WO2007057034A1 - Dispositif regulateur de debit - Google Patents

Dispositif regulateur de debit Download PDF

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Publication number
WO2007057034A1
WO2007057034A1 PCT/EP2005/012262 EP2005012262W WO2007057034A1 WO 2007057034 A1 WO2007057034 A1 WO 2007057034A1 EP 2005012262 W EP2005012262 W EP 2005012262W WO 2007057034 A1 WO2007057034 A1 WO 2007057034A1
Authority
WO
WIPO (PCT)
Prior art keywords
flow control
control device
duct
accordance
control member
Prior art date
Application number
PCT/EP2005/012262
Other languages
English (en)
Inventor
Timothy Brendan Fenna
Dave John Walker
Original Assignee
Pro Tune Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pro Tune Limited filed Critical Pro Tune Limited
Priority to PCT/EP2005/012262 priority Critical patent/WO2007057034A1/fr
Publication of WO2007057034A1 publication Critical patent/WO2007057034A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/18—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having elastic-wall valve members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/12—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit
    • F02D9/16—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit the members being rotatable
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10078—Connections of intake systems to the engine
    • F02M35/10085—Connections of intake systems to the engine having a connecting piece, e.g. a flange, between the engine and the air intake being foreseen with a throttle valve, fuel injector, mixture ducts or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10118—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements with variable cross-sections of intake ducts along their length; Venturis; Diffusers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10137—Flexible ducts, e.g. bellows or hoses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10216—Fuel injectors; Fuel pipes or rails; Fuel pumps or pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K1/00—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces
    • F16K1/16—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces with pivoted closure-members
    • F16K1/165—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces with pivoted closure-members with a plurality of closure members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K7/00—Diaphragm valves or cut-off apparatus, e.g. with a member deformed, but not moved bodily, to close the passage ; Pinch valves
    • F16K7/02—Diaphragm valves or cut-off apparatus, e.g. with a member deformed, but not moved bodily, to close the passage ; Pinch valves with tubular diaphragm
    • F16K7/04—Diaphragm valves or cut-off apparatus, e.g. with a member deformed, but not moved bodily, to close the passage ; Pinch valves with tubular diaphragm constrictable by external radial force
    • F16K7/06—Diaphragm valves or cut-off apparatus, e.g. with a member deformed, but not moved bodily, to close the passage ; Pinch valves with tubular diaphragm constrictable by external radial force by means of a screw-spindle, cam, or other mechanical means
    • F16K7/065—Cam clamps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10314—Materials for intake systems
    • F02M35/10321—Plastics; Composites; Rubbers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10314—Materials for intake systems
    • F02M35/10327—Metals; Alloys
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1034—Manufacturing and assembling intake systems
    • F02M35/10347—Moulding, casting or the like

