Racing motorcycle carburetor throttle valve body system based on double-cavity cooperative control

Abstract

The invention relates to the technical field of carburetors, in particular to a racing motorcycle carburetor throttle valve body system based on double-cavity cooperative control, which comprises a carburetor body, first valve shafts and second valve shafts which are symmetrical to each other are rotationally mounted at the centers of the two ends of the inner sides of the two throttle valve assemblies correspondingly, first bevel gears are fixedly mounted at the upper ends of the two symmetrical first valve shafts, and second bevel gears are fixedly mounted at the upper ends of the two symmetrical second valve shafts; a gear box body is fixedly installed at the upper ends of the two throttle valve assemblies, and a synchronous transmission mechanism used for achieving synchronous action of the first valve shaft and the second valve shaft is arranged in the gear box body. By arranging the two sets of symmetrical throttle valve assemblies and the synchronous transmission mechanism, absolute synchronous equal-proportion opening and closing of the first valve plate and the second valve plate of the double-cavity throttle valve can be achieved, the air inflow difference is avoided, and the double-cavity throttle valve is suitable for the high-rotating-speed scene of motorcycle racing.

Description

TECHNICAL FIELD

[0001] The application relates to the technical field of carburetors, in particular to a motorcycle racing carburetor throttle valve body system based on double-cavity cooperative control. BACKGROUND

[0002] In the field of motorcycle racing, which pursues extreme speed and control, the performance of the power system is the core factor determining the victory or defeat of the competition. The accuracy, response speed and fuel utilization rate of power output are directly related to the acceleration ability, corner stability and endurance performance of the racing car, and thus affect the final result. The traditional motorcycle carburetor throttle valve body system mostly adopts a single-cavity structure design. The single-cavity structure easily leads to low intake efficiency, and air cannot smoothly and sufficiently enter the cylinder, limiting the completeness of combustion. The uneven fuel atomization is also more prominent. Part of the fuel cannot be fully mixed with air in the form of fine particles, which greatly reduces the combustion efficiency. More importantly, the throttle valve response has obvious lag. When the driver operates the throttle, the power output cannot follow the instructions in time, which seriously affects the control sensitivity and acceleration performance of the racing car.

[0003] With the continuous progress and innovation of racing technology, higher standards and higher expectations are put forward for the carburetor throttle valve body system. Under this background, a double-cavity structure carburetor emerges as the times require. However, in actual operation, under transient conditions such as sudden acceleration and high-speed gear shifting, there are problems such as poor synchronization of the opening of the throttle valves in each cavity and unstable supply of the mixed gas, which leads to a sudden stop of power output and affects the limit performance and maneuverability of the racing car. Therefore, we propose a motorcycle racing carburetor throttle valve body system based on double-cavity cooperative control. SUMMARY

[0004] The purpose of the present application is to provide a motorcycle racing carburetor throttle valve body system based on double-cavity cooperative control to solve the problems raised in the background.

[0005] The purpose of the present application can be achieved by the following technical solutions:

[0006] The motorcycle racing carburetor throttle valve body system based on double-cavity cooperative control comprises a carburetor body, two groups of throttle valve assemblies are arranged on the carburetor body, and a first valve shaft and a second valve shaft are symmetrically arranged at the center of the inner side of each group of throttle valve assemblies. A first bevel gear is fixedly installed on the upper end of each group of symmetric first valve shafts, and a second bevel gear is fixedly installed on the upper end of each group of symmetric second valve shafts. A gear box body is fixedly installed on the upper end of each group of throttle valve assemblies, and a synchronous transmission mechanism for realizing the synchronous action of the first valve shaft and the second valve shaft is arranged in the gear box body.

[0007] The synchronous transmission mechanism comprises a transmission assembly and a linkage assembly, a bearing seat is fixedly installed at the center of the inner side of the gear box, the transmission assembly penetrates the inner side of the bearing seat and is rotatable, the linkage assembly is engagedly installed at the inner side of the gear box close to the two side ports of the transmission assembly and is engaged with the first and second bevel gears respectively, the transmission assembly cooperates with the linkage assembly for simultaneously outputting torque to the first and second valve shafts.

[0008] Preferably, the transmission assembly comprises a transmission shaft rotatably installed at the inner side of the bearing seat, and a worm is fixedly installed at the two end ports of the transmission shaft.

[0009] Preferably, the linkage assembly comprises two mutually symmetrical mounting seats fixedly installed at the two sides of the inner side of the gear box, two mutually symmetrical rotating shafts are rotatably installed at the inner sides of the mounting seats, a transmission gear is fixedly installed at the center of the outer side wall of the rotating shafts, and the transmission gear is engaged with the worm.

