JPH11166427A - Throttle body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase a range for controlling only a control mechanism in a device for forming an air flow rate characteristic to be non-linear and the other control mechanism is only controlled by further rotating only a relief lever after a regular use valve opening degree is set. SOLUTION: Stopper parts 8 and 9 are provided for regulating the full-closing position and a regular use valve opening position of a throttle arm 6 fixed to a throttle shaft 3. A relief mechanism is provided to function in such a manner that for rotation from the full-closing position of a relief lever 10 operated by an operation mechanism to the regular use valve opening position, the throttle arm 6 is rotated following the relief lever 10 and, for rotation exceeding the regular use valve opening position of the relief lever 10, the throttle arm 6 is butted on the stopper part 9 to rotate only the relief lever 10. A throttle bore and a throttle valve are set such that an air flow rate characteristic is non-linear by the rotation of the throttle valve.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle body used for controlling the output of an internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, this type of throttle body has
A cam mechanism connected to a throttle arm for opening and closing the throttle valve and a cam lever connected to the operation mechanism via a cam groove provided on one of the members and a roller provided on the other member; It is known that the functional relationship between the amount of rotation and the amount of opening of the throttle valve can be changed depending on the shape of the cam groove, for example, as shown by a dashed line X in FIG. 53536).

However, in the above-mentioned throttle body, the opening degree of the throttle valve always changes with the change of the rotation amount of the cam lever. For this reason, for example, in a reciprocating engine for an airplane, when an attempt is made to adopt an interlocking control mechanism of a governor mechanism for changing the throttle body and a propeller pitch (propeller inclination angle), the operation of the operation mechanism causes the throttle body and the governor mechanism to move. The throttle valve opening changes as the propeller pitch changes (characteristic line Y in FIG. 19), and the intake air amount changes. Therefore, it is impossible to operate only the governor mechanism without lowering the engine performance at the throttle valve opening in the normal range.

When the governor mechanism is employed as described above, the engine rotation controllability depends on a change in the air flow rate in a low valve opening range outside the governing speed range of the governor. Needs to be non-linear.

Accordingly, the present applicant has previously made the air flow characteristic up to the normal valve opening non-linear, and even if an interlocking control mechanism of the throttle body and other control mechanisms is employed, the throttle valve normal valve opening Japanese Patent Application Laid-Open No. 9-105337 provides a throttle body capable of operating other control mechanisms without deteriorating the engine performance. The throttle body and its interlocking control mechanism will be described with reference to FIGS.

A throttle shaft 101 rotatably penetrated through the throttle body 100 has a throttle valve 102 located inside the throttle body 100.
The throttle arm 103 is fixed to the outside of the throttle body main body 100, and these are integrally rotated about the axis of the throttle shaft 101. Further, the throttle arm 103
Is provided with a roller 104.

[0007] A cam shaft 105 is protruded from the throttle body 100, and a cam lever 1 is attached to the cam shaft 105.
The cam lever 106 is provided with a first cam surface 107 for non-linear characteristics and a second cam surface 108 for normal valve opening degree characteristics centering on the cam shaft 105. The roller 104 is slidably fitted.

An operating mechanism 109 provided separately from the throttle body main body 100 is provided with a lever 112 which rotates about a support shaft 111 by rotating the operating end 110.
And a first push-pull cable 113 having one end connected to the lever 112 and the other end connected to the cam lever 106 of the throttle body 100, and a propeller having one end connected to the lever 112 and the other end serving as a control mechanism. And a second push-pull cable 115 connected to the pitch changing governor mechanism 114.

The propeller pitch changing governor mechanism 114 pushes (moves downward in FIG. 14) the push-pull cable 115 so that the inclination angle of the propeller 116 is changed from β ₁ to β as shown in FIG. _Two
This is a known mechanism, for example, disclosed in Japanese Patent Application Laid-Open No. 9-105337.

When the operating end 110 is rotated in the direction of the arrow from the fully closed state (idle opening state) of the throttle valve in FIG. 14, both push-pull cables 113 and 115 are pushed, and the first push-pull cable 113 causes the cam lever to move. 14 rotates counterclockwise in FIG. 14, and the first cam surface 107 causes the throttle arm 103 to rotate in the opening direction via the roller 104 to rotate the throttle valve 1.
02 is increased, and the governor mechanism 114 for changing the propeller pitch is operated by the second push-pull cable 115 to increase the inclination angle of the propeller 116.