Definitions

  • the present invention relates to a fuel control device comprising a duct having a central axis and a flow control member pivotably mounted about an axis extending transversely to the duct.
  • Flow control devices of this kind are well known, for example as so called throttle bodies used to regulate the flow of air into an internal combustion engine.
  • the flow control member frequently takes the form of a so-called butterfly valve.
  • the butterfly is a disc-shaped piece of metal mounted on a relatively narrow spindle which passes transversely across the duct and intersects the central axis of the duct.
  • Such butterfly valves are also frequently used in carburettors.
  • a problem with such butterfly valves is that, even in the fully open position, in which the disc of the butterfly valve generally lies edge on to the flow through the throttle body with the plane of the disc parallel to the central longitudinal axis of the duct, the disc and the spindle, as well as the screws which normally secure the disc to the spindle, disturb the flow through the duct. This increases the flow resistance and reduces the maximum flow possible through the duct.
  • the spindle has to have a minimum diameter for strength reasons.
  • the disc normally passes through a narrow slot in the spindle and the screws securing the disc to the spindle are splayed at their free ends projecting beyond the outer side of the spindle to prevent the screws or the disc undesirably separating from the spindle in the event of vibration and entering into the engine.
  • the screws When assembling the butterfly valve the screws have to be engaged through the spindle and through the disc and splayed at their split ends after the spindle has been inserted into the throttle body and after the disc has been inserted through the slot in the spindle. This makes it difficult to install the butterfly valve in the throttle body or carburettor body.
  • the principle object of the present invention is to provide a flow control device which presents substantially no flow resistance in the fully open position, which is relatively easy to realize and manufacture in practice, which avoids sticking problems and which enables a plurality of flow control devices to be ganged together so that the flow through each throttle body or carburettor is synchronized over the full range of operation from idling to full throttle.
  • a flow control device comprising a duct having a central axis, at least one flow control member pivotally mounted about an axis extending transversely to said duct, said axis being spaced from said central axis and said flow control member cooperating with an opposite side of said duct or with a second flow control member to define a throat of variable area.
  • the flow control member can be arranged to cooperate with an opposite side of the duct it is preferred when a second flow control member is provided which is pivotable about a second axis extending transversely to the duct, generally parallel to the first said axis, at the side of the central axis opposite from the first central axis.
  • first and second flow control members are preferably connected together by a transmission.
  • the transmission can for example comprise a first gear drivingly connected to the first flow control member and rotatable about the first axis and a second gear drivingly connected to said second flow control member and rotatable about the second axis, with the first gear meshing with the second gear.
  • the first and second flow control members comprise rod-shaped bodies having respective first and second cut-outs which cooperate to define said variable throat, said first and second cut-outs being positionable at any intermediate angle between a first pivotal position in which the said rods cooperate to substantially close off said duct and a second pivotal position in which said cut-outs lie generally opposite to one another and define a flow passage having an inlet and an outlet, said inlet and said outlet corresponding in shape to entrance and exit sections of the flow duct respectively adjacent to said inlet and said outlet.
  • Each of the rods preferably has a cross-sectional shape at the cut-out corresponding to a segment of a circle defined by a cord.
  • each flow control member can be realized as a single part there is no danger of securing pins, screws or the like coming loose and being ingested by the engine or other apparatus to which the flow control device is connected.
  • the flow control member or flow control members can readily be contrived so that the duct is not obscured at all by the flow control member or members in the fully open position, so that the flow control member or members do not cause any restriction of the cross-sectional flow area of the duct and the duct is therefore able to flow the maximum possible quantity of fluid, be it air, another gas or a liquid medium.
  • this advantage can be obtained irrespective of whether the duct has a circular cross-section, or a rectangular cross- section, or some other desired cross-sectional shape and also irrespective of whether the duct is arranged to converge or diverge in the area of the throat.
  • flow control member or members can be made from round bar they can be relatively easily manufactured in metal or realized as injection moulded components.
  • the duct of the flow control device will be defined in a body and this body can have first and second transverse passages of circular cross-section corresponding in diameter to the first and second rods.
  • transverse passages of circular cross-section can also be manufactured cost- effectively in a plastic material, in particular in a fibre reinforced plastic material, by injection moulding.
  • first and second transverse passages are of circular cross- section, as are the rods, it is easy to provide seals, in particular ring seals between the rods and the walls of the transverse passages, for example in suitable ring grooves, so that any potential air leakage can be effectively prevented.
  • the flow control device of the present invention is preferably incorporated into a throttle body.
  • the throttle body preferably has first and second ducts extending generally parallel to one another, for example for feeding a pair of intake ports of an internal combustion engine.
