WO2019163238A1

WO2019163238A1 - Throttle device and fuel evaporative gas recovery system

Info

Publication number: WO2019163238A1
Application number: PCT/JP2018/043874
Authority: WO
Inventors: 眞一関口; 裕美川口; 竜也北岡
Original assignee: 株式会社ミクニ
Priority date: 2018-02-23
Filing date: 2018-11-28
Publication date: 2019-08-29
Also published as: JP2019143586A; CN111356830A; JP6933591B2; CN111356830B

Abstract

This throttle device comprises: a throttle valve (30) for opening and closing a main passage (12); a body (10) having the main passage (12), a secondary passage (14) bypassing the throttle valve (30), and gas passages (15, 14b) for introducing fuel evaporative gas into the main passage (12); a first adjustment valve (41) for adjusting the passage area of the secondary passage (14); a drive source (50) for driving the first adjustment valve (41); and a second adjustment valve (61) for adjusting the passage area of the gas passage (15). The second adjustment valve (61) is driven by the driving force from the drive source (50). Thus, a lower cost and a reduction in size can be achieved while suppressing an increase in specialized components, and fuel evaporative gas can be recovered reliably without being discharged to the outside.

Description

Throttle device and fuel evaporative gas recovery system

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

In vehicles such as conventional motorcycles, in order to prevent the evaporation gas of fuel generated in the fuel tank from being released into the atmosphere, the canister for temporarily storing the evaporation gas, the evaporation gas from the fuel tank to the canister Evaporative fuel treatment in which the evaporative gas in the canister is purged into the intake passage due to the negative pressure generated in the intake passage. Devices are known (see, for example, Patent Document 1 and Patent Document 2).

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

Further, in other motorcycles and the like, in order to prevent the evaporation gas of fuel generated in the fuel tank from being released into the atmosphere, the canister for temporarily storing the evaporation gas, the evaporation gas from the fuel tank to the canister A charge pipe that leads to the engine, a purge pipe that leads the evaporated 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, A canister arrangement structure or a fuel evaporative gas recovery device is known in which the evaporative gas is purged into the intake passage at a desired flow rate (see, for example, Patent Document 3 and Patent Document 4).

However, the above-described canister arrangement structure or fuel evaporative gas recovery device requires a purge valve equipped with a dedicated drive source. Particularly, in a small motorcycle for which cost reduction is desired, the number of parts is increased and the cost is increased. This is not desirable because it leads to an increase in size.

JP 2013-71486 A JP 2013-19398 A JP 2012-7537 A Japanese Patent Laid-Open No. 2016-8014

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

A throttle device according to the present invention has a throttle valve that opens and closes a main passage, a main passage, a sub-passage that bypasses the throttle valve, a body having a gas passage that introduces fuel evaporative gas into the main passage, and a passage area of the sub-passage. A first adjustment valve to be adjusted, a drive source that drives the first adjustment valve, and a second adjustment valve that is driven by the drive source with a driving force to adjust the passage area of the gas passage.

In the throttle device, the first adjustment valve is arranged to be reciprocally movable in a predetermined direction, and the second adjustment valve is arranged to be opened and closed in conjunction with the movement of the first adjustment valve. It may be adopted.

In the above throttle device, the first adjustment valve and the second adjustment valve adopt a configuration in which the second adjustment valve is arranged to move in the valve opening direction when the first adjustment valve moves in the valve closing direction. May be.

The throttle device includes a first biasing spring that biases the first adjustment valve in the valve opening direction or the valve closing direction, and a second biasing spring that biases the second adjustment valve in the valve closing direction, The adjustment valve may be configured to be maintained in contact with the first adjustment valve by the urging force of the second urging spring when driven to open and close.

In the above-described throttle device, a configuration may be adopted in which when the second adjustment valve is maintained in the closed state, the first adjustment valve is disposed so as not to contact the second adjustment valve.

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

In the above-described throttle device, the first adjustment valve is disposed so as to freely reciprocate in a predetermined direction, and the second adjustment valve is disposed so as to be opened and closed in conjunction with the movement of the first adjustment valve. The passages may be arranged in the fixed direction, the first adjustment valve may adjust the passage area of the communication passage, and the second adjustment valve may adjust the passage area of the introduction passage.