[0010] Preferably, a third bevel gear is fixedly installed at one end port of each of the two mutually symmetrical rotating shafts, and a fourth bevel gear is fixedly installed at the other end port of each of the two mutually symmetrical rotating shafts, the first bevel gear is engaged with the third bevel gear, and the second bevel gear is engaged with the fourth bevel gear.

[0011] Preferably, the throttle valve assembly comprises a cavity structure and a valve plate structure, the cavity structure comprises a first cavity and a second cavity, a first valve shaft is rotatably installed at the center of the inner side of the first cavity, and a second valve shaft is rotatably installed at the center of the inner side of the second cavity; the valve plate structure comprises a first valve plate fixedly installed at the inner side of the first valve shaft and abutting against the inner wall of the first cavity, and a second valve plate fixedly installed at the inner side of the second valve shaft and abutting against the inner wall of the second cavity.

[0012] Preferably, a driving mechanism is further arranged in the gear box, the driving mechanism comprises a driving motor fixedly installed at the inner side of the gear box close to one side of the transmission shaft, a driving shaft is connected to the output end of the driving motor, and a transmission belt is connected between the outer side wall of the transmission shaft and the outer side wall of the driving shaft.

[0013] Preferably, the driving motor is a servo motor, a servo driver for controlling the rotating speed and direction of the driving motor is arranged on the driving motor, the servo driver is electrically connected to the electronic control unit of the carburetor body, a position sensor for detecting the opening degree of the throttle valve assembly is further arranged on the carburetor body, and the position sensor is electrically connected to the electronic control unit of the carburetor body.

[0014] Preferably, a sealing rubber ring is arranged at the edge of the first and second valve plates, and the sealing rubber ring is tightly abutted against the inner wall of the first and second cavities.

[0015] The beneficial effects of the present application are as follows:

[0016] The present application can realize the synchronous rotation of the first valve shaft and the second valve shaft by setting two groups of symmetrical throttle valve assemblies and a synchronous transmission mechanism composed of a transmission shaft and a worm in the transmission assembly and a rotating shaft, a third bevel gear and a fourth bevel gear in the linkage assembly, thereby driving the first valve plate and the second valve plate to adjust the opening degree synchronously, ensuring that the first valve plate and the second valve plate of the two throttle valve cavities can be opened and closed absolutely synchronously and proportionally, avoiding the difference in intake air caused by the asynchronous action of the traditional double-cavity throttle valve assembly, ensuring that the intake air flow of the double-cavity body is uniform and the flow is consistent, adapting to the high-speed and high-power output scene of motorcycle racing, especially in the working conditions of sudden acceleration and high-speed driving, which can significantly improve the engine intake efficiency, reduce power fluctuation and enhance the stability and explosive power of power output. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, a brief introduction will be given below to the drawings needed to be used in the embodiments or prior art description, and obviously, other drawings can also be obtained by those skilled in the art without creative effort on the premise of not paying creative effort;

[0018] Figure 1 is a schematic diagram of the overall structure of the carburetor body of the present application;

[0019] Figure 2 is a schematic diagram of the side view of the overall structure of the carburetor body of the present application;

[0020] Figure 3 is a schematic diagram of the first perspective view of the internal structure of the gear box of the present application;

[0021] Figure 4 is a schematic diagram of the second perspective view of the internal structure of the gear box of the present application;

[0022] Figure 5 is an enlarged schematic diagram of the structure of the synchronous transmission mechanism of the present application.

[0023] The reference signs in the drawings are as follows: 1, carburetor body; 2, throttle valve assembly; 21, first valve shaft; 22, first bevel gear; 23, first valve plate; 24, second valve shaft; 25, second bevel gear; 26, second valve plate; 3, gear box; 31, drive motor; 32, drive shaft; 33, transmission belt; 4, bearing seat; 41, transmission shaft; 42, worm; 5, mounting seat; 51, rotating shaft; 52, transmission gear; 53, third bevel gear; 54, fourth bevel gear. DETAILED DESCRIPTION

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] like Figures 1-4 As shown, a motorcycle racing carburetor throttle valve body system based on dual-chamber collaborative control includes a carburetor body 1. The carburetor body 1 is provided with two sets of throttle valve assemblies 2. A first valve shaft 21 and a second valve shaft 24, which are symmetrically mounted at the center of both ends of the inner side of the two sets of throttle valve assemblies 2, are respectively rotatably mounted. A first bevel gear 22 is fixedly mounted on the upper end of the two sets of symmetrical first valve shafts 21, and a second bevel gear 25 is fixedly mounted on the upper end of the two sets of symmetrical second valve shafts 24. A gearbox 3 is fixedly mounted on the upper end of the two sets of throttle valve assemblies 2. The gearbox 3 is provided with a synchronous transmission mechanism for realizing the synchronous movement of the first valve shaft 21 and the second valve shaft 24.