Further, when the operation end 110 is rotated in the direction of the arrow, the roller 104 is moved to the first cam surface 107 and the second cam surface 10.
8 to the start end of the second cam surface 108 through the curved surface R connecting to the throttle valve 8, and the throttle valve 102 has the normal valve opening. That is, the throttle valve 102 is connected to the point A in FIG.
Become common valve opening at point B in the non-linear flow characteristic (air flow rate characteristic) showing the fully closed state with solid lines Z ₁ of.

Then, the operating end 110 is further moved in the direction of the arrow.
When rotated, the cam lever 106 is further deflected in FIG.
It turns clockwise to reach the state shown in FIG.
Is the roller 104 an arc surface centered on the cam shaft 105
To move to the second cam surface 108,
The rotary valve 102 has a characteristic line Z shown by a solid line in FIG. ₁
The normal valve opening of the points B to C is maintained.

Further, the push-pull cable 115 is pushed after the normal valve opening point B of the throttle valve 102, and the inclination angle (propeller pitch) of the propeller 116 increases as shown by a characteristic line Y shown by a dotted line in FIG. . Therefore, the speed can be controlled by changing the propeller pitch without lowering the engine performance by maintaining the throttle valve 102 at the normal valve opening.

[0014]

Problems to be Solved by the Invention FIGS.
As shown in (1), in the case where the opening of the throttle valve 102 is controlled by a cam system, the connecting region between the first cam surface 107 and the second cam surface 108 must be formed by a curved surface R. This is because if the connection area is formed by a corner surface, the roller 104 is caught or performs a stepped operation to prevent a smooth transition.

[0015] However, forming this way the connecting region to the curved surface R, the solid characteristic Z ₁ in FIG. 19, as the R ₁ just before reaching the regular valve opening (fully open degree) B point of the throttle valve 102 The cam lever 10
Governor conventional range Q ₁ only 6 is rotated becomes narrow. As a result, the degree of freedom of changing the propeller pitch in the governor normal range is narrowed, and accordingly, the engine performance cannot be fully utilized.

[0016] The present invention eliminates the curved portion R ₁ in the above characteristics Z _1, the design of other control mechanisms, such as the governor mechanism for changing propeller pitch in the governor conventional range Q ₁ broadly to conventional valve opening range It is an object of the present invention to provide a throttle body that increases the degree of freedom.

[0017]

In order to solve the above-mentioned problems, a first aspect of the present invention provides a stopper which regulates a fully closed position and a normal valve opening position of a throttle arm fixed to a throttle shaft; When the relief lever operated by the operating mechanism is rotated from the fully closed position to the service valve opening position, the throttle arm follows and rotates the relief lever, and when the relief lever is rotated beyond the service valve opening position, the throttle arm rotates. A relief mechanism is provided in which the arm hits the stopper and only the relief lever rotates,
Further, the throttle bore and the throttle valve are set such that the air flow characteristic becomes non-linear due to the rotation of the throttle valve.

In the present invention, when the relief lever is fully closed, the throttle arm is fully closed, and when the relief lever is rotated in the opening direction from this fully closed state, the throttle arm also follows the opening direction and the throttle valve is rotated. Rotates in the opening direction. By this rotation, the air flow rate in the air passage formed by the throttle bore and the throttle valve has a set non-linear flow rate characteristic (Za part in FIG. 12).

When the throttle arm rotates to the normal valve opening position and abuts against the stopper, the rotation is momentarily stopped, and thereafter only the relief lever can further rotate in the opening direction.

Therefore, as shown in FIG. 12, the connecting portion between the non-linear flow characteristic portion Za and the characteristic portion Zb in which only the relief lever rotates becomes an angular shape as shown by a point B 'in FIG. . That is, there is no curved connecting region R ₁ that are found in the prior art.

Therefore, as shown in FIG. 12, the range in which only the relief lever can be turned at the normal valve opening degree is the same as that of the conventional Q.
Is expanded from ₁ to Q _2, for example, when operating the other control mechanisms without reducing engine performance by keeping common valve opening state of the throttle valve, the design flexibility of the control mechanism increases.