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

A fuel evaporative gas recovery system according to the present invention is a fuel evaporative gas recovery system that recovers fuel evaporative gas into an intake system of an engine, the throttle device including the casing mounted on the engine, a fuel tank, and a fuel tank interior The canister for guiding and temporarily storing the fuel evaporative gas and a pipe for connecting the connector and the canister of the casing included in the throttle device.

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

According to the throttle device and the fuel evaporative gas recovery system configured as described above, the increase in dedicated parts can be suppressed to achieve cost reduction, downsizing, etc., and fuel evaporative gas can be reliably recovered without being released to the outside. Can do.

1 is a system diagram showing a fuel evaporative gas recovery system for an engine including a throttle device according to the present invention. 1 is an external perspective view showing an embodiment of a throttle device according to the present invention. FIG. 3 is an exploded perspective view of the throttle device shown in FIG. 2. FIG. 3 is a partial cross-sectional perspective view in which a part of the throttle device shown in FIG. 2 is cut. FIG. 3 is a partial cross-sectional perspective view in which a part of the throttle device shown in FIG. 2 is cut. FIG. 3 is a cross-sectional view through the axis of the main passage of the throttle device shown in FIG. 2. It is a disassembled perspective view which shows the drive source, 1st adjustment valve, and 1st biasing spring which are contained in the throttle apparatus of this invention. It is a disassembled perspective view which shows the 2nd regulating valve, the 2nd biasing spring, and casing which are contained in the throttle apparatus of this invention. It is a perspective sectional view showing the state where the 2nd regulating valve and the 2nd energizing spring were stored in the casing. FIG. 5 is a partial cross-sectional view illustrating the operation of the first adjustment valve and the second adjustment valve included in the throttle device of the present invention and illustrating a state in which the second adjustment valve is closed. FIG. 5 is a partial cross-sectional view illustrating the operation of the first and second regulating valves included in the throttle device of the present invention and showing a state in which the second regulating valve is opened. It is a fragmentary sectional view showing other embodiments of the 1st regulating valve contained in the throttle device of the present invention. It is a characteristic view which shows the operation characteristic of the 1st regulating valve and the 2nd regulating valve in embodiment shown in FIG. FIG. 13 is a partial cross-sectional view showing another embodiment in which the casing, the first adjustment valve, and the second adjustment valve are changed in the throttle device shown in FIG. 12. It is a fragmentary 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.
As shown in FIG. 1, a throttle device 1 according to an embodiment is assembled in the middle of an intake pipe 3b downstream of an air cleaner 3a in an intake system 3 of an engine 2 mounted on a motorcycle.
Here, the throttle device 1 is provided with a rotational 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.

The motorcycle includes an engine 2 including an injector 2a for fuel injection, an intake system 3, a fuel tank 6, a canister 7, a pipe 8a connecting the fuel tank 6 and the canister 7, a canister 7 and a throttle device 1. A pipe 8b for connecting the connector 74 and a control unit 9 are provided.

The canister 7 includes a container 7a, an introduction connector 7b, a lead-out connector 7c, and a suction pipe 7d.
The container 7a stores activated carbon that temporarily adsorbs the fuel evaporative gas.
A pipe 8a that guides fuel evaporative gas from the fuel tank 6 is connected to the introduction connector 7b.
A pipe 8b that guides 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 in 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 8 a that connects the fuel tank 6 and the canister 7, and the pipe 8 b that connects the connector 74 of the throttle device 1 and the canister 7. A fuel evaporative gas recovery system that recovers to the intake system 3 is configured. The canister 7 may be disposed adjacent to the fuel tank 6 without 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 adjustment valve 41, the first biasing spring 42, and the first adjustment valve 41. And a casing 70 that houses the drive source 50, the second adjustment valve 61, the second urging spring 62, the second adjustment valve 61, and the second urging spring 62 and is connected to the body 10.