[0026] The synchronous transmission mechanism includes a transmission component and a linkage component. A bearing seat 4 is fixedly installed at the center of the inner side of the gearbox 3. The transmission component passes through the inner side of the bearing seat 4 and is rotatable. The linkage component is meshed and installed on the inner side of the gearbox 3 near the two ports of the transmission component, and meshes with the first bevel gear 22 and the second bevel gear 25 respectively. The transmission component and the linkage component cooperate to output torque to the first valve shaft 21 and the second valve shaft 24 simultaneously.

[0027] In a specific implementation, the carburetor body 1 is the basic installation carrier of the entire system, providing fixed support for the throttle valve assembly 2, the gear box 3 and other core components, ensuring the stability of the positions of the components during the operation of the motorcycle. The two groups of throttle valve assemblies 2 are symmetrically arranged and correspond to the air intake requirements of the motorcycle under different working conditions. The double-cavity design can improve the air intake efficiency and adapt to the high power output scene of racing cars. The first valve shaft 21 and the second valve shaft 24 are the core rotating components of the throttle valve assembly 2, used to drive the first valve plate 23 and the second valve plate 26 to realize opening adjustment. The symmetric installation ensures the consistency of the double-cavity action. The first bevel gear 22 and the second bevel gear 25 are the key meshing components for power transmission, which convert the power of the synchronous transmission mechanism into the rotational power of the valve shaft through cooperation with the linkage assembly. The gear box 3 provides a closed protection space for the synchronous transmission mechanism to avoid the influence of dust, oil stains and other impurities on the running accuracy of the transmission assembly. The bearing seat 4 is used to fix and support the transmission assembly, reduce the friction resistance when the transmission assembly rotates, and ensure the stability of the transmission assembly under high-speed operation, thereby ensuring the precision of the synchronous action of the first valve shaft 21 and the second valve shaft 24. The synchronous transmission mechanism realizes the transmission of power from the transmission assembly to the linkage assembly, and then to the first bevel gear 22 and the second bevel gear 25 through the combined structure of the transmission assembly and the linkage assembly, finally drives the first valve shaft 21 and the second valve shaft 24 to rotate synchronously, avoiding the problem of uneven air intake caused by asynchronous action of the double-cavity throttle valve.

[0028] As a technical optimization scheme of the present application, the transmission assembly includes a transmission shaft 41 rotatably installed inside the bearing seat 4, and a worm 42 fixedly installed at the both ends of the transmission shaft 41. The linkage assembly includes two mutually symmetrical mounting seats 5 fixedly installed inside the gear box 3 on both sides, two mutually symmetrical rotating shafts 51 rotatably installed inside the mounting seats 5, a transmission gear 52 fixedly installed at the center of the outer side wall of the rotating shaft 51, the transmission gear 52 being engaged with the worm 42, a third bevel gear 53 fixedly installed at one end of the rotating shaft 51, a fourth bevel gear 54 fixedly installed at the other end of the rotating shaft 51, the first bevel gear 22 being engaged with the third bevel gear 53, and the second bevel gear 25 being engaged with the fourth bevel gear 54.

[0029] In specific implementation, the transmission shaft 41 is the core power transmission shaft of the transmission assembly, which is rotatably installed through the bearing seat 4. The bearing structure inside the bearing seat 4 can reduce the radial and axial errors of the transmission shaft 41 during rotation, ensure the coaxiality of the transmission shaft 41, and further ensure the consistency of the rotational speeds of the two end worm gears 42. The worm gears 42 are fixedly installed at the two ends of the transmission shaft 41 and are symmetrically designed. The tooth profile of the worm gears 42 is matched with the transmission gears 52 in the linkage assembly. Through the meshing of the worm gears 42 and the transmission gears 52, the rotational power of the transmission shaft 41 is transmitted to the linkage assembly. Meanwhile, the worm gear transmission has the characteristics of stable transmission ratio and low noise, which meets the requirements of racing cars for transmission accuracy and quietness.