  • first and second rods each have two cut-outs positioned along the rods at positions corresponding to the first and second ducts. Because the cut-outs are machined on the rods, or formed integrally with the rods in an injection moulding process, the two flow devices in each throttle body are perfectly synchronized with one another from the outset so that there is no need to provide adjustments to allow for flow balancing through the two ducts. This significantly simplifies the design.
  • bypass passage for the or each duct, said bypass passage comprising a first bore in said body upstream of said first and second flow control members and intersecting said duct, a second bore downstream of said first and second flow control members and intersecting said duct and a passage communicating between said first and second bores outside of said duct.
  • a variable restrictor such as a needle valve realised as a grub screw with a conical point, can then be provided in one of the first and second bores, or in the passage, by which the size of the bypass flow can be regulated. This facilitates the setting of the idling speed of an engine equipped with a throttle body or carburettor incorporating the flow control device of the present invention.
  • a fuel injector bore is conveniently provided in the throttle body for each duct and preferably intersects the respective duct.
  • the fuel injector bore will be placed to intersect the respective duct downstream of the flow control members, in which case it is conveniently inclined relative to a longitudinal direction of the duct so that it points into the duct away from the flow control members.
  • this is not essential, the fuel injection could take place upstream of the flow control members.
  • the or each flow control member can have, at at least one end face, a feature of shape which cooperates with a complementary feature of shape of a further flow control member of a second throttle body to gang the respective flow control members together for common rotational movement.
  • a feature of shape which cooperates with a complementary feature of shape of a further flow control member of a second throttle body to gang the respective flow control members together for common rotational movement.
  • pins and bores can simply be plugged together by movement of the two throttle bodies towards one another without the need for any further connecting mechanism.
  • the relative axial positions of the flow control members are maintained by the bolting of the throttle bodies to the mating flange of the induction manifold or cylinder head and indeed the pin and bore construction permits differential thermal expansion to take place without affecting the connection.
  • One of the pins and bores at least should be provided eccentrically to the axis of rotation of the respective flow control member.
  • a throttle actuator is preferably non-rotatably connected to at least one of the flow control members and conveniently comprises a throttle quadrant.
  • the connection between the throttle actuator and the flow control member can be realized in a variety of ways.
  • the throttle quadrant could be machined into or injection moulded with the relevant flow control member.
  • it can be made as a separate component and bolted to an end face of the flow control member via a central bolt, with a driving dog positioned eccentrically of the central bolt to prevent relative rotation between the throttle quadrant and the flow control member.
  • connection between the throttle quadrant and the respective flow control member can be effected using a complementary pin and bore arrangement precisely in the same manner as is used to connect two control rods together in alignment with one another. This means that only one design of flow control member is necessary which simplifies the manufacturing process and enables further cost-savings to be made.
  • flow device of the present invention can be used not only as a flow control valve in a fuel system but rather in any fluid control system, such as a hydraulic flow control system or a pneumatic flow control system.
  • Fig. 1 shows a flow device in the form of a throttle body seen from the side
  • Fig. 2 is a view of the throttle body of Fig. 1 seen from below,
  • Fig. 3 is a view of the throttle body of Fig. 1 seen from the front
  • Fig. 4 is a view similar to Fig. 3 but with the inlet trumpets removed,
  • Fig. 5 is a section taking on the plane AA of Fig. 4, with Fig. 5 A showing the flow control members in the fully closed position and Fig. 5B showing them in the fully open position,
  • Fig. 6 is a perspective view of the throttle body of Figs. 1 to 5 with the gear case removed
  • Fig. 7 is a perspective view of the first and second flow control members used in the throttle body of Figs. 1 to 6 shown in the fully open position (Fig. 7A) and in the fully closed position (Fig. 7B),
  • Fig. 8 is a schematic illustration of an alternative embodiment of the invention.
  • Fig. 9 is an illustration resembling Fig. 8 but showing the use of a membrane to improve the flow through the duct at different throat openings and
  • Fig. 10 is a view of another alternative embodiment of the invention.
  • a flow control device 10 in the form of a throttle body having first and second ducts 12, 14 each with a respective central axis 16, 18.
  • a flange 38, 40 for each duct 12, 14 which enables the throttle body to be bolted to an inlet manifold or to a face of a cylinder head.
  • the flow ducts 12, 14 are of circular cross-section and taper on their paths through the throttle body from the respective inlet 24, 26 to the respective outlet 42, 44.
  • the throttle body 10 has first and second flow control members 46, 48 which are pivotally mounted about respective axes 50, 52 (Figs. 5A and 5B) extending transversely to said ducts 12, 14.
  • the axes 50, 52 are each spaced from the central axes 16, 18 of the flow ducts 12, 14 and are disposed on opposite sides of the central axes 16, 18.
  • the flow control members 46, 48 cooperate with each other to define respective throats 54, 56 of variable area in the ducts 12, 14.
  • the throats 54, 56 are shown with a minimal flow area, in Figs. 4 and 5A they are shown fully closed and in Figs. 5B and 7 A they are shown fully open. It is apparent from the drawings that the flow control members 46, 48 are provided with respective cut-outs in order to achieve the variable throat area. This is not however essential as will be explained later with respect to Figs. 8 to 10.