The body 10 is made of a metal material such as aluminum, and has a portion of the connecting

flange portions

11a and 11b, the main passage 12, the valve shaft hole 13 through which the valve shaft 20 passes, the sub passage 14, and a part of the gas passage for introducing fuel evaporative gas. An introductory passage 15 to be formed, a concave portion 16 that accommodates the first adjustment valve 41 and the first urging spring 42, an attachment portion 17 to which the drive source 50 is attached, and a flange portion 18 to which the casing 70 is attached are provided.

The

connection flange portions

11 a and 11 b are connected to the middle of the intake pipe 3 b so that the main passage 12 defines a part of the intake passage of the intake system 3.
Here, the connecting flange portion 11a is connected to the upstream side, and the connecting flange portion 11b is connected to the downstream side.
The main passage 12 is formed in a cylindrical shape extending in the direction of the axis L 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 is rotatably passed therethrough.
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 branch from the main passage 12 and join the main passage 12 again so as to bypass the throttle valve 30.
Here, as shown in FIGS. 4 and 5, the sub-passage 14 includes an upstream passage 14a branched from the main passage 12, a downstream passage 14b joining the main passage 12, and an upstream passage 14a as a downstream passage 14b. It is formed by a communication passage 14c that communicates.

The upstream side passage 14 a has a circular cross section on the upstream side of the throttle valve 30 and is formed so as to branch from the main passage 12 and extend obliquely.
The downstream side passage 14 b has a circular cross section and is formed so as to extend obliquely toward the main passage 12 on the downstream side of the throttle valve 30 so as to join.
The communication passage 14c has a circular cross section, and is formed to communicate the upstream passage 14a with the downstream passage 14b and to extend in the direction of the axis S1 as a predetermined direction.
Here, the axis S 1 is arranged in parallel with 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 to extend in the direction of the axis S 1, and communicates with the passage 71 of the casing 70.
A valve seat 15 a on which the second adjustment 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 direction of the axis S1.

Accordingly, when the introduction passage 15 and the communication passage 14c are processed with respect to the body 10 using a tool such as a drill, only the processing from the direction of the axis S1 is required. Can be reduced.
Similarly, when the valve shaft hole 13 is formed by drilling the body 10, since the axis S 1 and the axis S are parallel, the valve shaft hole 13, the introduction passage can be obtained simply by translating the body 10. 15 and the communication path 14c can be processed, and the manufacturing cost can be reduced by reducing the setup as described above.

In the above configuration, a gas passage for introducing the fuel evaporative gas into the main passage 12 is formed in the body 10 by the downstream passage 14 b that forms part of the introduction passage 15 and the sub passage 14.
That is, the downstream passage 14b which is a part of the sub passage 14 is also used as the gas passage.
Therefore, the position where the gas passage opens to 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 direction of the axis S1 so as to accommodate the first adjustment valve 41 and the first biasing spring 42, and the first adjustment valve 41 rotates about the axis S1. In order to avoid this, it is formed to have a substantially elliptical cross section and to define two contact surfaces 16a.
The recess 16 is formed so as to communicate with the upstream side passage 14a and the communication passage 14c of the sub passage 14, and also functions as a part of the upstream side passage or the communication passage.

As shown in FIGS. 3 and 4, the attachment portion 17 is screwed with a fitting portion 17 a to which the joint portion 54 of the driving source 50 is fitted and a screw b 1 for fastening the presser member 56 that presses the joint portion 54. A screw hole 17b is provided.
The flange portion 18 includes a joint surface 18a to which the casing 70 is joined, and a screw hole 18b into which a 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 direction of the axis S 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. .
When the valve shaft 20 is passed through the valve shaft hole 13 of the body 10, the throttle valve 30 fitted in the slit 21 is fastened by the screw b 3, thereby holding the throttle valve 30 so as to be freely opened and closed.

As shown in FIGS. 3 and 6, the throttle valve 30 is formed in a substantially disc shape with a metal material or the like, and includes a circular hole 31 through which the screw b3 passes.
The throttle valve 30 is disposed so as to open and close the main passage 12 by passing the valve shaft 20 through the valve shaft hole 13 and then passing through the slit 21 and being fixed to the valve shaft 20 by the screw b3.
The throttle valve 30 opens the main passage 12 to a desired opening degree according to the rotation of the valve shaft 20.