[0030] The mounting seats 5 are fixed to the inside of the gear box 3 and are symmetrically distributed. The mounting seats 5 provide stable mounting support for the rotating shaft 51, ensure the fixed positional relationship between the rotating shaft 51 and the transmission shaft 41, and further ensure the uniform meshing gap between the transmission gears 52 and the worm gears 42, thereby avoiding transmission jamming or accelerated wear caused by installation deviation. The rotating shaft 51 is rotatably installed through the mounting seat 5 and is the core power transmission shaft of the linkage assembly. One end of the rotating shaft 51 transmits power to the first bevel gear 22, and the other end transmits power to the second bevel gear 25. The transmission gears 52 are fixed to the center of the outer side wall of the rotating shaft 51. The number of teeth and the module of the transmission gears 52 are matched with the worm gears 42, and the transmission gears 52 are the key components for power connection between the linkage assembly and the transmission assembly. Through the meshing of the transmission gears 52 and the worm gears 42, the rotational power of the transmission shaft 41 is converted into the rotational power of the rotating shaft 51. The two symmetric transmission gears 52 synchronously receive the power of the worm gears 42, which can ensure that the rotational speeds of the two rotating shafts 51 are completely consistent.

[0031] The third bevel gear 53 and the fourth bevel gear 54 are fixed to the two end ports of the rotating shaft 51, and the three are coaxially rotatable. The rotational speeds of the third bevel gear 53 and the fourth bevel gear 54 on the same rotating shaft 51 are completely consistent. The first bevel gear 22 is meshed with the third bevel gear 53, which is used to transmit the power of the rotating shaft 51 to the first valve shaft 21, thereby driving the first valve shaft 21 to rotate the first valve plate 23. The second bevel gear 25 is meshed with the fourth bevel gear 54, which is used to transmit the power of the rotating shaft 51 to the second valve shaft 24, thereby driving the second valve shaft 24 to rotate the second valve plate 26. Through the two sets of meshing structures of the third bevel gear 53 and the first bevel gear 22 and the fourth bevel gear 54 and the second bevel gear 25, the same rotating shaft 51 synchronously drives the first valve shaft 21 and the second valve shaft 24. Meanwhile, the two rotating shafts 51 are symmetrically arranged, which can ensure the synchronous action of the two sets of throttle valve assemblies 2, and finally realize the cooperative control of the double-cavity throttle valve.

[0032] As a technical optimization scheme of the application, the throttle valve assembly 2 comprises a cavity structure and a valve plate structure, the cavity structure comprises a first cavity and a second cavity, a first valve shaft 21 is rotatably installed at the center of the inner side of the first cavity, and a second valve shaft 24 is rotatably installed at the center of the inner side of the second cavity; the valve plate structure comprises a first valve plate 23 fixedly installed on the inner side of the first valve shaft 21 and abutting against the inner wall of the first cavity, and a second valve plate 26 fixedly installed on the inner side of the second valve shaft 24 and abutting against the inner wall of the second cavity.

[0033] In specific implementation, the first cavity and the second cavity of the throttle valve assembly 2 are the passages for motorcycle intake, the double-cavity design can increase the intake amount, and is suitable for high-speed racing cars with high power demand; the first cavity and the second cavity are independently arranged but symmetrically arranged, so as to ensure uniform airflow distribution during intake and avoid airflow fluctuation problems during single-cavity intake; the first valve shaft 21 is rotatably installed at the center of the inner side of the first cavity, and the axis of the first valve shaft 21 coincides with the axis of the first cavity, so as to ensure uniform gap between the first valve plate 23 and the inner wall of the first cavity during rotation of the first valve plate 23; the second valve shaft 24 is rotatably installed at the center of the inner side of the second cavity, and provides support for stable rotation of the second valve plate 26; the first valve plate 23 is fixedly installed on the inner side of the first valve shaft 21, and the shape of the first valve plate 23 matches the cross section of the first cavity, and the first valve plate 23 abuts against the inner wall of the first cavity; the rotation of the first valve shaft 21 can adjust the included angle between the first valve plate 23 and the axis of the first cavity, so as to control the intake amount of the first cavity; the second valve plate 26 is fixedly installed on the inner side of the second valve shaft 24 and abuts against the inner wall of the second cavity, and the rotation of the second valve shaft 24 can adjust the intake amount of the second cavity; the double-valve-plate structure corresponds to the double-cavity, and synchronous adjustment of the intake amounts of the double cavities is realized.

[0034] As a technical optimization scheme of the application, the gear box 3 further comprises a driving mechanism, the driving mechanism comprises a driving motor 31 fixedly installed on the inner side of the gear box 3 close to the transmission shaft 41, the output end of the driving motor 31 is connected with a driving shaft 32, and the outer side wall of the transmission shaft 41 is connected with the outer side wall of the driving shaft 32 through a transmission belt 33.

