating valve is provided in the body, and a cover and a connector for closing the opening thereof are provided.

As described above, the throttle device and the fuel evaporative emission recovery system of the present invention can suppress the increase of dedicated parts, achieve cost reduction, miniaturization, etc., and reliably without releasing the fuel evaporative gas to the outside. Since it can be collected, it can be applied to motorcycles and the like that require miniaturization and cost reduction, and is also useful for other vehicles.

1 Throttle device 2 Engine 3 Intake system 6 Fuel tank 7 Canister 8b Piping 10 Body 12 Main passage 14 Sub passage 14a Upstream side passage (sub passage)
14b Downstream passage (secondary passage, gas passage)
S1 axis (predetermined direction)
14c continuous passage (secondary passage)
15 Introduction passage (gas passage)
30 Throttle valve 41, 43, 44 1st regulating valve 42 1st urging spring 50 Drive source 61, 63 2nd regulating valve 62, 64 2nd urging spring 70, 170 Casing 71, 171 Passage 74 Connector

Claims (9)

Throttle valve that opens and closes the main passage
A body having a main passage, a sub passage bypassing the throttle valve, and a gas passage for introducing fuel evaporative gas into the main passage.
A first regulating valve that adjusts the passage area of the sub-passage, and
The drive source that drives the first regulating valve and
A second regulating valve that adjusts the passage area of the gas passage and
A first urging spring that urges the first adjusting valve in the valve opening direction or the valve closing direction,
A second urging spring that urges the second adjusting valve in the valve closing direction is provided.
The second adjusting valve is driven by the driving force of the driving source, and is maintained in contact with the first adjusting valve by the urging force of the second urging spring when it is opened and closed.
Throttle device characterized by that. The first regulating valve is arranged so as to be reciprocating in a predetermined direction.
The second regulating valve is arranged so as to be driven to open and close in conjunction with the movement of the first regulating valve.
The throttle device according to claim 1. The first regulating valve and the second regulating valve are arranged so that the second regulating valve moves in the valve opening direction when the first regulating valve moves in the valve closing direction.
The throttle device according to claim 2. When the second regulating valve is maintained in the closed state, the first regulating valve is arranged so as to be in non-contact with the second regulating valve.
The throttle device according to any one of claims 1 to 3. The sub-passage includes an upstream passage branching from the main passage, a downstream passage joining the main passage, and a communication passage communicating the upstream passage with the downstream passage.
The gas passage includes the downstream passage and an introduction passage communicating with the downstream passage.
The throttle device according to any one of claims 1 to 4. The first regulating valve is arranged so as to be reciprocating in a predetermined direction.
The second regulating valve is arranged so as to be driven to open and close in conjunction with the movement of the first regulating valve.
The communication passage and the introduction passage are arranged in the predetermined direction, and the communication passage and the introduction passage are arranged in the predetermined direction.
The first adjusting valve adjusts the passage area of the communication passage, and the first adjusting valve adjusts the passage area.
The second regulating valve adjusts the passage area of the introduction passage.
The throttle device according to claim 5. Includes a casing that is detachably connected to the body to accommodate the second regulating valve and define a passage that communicates with the gas passage.
The casing includes a connector capable of connecting a pipe through which fuel evaporative gas is passed.
The throttle device according to any one of claims 1 to 6, wherein the throttle device is characterized. It is a fuel evaporative gas recovery system that recovers fuel evaporative gas to the intake system of the engine.
The throttle device according to claim 7 , which is mounted on the engine.
With the fuel tank
A canister that guides and temporarily stores the fuel evaporative gas in the fuel tank,
A pipe connecting the connector of the throttle device and the canister, and the like.
A fuel evaporative emission recovery system characterized by this. The second regulating valve is opened and closed by drive control of the drive source based on the opening degree information of the throttle valve included in the throttle device.
The fuel evaporative emission recovery system according to claim 8.

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