As shown in FIGS. 4 to 7, the first adjustment 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 adjustment 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 auxiliary passage 14.

The distal end portion 41a extends in the direction of the axis S1 and is formed in a conical shape, and is disposed so as to face the communication path 14c to define a measuring portion.
Then, the first adjustment 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.
Moreover, the front-end | tip part 41a is formed so that it can contact with the front-end | tip part 61a of the 2nd adjustment valve 61 in the axis line S1 direction, as shown in FIG.4 and FIG.5.

The cylindrical portion 41b is formed to extend in the direction opposite to the tip portion 41a in the direction of the axis S1.
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 and receives one end portion of the first biasing 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 direction of the axis S1 and to define a substantially elliptical outer contour.
Then, as shown in FIG. 6, the two detent walls 41 e come into contact with the two contact surfaces 16 a of the recess 16 to restrict the rotation of the first adjustment valve 41 about the axis S 1, and the tip portion It serves to guide 41a so as to freely reciprocate 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 41 d of the first valve body 41, and the other end engages with the bottom wall of the recess 16. Thus, they are arranged in a compressed state by a predetermined amount.
The first urging spring 42 urges the first adjustment valve 41 in the axis S1 direction as a predetermined direction, that is, in the valve opening direction in which the tip portion 41a moves away from the communication path 14c.
As a result, rattling (backlash) in the direction of the axis S1 between the female screw 41c of the first adjustment valve 41 and the male screw 52a of the drive source 50 is prevented, and the passage area can be adjusted with high accuracy.
A first biasing spring that biases the first adjustment valve 41 in the valve closing direction may be employed.

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 pulse power, and includes a rotor to which an output shaft 52 is coupled, a stator disposed around the rotor, and a winding (coil) wound around the stator. It has. As the configuration of the winding, two-phase, three-phase, five-phase, etc. can be applied.

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 distal end side.
The male screw 52 a is screwed to the female screw 41 c of the first adjustment valve 41.
Therefore, the first adjustment valve 41 moves in the valve closing direction or the valve opening direction along the axis S 1 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 formed integrally with the housing 53, and is fitted and joined to the fitting portion 17a in the attachment portion 17 of the body 10, and is pressed by the pressing member 56 and 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 presser member 56 is disposed so as to press the joint portion 54 from the outside after the joint portion 54 is fitted 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 using a metal material so as to extend in the direction of the axis S1, and as shown in FIGS. 4, 5, and 8, a tip portion 61a, a columnar portion 61b, a conical surface 61c, and a flange portion. 61d and

groove portions

61e and 61f are provided.
The second adjustment valve 61 flows through the introduction passage 15 as a gas passage by the driving force of the drive source 50 transmitted through the first adjustment valve 41 in the operation region excluding the idle operation region of the engine 2. The flow rate of the fuel evaporative gas is adjusted.

The distal end portion 61 a is formed in a columnar shape and is disposed so as to face the lower passage 14 b through the introduction passage 15.
The distal end portion 61 a is formed so as to be in contact with the distal end portion 41 a of the first adjustment valve 41 by the urging force of the second urging spring 62.
Here, when the second adjustment valve 61 is in the closed state, the tip portion 61 a is disposed so as not to contact the tip portion 41 a of the first adjustment valve 41.

As shown in FIGS. 8 and 9, the columnar portion 61 b is inserted into the guide passage 71 c of the casing 70 and guided so as to be movable in the direction of the axis S 1.
The conical surface 61c is in close contact with the seating surface 15a formed at the edge of the introduction passage 15 in the closed state. Further, the conical surface 61c adjusts the passage area of the introduction passage 15 by appropriately moving the second adjustment valve 61 in the direction of the axis S1.

The flange portion 61d is inserted into the guide passage 71b of the casing 70 and is guided so as to be movable in the direction of the axis S1.
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 passes toward the introduction passage 15.

The second urging spring 62 is a compression-type coil spring, and in the passage 71 of the casing 70, one end is engaged with the flange 61 d of the second adjustment valve 61, and the other end is a receiving surface 72 of the casing 70. And is arranged in a state compressed by a predetermined amount.
The second urging spring 62 urges the second adjustment valve 61 in the valve closing direction. That is, the urging force is exerted in the direction in which the distal end portion 61 a contacts the distal end portion 41 a of the first adjustment valve 41.