  • the first flow control member 46 is connected to the second flow control member 48 by a transmission comprising a first gear 58 drivingly connected to the first flow control member 46 and rotatable about the first axis 50 and a second gear 60 drivingly connected to the second flow control member 48 and rotatable about the second axis 52.
  • the gears 58 and 60 can be injection molded at the same time as the flow control members in one piece with the flow control members.
  • the first gear 58 meshes with the second gear 60 and the timing of the gears, i.e. their positions with respect to the flow control members is such that the flow control members move in a fully synchronised manner from the closed position (Fig. 7B) to the fully open position (Fig.
  • valve throat areas are always symmetrically positioned with respect to the respective central axes 16, 18 of the two flow ducts.
  • the gears 58, 60 cannot be seen in Figs. 1, 2 and 3 because they are covered by a gear cover 62 to preclude the ingress of contamination.
  • first and second flow control members 46, 48 comprise rod-shaped bodies having, for each flow duct 12, 14, respective first and second cut-outs 64, 66 which cooperate to define the vari- able throat in each flow duct. Because the throttle body has two flow ducts extending generally parallel to one another in this example the said first and second rods 46, 48 respectively have two first cut-outs 64 64' and two second cut-outs 66, 66' positioned along the rods at locations corresponding to said first and second ducts 12, 14.
  • first and second cut-outs 64, 64' and 66, 66' can be positioned by rotation of the rods 46, 48 at any desired position (throttle opening) between a first pivotal position (Figs.4, 5A and 7B) in which the said rods cooperate to substantially close off the flow ducts and a second pivotal position (Figs. 5B and 7A) in which the cooperating pairs of cutouts 64, 66 and 64', 66' lie generally opposite to one another and define a flow passage having an inlet 68 and an outlet 70, said inlet 68 and said outlet 70 corresponding in shape to entrance and exit sections of the associated flow duct 12, 14 respectively adjacent to said inlet and said outlet.
  • the walls 65, 67 of the cut-outs 64, 64', 66, 66' lie in positions which conform fully to the shape of the respective flow duct 12, 14, as shown in Fig. 5B.
  • the rod-shaped bodies are initially having no cut-outs and being positioned in the throttle body 10 so that they extend across the flow ducts.
  • the rods 46, 48 each having a cross-sectional shape at the cut-outs 64,64', 66, 66' corresponding to a segment of a circle defined by a chord 72, 74 irrespective of the axial position at which the cross-section is taken.
  • the radial depth of the chord does however vary over the width of the duct.
  • the throttle body has first and second transverse passages 73, 75 of circular cross-section corresponding in diameter to said first and second rods in order to accommodate the rods in the throttle body.
  • respective seals e.g. O-ring seals can be provided between the rods and the walls of the transverse passages, e.g. in ring grooves of the rods, to ensure sealing. This is however not essential. Adequate sealing can be achieved if the diameter of the transverse passages closely equates to that of the rods.
  • a bypass passage is provided for each flow duct.
  • the bypass passage comprises, in respect of each flow duct 12, 14, a first bore 76 in said body 10 upstream of said first and second flow control members 46, 48 and intersecting the respective duct 12, 14, a second bore 78 downstream of said first and second flow control members and intersecting the respective duct 12, 14 and a passage 80 communicating between said first and second bores 76, 78 outside of the respective duct.
  • a variable restrictor (not shown) is provided in one of said first and second bores 76, 78 or in the passage 80.
  • a needle valve realised as a grub screw screwed into the upper part of the first bore 76, the grub screw having a conical point (not shown) which cooperates with a suitable valve seat defined in the lower part of the first bore beneath the passage 80.
  • the upper parts of the bores 76 and 78 and the ends of the cross-drilling for the pas- sage 80 outside of the bores 76 and 78 must be closed off to prevent unwanted infiltration of air.
  • a fuel injector bore 82 for a fuel injector 84 is provided in the throttle body 10 for each flow duct 12, 14.
  • the fuel injector bore 82 extends through the throttle body and intersects the respective duct 12, 14 downstream of the flow control members 46, 48.
  • the fuel injector bore 82 is preferably inclined relative to a longitudinal direction of the duct (equivalent to the central axis 16, 18 thereof) and points into the duct away from the flow control members 46, 48.
  • a throttle actuator 86 is non-rotatably connected to at least one of said flow control members 46 in Fig. 1.
  • the throttle actuator comprises a throttle quadrant which is secured by a bolt 87 which passes through an aperture in the gear casing 62 into a threaded bore 86' provided in the end of the flow control rod 46 and also has a cylindrical pin 89 which engages through an arcuate slot in the gear casing 62 with a bore 90 provided in the flow control rod 46.
  • Two or more throttle bodies can be arranged alongside one another.
  • the or each flow control member has, at at least one end face, a feature of shape (such as the protruding pin 88' at the free end of bolt 88) which mates with a complementary feature of shape (such as the bore 86') of a further flow control member to gang the respective flow control members together for common rotational movement.
  • a second throttle body identical to throttle body 10 could be positioned to the right of the throttle body 10 shown in Fig. 2 so that the pin 88' engages through the end cap 62' into the bore 86' of a flow control member of the second throttle body.
  • a further pin and bore are necessary.
  • the pin 89 of Fig. 2 could be extended through the actuator quadrant to engage through an arcuate slot in the gear casing 62 or end cover 62' into a bore such as 90 provided in the end of the corresponding flow control member of the second throttle body.