[0022]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described based on the embodiments shown in FIGS.

FIGS. 1 to 12 show a first embodiment, FIGS. 1 to 5 show a fully closed state of a throttle valve in a throttle body, and FIGS. 6 to 8 show a normal valve opening state of a throttle valve (FIG. 1). 9 to 11 show a state in which the relief valve is turned while maintaining the normal valve opening state, and FIG. 12 shows an air flow rate with respect to the relief lever opening degree in the throttle body. It is a figure showing a characteristic.

In the figure, a throttle bore 2 is formed in a throttle body main body 1, and a throttle shaft 3 is rotatably penetrated through the throttle body 2 through the throttle bore 2. The throttle shaft 3
A throttle valve 4 is fixed in the bore 2.
The air passage 5 formed by the throttle bore 2 and the throttle valve 4 has an air flow rate change from a fully closed state (idle opening state) of the throttle valve 4 to a normal valve opening state (for example, fully open state). Point A shown in FIG.
And B ′ is set to have a non-linear characteristic Z _2. For example, as shown in FIG. 4, the lower inner surface 2 a of the throttle bore 2 is formed into a spherical surface so that the throttle valve 4 has a low opening degree in a low opening region. Try to be non-linear. To make the air flow characteristic non-linear in this way, the throttle valve 4
May be a spherical valve.

A throttle arm 6 is fixedly secured to one end of the throttle shaft 3 protruding from the throttle body main body 1.
Has a first locking portion 6a at one end and a second locking portion 6 at the other end.
b are formed by bending in the direction parallel to the axis of the throttle shaft 3, respectively.

The other end of the throttle shaft 3 is provided with a biasing means 7 composed of a coil spring. The biasing means 7 integrally connects the throttle shaft 3, the throttle valve 4 and the throttle arm 6. In the normally open direction (counterclockwise in FIG. 1).

On the outer surface of the throttle body 1, a fully closing stopper 8 made of a screw is provided on the rotation locus of the first locking portion 6a of the throttle arm 6 and on the closing direction. In addition, the first locking portion 6a abuts on the fully closed stopper portion 8 to regulate and hold the fully closed position (idle opening position) of the throttle valve 4. The stopper portion 8 is screwed to a member 1a on the throttle body main body 1 side, and by rotating a screw which is a stopper portion 8 for fully closing, the amount of protrusion is changed to fully close the throttle valve 4. The position can be adjusted.

Further, on the outer surface of the throttle body 1, a full-opening stopper portion 9 is provided so as to protrude on the rotation locus of the first locking portion 6 a of the throttle arm 6 and on the opening side. When the first locking portion 6a abuts on the fully closed stopper 9, the normal valve opening position of the throttle valve 4 is regulated and held.

At one end of the throttle shaft 3 having the throttle arm 6, a relief lever 10 is rotatably inserted. That is, as shown in FIG.
Is rotatably fitted to the throttle shaft 3 via a dry bearing 12.

The relief lever 10 has a fitting portion 10a fitted to the throttle shaft 3 as described above, and a first locking portion 6 of the throttle arm 6 from the fitting portion 10a.
The stopper portion 10b protruding toward the a side, the lever portion 10c protruding from the fitting portion 10a toward the second locking portion 6b, and the spring receiving portion 10d are integrally formed. The stopper portion 9 for full opening is set so as to be located in the turning locus, and the lever portion 10c is set so that the second locking portion 6b is located in the turning locus.

Further, as shown in FIG. 6, the relationship between the relief lever 10 and the throttle arm 6 is such that the first locking portion 6a of the throttle arm 6 comes into contact with the full-open stopper portion 9 and the relief lever 10 Lever part 10c
When the side end of the lever abuts on the second locking portion 6b of the throttle arm 6, a gap corresponding to a predetermined rotation angle (relief angle) θ between the stopper portion 10b of the relief lever 10 and the full-opening stopper portion 9 is provided. Is set to occur. Pivoting stroke of the rotation angle θ section relief lever 10 corresponds to the governor conventional range Q ₂ in FIG. 12.