According to the above-described arrangement relationship between the first adjustment valve 41 and the second adjustment valve 61, when the second adjustment valve 61 is driven to open and close, the second adjustment valve 61 is moved to the first adjustment valve 41 by the second biasing spring 62. Maintained in contact.
Thereby, the second adjustment valve 61 can be interlocked with the movement of the first adjustment valve 41.

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

Furthermore, when the 2nd adjustment valve 61 is maintained in a valve closing state, the 1st adjustment valve 41 is arrange | positioned so that it may become non-contact with the 2nd adjustment valve 61. FIG.
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 operation region can be prevented.

According to the above configuration, when the first adjustment valve 41 is driven by the drive source 50, the second adjustment valve 61 is driven to open and close in conjunction with the movement of the first adjustment valve 41. It is opened and closed by a driving force.
Thus, since the drive source 50 for driving the first adjustment valve 41 is also used as the drive source for driving the second adjustment valve 61, a dedicated drive source for the second adjustment valve 61 is not required, Cost reduction and downsizing can be achieved by suppressing an increase in parts.

The casing 70 is formed using 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.
The passage 71 is formed by a large-diameter passage 71a, guide

passages

71b and 71c, and a small-diameter passage 71d that are sequentially arranged around the axis S1.
The passage 71 communicates with the introduction passage 15 and the downstream passage 14b, which are gas passages of the body 10.
The large-diameter passage 71a and the

guide passages

71b and 71c also function to accommodate the second adjustment 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 73 a is joined to the joint surface 18 a 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 as to be able to connect a pipe 18b for guiding the fuel evaporative gas.
That is, the casing 70 is detachably connected to the body 10 and accommodates the second adjustment valve 61 and defines a passage 71 that communicates with the introduction passage 15 and the downstream passage 14b that are gas passages.

Thus, by providing the casing 70 that accommodates the second adjustment valve 61, the second adjustment valve 61 can be easily assembled to the body 10, and the second adjustment valve 61 according to the required specifications. Can be assembled as appropriate.
In addition, when there is an existing throttle device including the first adjustment valve 41 and the drive source 50, the throttle device 1 including the second adjustment valve 61 can be easily provided simply by performing additional processing or the like on the existing body. This makes it possible to share parts, reduce the number of parts, reduce manufacturing costs, and the like.

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

First, when the engine 2 is in the idle operation region, the throttle valve 30 is in a state in which 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 again into the main passage. It is sucked into the passage 12.
In this state, the first adjustment valve 41 is appropriately driven by the drive source 50, and the tip end portion 41a adjusts the passage area of the communication passage 14c to maintain the engine idle operation in a stable state.

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

On the other hand, when the engine 2 is in an operation region other than the idle operation 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 auxiliary passage 14.
At this time, the first adjustment valve 41 does not need to be used to adjust the amount of intake air flowing through the auxiliary 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 adjustment 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 adjustment valve 61 appropriately moves in the direction of the axis S1 via the first adjustment valve 61. Then, the valve is opened, and the tip 61a adjusts the passage area of the introduction passage 15.
As a result, the fuel evaporative gas flows through the introduction passage 15 and the downstream passage 14 b as gas passages and is introduced into the main passage 12.

Specifically, as shown in FIG. 11, when the first adjustment valve 41 is driven in the valve closing direction by the drive source 50 in the operation region other than the idle operation region, the tip end portion 41 a is moved to the second adjustment valve 61. In contact with the tip 61a.
When the first adjustment valve 41 is further driven in the valve closing direction, the second adjustment valve 61 is urged by the urging force of the second urging spring 62 in conjunction with the amount of movement of the first adjustment valve 41 in the axis S1 direction. It moves in the valve opening direction while resisting.
Thereby, 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 via the introduction passage 15 and the downstream passage 14b as gas passages is adjusted.
As described above, the second adjustment valve 61 is driven to open and close by the drive control of the drive source 50 based on the opening information of the throttle valve 30 included in the throttle device 1.