  • bolt 88 It is not necessary for the bolt 88 to engage in a threaded bore if two throttle bodies are placed side by side with the actuator quadrant 86 between them. Instead bolt 88 could be a simple pin since it cannot be lost due to the proximity of the two throttle bodies. It should be noted that the bolt or pin 88 is not required in the above design for torque transmission between the actuator quadrant 86 and the flow control member or members 46 since the two mutually offset pins 88 and 89 fulfil this function.
  • a pin with a tapering or non tapering square cross section, or with a polygonal cross section or with a splined portion can also be made with two oppositely directed ends each with the same cross- sectional shape so that two throttle bodies can be placed side by side and the respective flow control members 46 driven from one throttle quadrant.
  • the throttle quadrant 86 does not have to be positioned between two adjacent throttle bodies, it could also be placed at one end of a row of throttle bodies.
  • a second throttle body is placed to the left of the throttle body 10 in Fig. 2 then complementary features of shape such as two mating pins and bores could be provided there to ensure all the flow control members 46, 48 of the two throttle bodies move together in a synchronised manner.
  • the features of complementary shape do not have to be mating pins and bores, it would for example be possible to have a bar shaped projection extending across a diameter of one end face of one flow control member mating with a complementary bar shaped recess at the end face of a mating flow control member. In such a case the confronting end covers 62, 62' could be omitted and replaced by a flexible boot extending between the two throttle bodies
  • the first and second flow control members can be machined from metal, for example from an aluminium alloy but preferably comprise injection- moulded members.
  • the injection-moulded members are injection-moulded in a fibre reinforced plastic of high thermal stability, e.g. a plastic which is stable at temperatures above those likely to be encountered in practise. A plastic which is stable at temperatures above 300 0 C is preferred.
  • the body defining the ducts, i.e. the housing of the throttle body preferably also comprises an injection-moulded part and is preferably also injection-moulded in a fibre reinforced plastic of high thermal stability. It could also be a metal die casting, as could the flow control members.
  • each duct is of circular cross-section, at least in the vicinity of said flow control member or members and tapers from the respective inlet trumpet 28, 30 to the associated mounting flange 38, 40.
  • the use of a tapering duct is not essential it could be of regular cylindrical shape. Also other cross-sectional shapes are possible, for example an elliptical cross-section.
  • a duct of rectangular cross- section could be used, at least in the vicinity of said flow control member or members.
  • FIG. 8 A flow control device with a duct of rectangular cross-section is illustrated in Fig. 8 and in Figs 9 and 10.
  • Fig. 8 and Figs 9 and 10 the same reference numerals as used in connection with the first embodiment of Figs. 1 to 7 will be used to describe parts having the same function as in the first embodiment. It will be understood that the same description applies unless something is stated to the contrary.
  • the drawings of Figs 8 to 10 are highly schematic and not all details are shown.
  • the flow control members 46, 48 are again of generally rod-like shape but are pivotable about an axis 50, 52 eccentric with respect to the cross-section of said flow control member.
  • the flow control members have a cylindrical portion 46", 48" which engages in a corresponding cylindrical bearing in the body of the flow control device 10.
  • the axes 50, 52 are positioned transverse to the duct 12 outside of the duct.
  • the flow control members each have a cross-sectional shape selected such that a portion of the flow control member intersecting said duct has a substantially constant width at an intersection with said duct, irrespective of a selected pivotal position of said control member, whereby to minimize the gaps which exists between a wall of the duct and the flow control member.
  • the flow control member has two arcuate surfaces which are each formed by an arc centred on the respective axis 50, 52 which is coaxial to the cylindrical portions 46", 48". It can readily be seen from Fig. 8, as indeed from the other figures that it would be possible to provide just one flow control member which cooperates with the opposing wall of the duct rather than with a second flow control member. In this case, in the embodiment of Fig. 8, the opposing wall would be located at the position of the centreline 16. It will be noted that the drawing shows the flow control members in the fully closed position in solid lines and in the fully open position in dotted lines.
  • Fig. 9 shows an embodiment closely similar to that of Fig. 8 but with a flexible and extensible membrane 94, 96 extending over the portion of each flow control member extending into the duct 12.
  • the membranes are fixed to wall means 98, 98' of the duct 12 upstream and downstream of said flow control member, for example by trapping them between mating bolted together flanges.
  • the flow duct 12 is broader in the throttle body than in the continuations of the duct upstream and downstream of the throttle body by the double thickness of the membranes. This avoids step changes in the internal dimension of the flow passage.
  • Fig. 10 shows an embodiment similar to Fig. 9 but in which the flow control members have a different shape. Here they are of circular cross- section again with eccentric cylindrical portions 46", 48".
  • first and second resilient elements 100, 102 and 104, 106 contact respective portions of the flow control members extending into said duct at respective upstream and downstream positions.
  • the resilient members which could be thin spring steel sheet members, are fixed to wall means 98 of said duct 12 upstream and downstream of the flow control members 46, 48 and are resiliently biased into contact therewith.
  • ducts 12 in Figs. 8 to 10 are said to be of rectangular cross- section they could be of other shapes, e.g. of square, circular or elliptical cross-section with or without taper.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