The collar 1 in the relief lever 10
As shown in FIG. 5, a holding spring 13 composed of a coil spring is provided on the outer periphery of the throttle arm 1.
The other end is hooked on the spring receiving portion 10d of the relief lever 10 to urge the throttle arm 6 and the relief lever 10 in opposite directions. The urging force of the holding spring 13 is set weaker than the urging force of the urging means 7. The holding spring 13 is provided on the throttle body 1.
After being mounted on the engine, it is removed and temporarily attached at the time of factory shipment. Therefore,
The holding spring 13 is detachably attached.

That is, when the throttle body is not attached to the engine, the throttle arm 6 and the relief lever 10 have a free movement of θ as shown in FIG. Need to be prevented. After being attached to the engine, the push-pull cable 113 is connected to the relief lever 10 as described later, so that the holding spring 13 becomes unnecessary. However, since there is no problem even in the attached state, it is not always necessary to remove it.

The lever portion 10c of the relief lever 10 has the first structure shown in FIG.
One end of the push-pull cable 113 is connected.
The other end of the first push-pull cable 113 is connected to the lever 112 of the operating mechanism 109 shown in FIG.
By rotating the relief lever 10, the relief lever 10 is opened and closed. Further, also in this embodiment, similarly to the above-mentioned conventional case, the lever 112 is attached to another second
A control mechanism 114 similar to the above-described conventional one, for example, a governor mechanism for changing the propeller pitch is provided in an interlocking relationship via a push-pull cable 115.

Next, the operation of the above embodiment will be described. In the fully closed state of FIG. 1 to a throttle valve 4 shown in FIG. 5 (idle opening state), the air flow rate is in the point A of the characteristic Z ₂ in FIG. Further, when the control unit 114 is a governor mechanism for changing propeller pitch, propeller 116 is in the position of the inclination angle beta ₁ of solid line shown in FIG. 18.

From this state, the operating mechanism 10 shown in FIG.
When the operation end 110 of FIG. 9 is turned in the direction of the arrow in FIG. 14, the lever 112 is turned in the direction of the arrow, and the first and second push-pull cables 113 and 115 are pushed downward in FIG.

When the first push-pull cable 113 is pushed, the relief lever 10 in the state of FIG. 1 is pushed and rotated around the throttle shaft 3 in the counterclockwise direction of FIG. With the rotation of the relief lever 10,
The throttle arm 6 rotates in the opening direction in synchronization with the relief lever 10 while the second locking portion 6b is locked to the side end of the relief lever 10 by the biasing force of the biasing means 7. Opening of the throttle valve 4 is increased by this rotation, the air flow rate is increased from point A as a non-linear flow characteristics section Za in solid characteristic Z ₂ in FIG. 12, a conventional valve opening B ' In the vicinity, the amount is increased by a straight characteristic line.

Further, when the relief lever 10 is rotated, as shown in FIGS.
When "a" comes into contact with the full-open stopper portion 9, the time becomes the normal valve opening of the throttle valve 4 (for example, full opening), further rotation of the throttle arm 6 is instantaneously stopped, and the predetermined normal valve opening is started. Degree is maintained. That is,
Characteristics Za in the characteristic Z ₂ in FIG. 12 reaches linearly point B '.

Further, since the second push-pull cable 115 is also pushed by the opening operation, the governor mechanism 1
14 also operates, and the propeller pitch (tilt angle) of the propeller 116 shown in FIG. 18 increases as shown by the characteristic Y in FIG.

In the normal valve opening state, as shown in FIG. 6, since the stopper portion 10b of the relief lever 10 and the fully open stopper portion 9 have a relief angle of a rotation angle θ, the operating end 110 is further rotated. be able to. Therefore, when the operation end 110 is further rotated in the direction of the arrow, only the relief lever 10 is further rotated counterclockwise in FIG. 6 while the throttle arm 6 is stopped in the normal valve opening state, and the second push-pull operation is performed. The cable 115 is further pushed to control the governor mechanism 114 to further increase the propeller pitch.