As described above, according to the throttle device 1 having the above-described configuration, the drive source 50 is also used as the drive source for the second regulating valve 61, thereby suppressing an increase in dedicated parts, thereby reducing cost and size. The fuel evaporative gas can be reliably recovered without being released to the outside.
Further, by providing the second adjustment valve 61 that is opened and closed 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. The opening position is not limited to the vicinity of the throttle valve 30 or the downstream side, and 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, which is the same as the above-described embodiment except that the first adjustment valve 43 in which the tip portion 41a of the first adjustment valve 41 is changed is adopted. It is. Therefore, about the same structure, the same code | symbol is attached | subjected and description is abbreviate | omitted.

In this embodiment, the 1st adjustment valve 43 is provided with the front-end | tip part 43a, the cylindrical part 41b, the internal thread 41c, the collar part 41d, and the two detent walls 41e.
The distal end portion 43a is formed contiguously with the conical surface 43a1 and conical surface 43a1 that define a gap with the inner peripheral surface of the communication path 14c, and the cylindrical surface 43a2 that slides in close contact with the inner peripheral surface of the communication path 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 auxiliary passage 14 in the idle operation region.
The cylindrical surface 43a2 is used when the flow rate of the fuel evaporative gas flowing through the introduction passage 15 is adjusted by opening the second adjustment valve 61 in the operation region other than the idle operation region.

That is, in the idle operation region, the first adjustment valve 43 is maintained in a non-contact state with the second adjustment valve 61, and is driven in the direction of the axis S1 by the drive source 50 within the stroke range in which the conical surface 43a1 faces the communication path 14c. The position at is appropriately adjusted to adjust the passage area. Thereby, the amount of intake air flowing through the auxiliary passage 14 is adjusted.
On the other hand, when the first adjusting valve 43 is driven in the valve closing direction by the drive source 50 in the operation region other than the idle operation region, the tip is moved at the timing of transition from the conical surface 43a1 to the cylindrical surface 43a2 or the timing after the transition. The portion 43 a contacts the tip portion 61 a of the second adjustment valve 61.

When the first adjustment valve 43 is further driven in the valve closing direction, the second adjustment valve 61 is attached to the second urging spring 62 in conjunction with the amount of movement of the first adjustment valve 43 in the axis S1 direction. It moves in the valve opening direction against the force. Thereby, the 2nd regulating valve 61 opens, the passage area of the introduction passage 15 is adjusted suitably, and the flow volume of fuel evaporative gas is adjusted.

According to this embodiment, as shown in FIG. 13, only the second adjustment valve 61 can be operated in a region where the first adjustment valve 43 does not exert an adjustment action on the sub-passage 14.
Thereby, 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 adjustment valve 61 is in the open state, the first adjustment valve 43 is in a state in which the communication path 14c is closed, so that fuel evaporative gas is reliably prevented from flowing into the recess 16 through the communication path 14c. can do.
Further, since the first adjustment valve 43 does not sit on the edge of the communication passage 14c, the female screw 41c and the male screw 52a are not clogged or locked due to excessive movement, and the desired screw feeding function is maintained. can do.

14 employs a casing 170 instead of the casing 70 in the throttle device shown in FIG. 12, employs a first regulating valve 44 in which the distal end portion 43 a of the first regulating valve 43 is changed, and configures the second regulating valve 61. Instead, the second adjustment 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, about the same structure, the same code | symbol is attached | subjected and description is abbreviate | omitted.

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

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 auxiliary passage 14 in the idle operation region.
The cylindrical surface 44a2 is used when the flow rate of the fuel evaporative gas flowing through the introduction passage 15 is adjusted by opening the second adjustment valve 64 in the operation region other than the idle operation region.
The rod 44a3 is formed so as to come into contact with the second adjustment valve 64 in a detachable manner.

The second adjustment valve 63 is formed in a thin disc shape having an area covering the introduction passage 15 and is arranged to be swingable around the support shaft 63a.
The second urging spring 64 is a torsion coil spring disposed around the support shaft 63a and urges the second adjustment valve 63 to rotate 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, and accommodates the second regulating valve 63 and the second urging spring 64 and defines a passage 171 that communicates with the introduction passage 15 and the downstream passage 14b that are gas passages. Is.