L’invention concerne un dispositif régulateur de débit, conçu notamment mais pas exclusivement pour un corps de papillon, et comprenant un conduit présentant un axe central, au moins un élément régulateur de débit monté pivotant autour d’un axe transversal au conduit, cet axe étant espacé de l’axe central et l’élément régulateur de débit coopérant avec un côté opposé du conduit ou avec un deuxième élément régulateur de débit pour définir un étranglement de surface variable.
PCT/EP2005/012262 2005-11-15 2005-11-15 Dispositif regulateur de debit WO2007057034A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2005/012262 WO2007057034A1 (fr) 2005-11-15 2005-11-15 Dispositif regulateur de debit

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2005/012262 WO2007057034A1 (fr) 2005-11-15 2005-11-15 Dispositif regulateur de debit

Publications (1)

Publication Number Publication Date
WO2007057034A1 true WO2007057034A1 (fr) 2007-05-24

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2929677A1 (fr) * 2008-04-02 2009-10-09 Renault Sas Dispositif d'obturation d'un conduit.
EP2487393A1 (fr) * 2011-02-14 2012-08-15 WMF Württembergische Metallwarenfabrik AG Vanne de serrage
IT201900011298A1 (it) * 2019-07-09 2021-01-09 Grison Leonardo Valvola

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3733441C1 (en) * 1987-10-02 1988-12-29 Bayerische Motoren Werke Ag Non-return valve device in the intake port of a quantity-controlled internal combustion engine
US5573223A (en) * 1991-09-03 1996-11-12 Kawabe; Ryu Method and apparatus for controlling the flow of fluids
WO1997006375A1 (fr) * 1995-08-08 1997-02-20 Paul Richard Horton Soupape
EP1388652A2 (fr) * 2002-08-08 2004-02-11 Pierburg GmbH Système de conduit d'admission
GB2414060A (en) * 2004-05-12 2005-11-16 Pro Tune Ltd Flow control device

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3733441C1 (en) * 1987-10-02 1988-12-29 Bayerische Motoren Werke Ag Non-return valve device in the intake port of a quantity-controlled internal combustion engine
US5573223A (en) * 1991-09-03 1996-11-12 Kawabe; Ryu Method and apparatus for controlling the flow of fluids
WO1997006375A1 (fr) * 1995-08-08 1997-02-20 Paul Richard Horton Soupape
EP1388652A2 (fr) * 2002-08-08 2004-02-11 Pierburg GmbH Système de conduit d'admission
GB2414060A (en) * 2004-05-12 2005-11-16 Pro Tune Ltd Flow control device

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2929677A1 (fr) * 2008-04-02 2009-10-09 Renault Sas Dispositif d'obturation d'un conduit.
EP2487393A1 (fr) * 2011-02-14 2012-08-15 WMF Württembergische Metallwarenfabrik AG Vanne de serrage
IT201900011298A1 (it) * 2019-07-09 2021-01-09 Grison Leonardo Valvola

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