The stopper portion 10b of the relief lever 10 is fully opened as shown in FIGS.
, The relief rotation also stops. As described above, the rotation of the throttle arm 6 is
, The relief rotation can be started from the moment of the stop, as shown in FIG.
The air flow rate characteristic line Z _2, eliminating the curved connecting region R ₁ shown by a broken line seen in the conventional characteristic line Z _1, consisting of straight lines connecting portion between the valve transient use zone with conventional valve opening range Can be connected in a horn shape.

Therefore, as shown in FIG. 12, the normal valve opening point of the throttle valve 4 is changed from the conventional point B to B '.
Moves to the point, the governor conventional range becomes between the points B'-C, the range can be expanded from the conventional Q ₁ at Q _2, it is possible to utilize the engine performance sufficiently.

The engagement relationship between the throttle arm 6 and the relief lever 10 is determined by using a pin 20 protruding from the throttle arm 6 as shown in FIG. On the relief lever 10 side,
The engagement long hole 21 which slidably fits 0 may be formed in an arc shape around the throttle shaft 3 to form the relief angle θ.

In the above embodiment, the control mechanism 114
This is an example in which is used for an airplane throttle body with a governor mechanism for changing the profile pitch of the airplane.
Even when the throttle body of the present invention is used for a throttle body of a marine engine, the same function and effect can be exhibited.

Further, in an automobile engine, the accelerator pedal can be depressed even when the throttle valve is fully open, and the accelerator pedal is depressed when the throttle valve is fully open, thereby controlling the fuel increase correction mechanism. Alternatively, the throttle body of the present invention may be diverted.

Further, the present invention can be applied to a throttle body using a sensor or the like as another control mechanism.

[0047]

As described above, according to the present invention, the air flow characteristics can be made non-linear, and only the relief lever can be further rotated after the normal valve opening to control only the other control mechanisms. The range in which only other control mechanisms can be operated without deteriorating the engine performance can be expanded as compared with the conventional control mechanism, and the degree of freedom in designing the control mechanism increases by that much, and the engine performance can be improved. Improvement can be achieved.

[Brief description of the drawings]

FIG. 1 is a front view of a throttle body showing an embodiment of the present invention.

FIG. 2 is a plan view of FIG. 1;

FIG. 3 is a right side view of FIG. 1;

FIG. 4 is a front view in which a part of a throttle bore in FIG. 1 is cut away.

FIG. 5 is an enlarged sectional view taken along line DD in FIG. 2;

FIG. 6 is a front view showing a state in which the throttle body shown in FIG. 1 is opened to a service valve opening point;

FIG. 7 is a plan view of FIG. 6;

FIG. 8 is a right side view of FIG. 6;

FIG. 9 is a front view showing a state where the relief rotation is performed in the throttle body shown in FIG. 1;

FIG. 10 is a plan view of FIG. 9;

FIG. 11 is a right side view of FIG. 9;

FIG. 12 is a characteristic diagram showing a relationship between a relief lever opening and an air flow rate according to the present invention.

FIG. 13 is a view showing another example of the present invention and showing another example of an engagement relationship between a throttle arm and a relief lever.

FIG. 14 is a front view showing a conventional throttle body and a control unit.

FIG. 15 is a right side view showing a conventional throttle body.

FIG. 16 is a plan view of FIG. 15;

FIG. 17 is a front view showing a relief state of the throttle body in FIG. 14;

FIG. 18 is a side view showing a tilt angle of a propeller to be controlled.

FIG. 19 is a characteristic diagram showing a relationship between a rotation amount of a cam lever and a throttle valve opening in a conventional throttle body.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Throttle body main body 2 ... Throttle bore 3 ... Throttle shaft 4 ... Throttle valve 5 ... Air passage 6 ... Throttle arm 6a, 6b ... Locking part 8, 9 ... Stopper part 10 ... Relief lever 109 ... Operating mechanism

Claims (1)

[Claims] A stopper for regulating a fully closed position and a service valve opening position of a throttle arm fixed to a throttle shaft; and a rotation of a relief lever operated by an operating mechanism from a fully closed position to a service valve opening position. In operation, the throttle arm follows the relief lever and rotates,
When the relief lever rotates beyond the normal valve opening position, a relief mechanism is provided in which the throttle arm hits the stopper and only the relief lever rotates, and the throttle bore and throttle valve are moved by the rotation of the throttle valve. Characterized in that the throttle body is set to be non-linear.