That is, in the idle operation region, the first adjustment valve 44 is maintained in a non-contact state with the second adjustment valve 64, and is driven by the drive source 50 in the direction of the axis S1 within a range of the stroke where the conical surface 44a1 faces the communication path 14c. The position at is appropriately adjusted to adjust the passage area. Thereby, the amount of intake air flowing through the auxiliary passage 14 is adjusted.
On the other hand, when the first adjusting valve 44 is driven in the valve closing direction by the drive source 50 in the operation region other than the idle operation region, the rod is moved at the timing when the transition from the conical surface 44a1 to the cylindrical surface 44a2 or after the transition. 44a3 contacts the second regulating valve 64.

When the first adjustment valve 44 is further driven in the valve closing direction, the second adjustment valve 63 is attached to the second urging spring 64 in conjunction with the amount of movement of the first adjustment valve 44 in the axis S1 direction. It rotates in the valve opening direction against the force. As a result, the second adjustment 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, as described above, only the second adjustment valve 63 can be operated in a region where the first adjustment valve 44 does not exert an adjustment action on the sub-passage 14.
As a result, the adjusting operation of the first adjusting valve 44 and the adjusting operation of the second adjusting valve 63 can be completely separated to provide a play area.
In particular, when the second regulating valve 63 is in the open state, the first regulating valve 44 is in a state in which the communication path 14c is closed, so that fuel evaporative gas is reliably prevented from flowing into the recess 16 through the communication path 14c. can do.

In addition, since the first adjustment valve 44 does not sit on the edge of the communication passage 14c, the internal screw 41c and the male screw 52a are not clogged or locked due to excessive movement, and the desired screw feeding function is maintained. can do.
Further, since the second adjustment valve 63 is a thin disk and the second biasing spring 64 is a torsion coil spring, the dimension in the direction of the axis S can be reduced, and therefore the casing 170 can also be reduced. The device can be made smaller.

FIG. 15 shows a modification of the embodiment shown in FIG.
In this modified example, a tip 41a1 in which the inclination angle or the outer contour of the tip 41a of the first regulator 41 is changed is adopted with respect to the form of the first regulator 41 and the communication passage 14c shown in FIG. Has been. The inner diameter or shape of the communication path 14c may be changed as appropriate.
Then, as shown in FIG. 15, in a region other than the idle operation in which the second adjustment valve 61 is in the 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 merges with the fuel evaporative gas guided through the introduction passage 15, whereby the fuel evaporative gas can be mixed with the intake air in advance.
For example, when the concentration of the fuel evaporative gas guided from the canister 7 is high, the fuel evaporative gas is diluted in advance by intake air. Thereby, it can suppress thru | or prevent that fuel evaporative gas adheres to the wall surface of the downstream channel | path 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 adjustment valves

41, 43, 44. However, the present invention is not limited to this, and the first adjustment valve is made higher. As long as it can be driven accurately, a drive source including other actuators or a drive source including a DC motor and a speed reduction mechanism may be employed.

In the above embodiment, when the

second regulating valves

61, 63 are in the closed state, the

first regulating valves

41, 43, 44 and the

second regulating valves

61, 63 are arranged so as not to contact 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 come into contact with each other as long as the valve closing state is guaranteed.

In the said embodiment, although the case where the

1st regulating valves

41 and 43 and the 2nd regulating valve 61 were separately formed separately was shown, it is not limited to this, The 1st regulating valve of As long as the second adjustment valve is driven to open and close in conjunction with the movement, the first adjustment valve and the second adjustment valve may be integrally formed. In this case, the second biasing spring can be eliminated.

In the above embodiment, the case where the first urging spring 42 that urges the

first adjusting valves

41, 43, 44 in the direction of the axis S is employed, but the present invention is not limited to this, and rattling or backlash is not provided. If it is the structure which does not produce etc., you may abolish a 1st biasing spring.

In the above embodiment, the auxiliary passage 14 including the upstream passage 14a, the downstream passage 14c, and the communication passage 14c is shown as the auxiliary passage. However, the auxiliary passage 14 is not limited to this, and bypasses the throttle valve 30. As long as the flow rate can be adjusted by the first adjustment valve, another form of sub-passage may be adopted.

In the embodiment described above, the gas passage provided in the body 10 is configured to also serve as the downstream passage 14b that is a part of the sub-passage 14, but is not limited thereto, and a dedicated gas passage is provided. It may be provided.

In the above embodiment, the case where the

casings

70 and 170 that accommodate the

second regulating valves

61 and 63 are employed has been described, but the present invention is not limited to this. For example, if the second adjustment valve can be assembled, a configuration may be adopted in which a housing space for arranging the second adjustment valve is provided in the body, and a cover and a connector for closing the opening are provided.

As described above, the throttle device and the fuel evaporative gas recovery system of the present invention can achieve an increase in the number of dedicated parts, achieve cost reduction, downsizing, etc., and reliably release the fuel evaporative gas without releasing it to the outside. Since it can be collected, it can be applied to a motorcycle or the like that requires a reduction in size and cost, and is also useful in other vehicles.

DESCRIPTION OF SYMBOLS 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 passage (sub passage)
14b Downstream passage (sub-passage, gas passage)
S1 axis (predetermined direction)
14c Communication passage (sub-passage)
15 Introduction passage (gas passage)
30

Throttle valves

41, 43, 44 First adjustment valve 42 First urging spring 50

Drive source

61, 63

Second adjustment valve

62, 64

Second urging spring

70, 170

Casing

71, 171 Passage 74 Connector

Claims

A throttle valve that opens and closes the main passage;
A body having the main passage, a sub-passage bypassing the throttle valve, and a gas passage for introducing fuel evaporative gas into the main passage;
A first adjustment valve for adjusting a passage area of the sub passage;
A drive source for driving the first regulating valve;
And a second adjusting valve that is driven by a driving force of the driving source to adjust a passage area of the gas passage.
The first adjustment valve is arranged to reciprocate in a predetermined direction,
The second adjustment valve is arranged to be opened and closed in conjunction with the movement of the first adjustment valve.
The throttle device according to claim 1 or 2, characterized by the above.
The first adjustment valve and the second adjustment valve are arranged such that when the first adjustment valve moves in the valve closing direction, the second adjustment valve moves in the valve opening direction.
The throttle device according to claim 2.
A first urging spring that urges the first adjustment valve in a valve opening direction or a valve closing direction; and a second urging spring that urges the second adjustment valve in a valve closing direction;
When the second adjustment valve is driven to open and close, the second adjustment valve is maintained in contact with the first adjustment valve by the urging force of the second urging spring.
The throttle device according to any one of claims 1 to 3, wherein:
When the second regulating valve is maintained in a closed state, the first regulating valve is disposed so as not to contact the second regulating valve.
The throttle device according to claim 4.
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,
The gas passage includes the downstream passage and an introduction passage communicating with the downstream communication.
The throttle device according to any one of claims 1 to 5, wherein:
The first adjustment valve is arranged to reciprocate in a predetermined direction,
The second regulating valve is arranged to be opened and closed in conjunction with the movement of the first regulating valve,
The communication passage and the introduction passage are arranged in the predetermined direction,
The first adjusting valve adjusts a passage area of the communication passage;
The second regulating valve adjusts a passage area of the introduction passage;
The throttle device according to claim 6.
A casing that is detachably connected to the body and contains the second regulating valve and defines a passage communicating with the gas passage;
The casing includes a connector that can connect a pipe through which fuel evaporative gas passes.
The throttle device according to any one of claims 1 to 7, characterized in that:
A fuel evaporative gas recovery system that recovers fuel evaporative gas into an engine intake system,
The throttle device according to claim 8 mounted on the engine;
A fuel tank,
A canister for guiding and temporarily storing fuel evaporative gas in the fuel tank;
A pipe connecting the connector of the throttle device and the canister,
A fuel evaporative gas recovery system.
The second adjustment valve is driven to open and close by drive control of the drive source based on opening information of the throttle valve included in the throttle device.
The fuel evaporative gas recovery system according to claim 9.