[0035] In specific implementation, the driving mechanism is the power source of the entire throttle valve body system, used to provide rotary power for the transmission shaft 41, thereby driving the synchronous transmission mechanism and the throttle assembly 2 to act; the driving mechanism is installed on the inner side of the gear box 3, and the closed space of the gear box 3 can be used to protect the driving motor 31, the driving shaft 32, the transmission belt 33 and other components from external environmental interference; the driving motor 31 is fixed on the inner side of the gear box 3 close to the transmission shaft 41, which can shorten the distance between the driving shaft 32 and the transmission shaft 41, reduce the length of the transmission belt 33, and reduce the risk of slipping of the transmission belt 33 during transmission; the driving shaft 32 is connected with the output end of the driving motor 31 and is a direct component of the power output of the driving motor 31, and its rotating speed is consistent with the output rotating speed of the driving motor 31; the transmission belt 33 is connected with the outer side wall of the transmission shaft 41 and the outer side wall of the driving shaft 32, adopts a flexible transmission mode, can buffer the impact when the driving motor 31 starts, and is convenient for adjusting the transmission ratio between the transmission shaft 41 and the driving shaft 32 to adapt to the throttle adjustment speed requirement under different working conditions; the transmission belt 33 usually adopts high-strength rubber or polyurethane material, has the characteristics of wear resistance and aging resistance, and can ensure long-term stable transmission.

[0036] As a technical optimization scheme of the present application, the driving motor 31 is a servo motor, and a servo driver for controlling the rotating speed and direction of the driving motor 31 is arranged on the driving motor 31; the servo driver is electrically connected with the electronic control unit of the carburetor body 1; and a position sensor for detecting the opening degree of the throttle assembly 2 is further arranged on the carburetor body 1 and electrically connected with the electronic control unit of the carburetor body 1.

[0037] In specific implementation, the driving motor 31 is a servo motor, which has the characteristics of high rotating speed precision, fast response speed and stable torque, can accurately control the rotating speed and rotating angle of the transmission shaft 41, thereby realizing fine adjustment of the opening degree of the throttle assembly 2, adapting to the air intake requirement of the racing car under the driving states of acceleration, deceleration and constant speed, and the servo driver is used in combination with the driving motor 31 to receive the instruction of the electronic control unit of the carburetor body 1, convert the instruction into the rotating speed and direction signal of the driving motor 31, and simultaneously feed back the current, rotating speed and other operating states of the driving motor 31 to the electronic control unit in real time to form a closed loop control; the electronic control unit of the carburetor body 1 is the “control center” of the system, obtains the real-time opening degree of the first valve plate 23 and the second valve plate 26 of the throttle assembly 2 by receiving the detection signal of the position sensor, combines the engine rotating speed, throttle opening degree signal and other operating parameters of the motorcycle racing car, sends a control instruction to the servo driver, adjusts the operating state of the driving motor 31, and finally realizes dynamic and accurate control of the throttle opening degree; the position sensor is installed on the carburetor body 1, usually close to the first valve shaft 21 and the second valve shaft 24 of the throttle assembly 2, can detect the rotating angle of the first valve shaft 21 and the second valve shaft 24 in real time, and thereby calculate the opening degree of the throttle assembly 2.

[0038] As a technical optimization scheme of the present application, the edges of the first valve plate 23 and the second valve plate 26 are provided with sealing rubber rings which are tightly attached to the inner walls of the first cavity and the second cavity.

[0039] In specific implementation, the sealing rubber rings at the edges of the first valve plate 23 and the second valve plate 26 are made of oil-resistant rubber material with good elasticity, and their main function is to enhance the sealing between the first valve plate 23, the second valve plate 26 and the cavity structure. When the throttle assembly 2 is in the closed state, the sealing rubber rings can completely block the air inlet channel of the cavity to avoid air leakage and ensure the stability of the air intake amount at engine idle speed. When the throttle assembly 2 is in the open state, the sealing rubber rings can reduce the air leakage between the first valve plate 23, the second valve plate 26 and the inner walls of the cavity structure, ensure the linear correspondence between the air intake amount and the valve plate opening degree, improve the air intake control precision, and the sealing rubber rings are tightly attached to the inner walls of the first cavity and the second cavity. The tightness needs to be precisely designed to ensure the sealing and avoid excessive friction resistance when the first valve plate 23 and the second valve plate 26 rotate, which affects the response speed of the throttle assembly 2 adjustment. At the same time, the sealing rubber rings need to have certain wear resistance to cope with the wear caused by the long-term rotation of the first valve plate 23 and the second valve plate 26, and prolong the service life.

[0040] Working principle:

[0041] Firstly, the electronic control unit of the carburetor body 1 sends instructions to the servo driver of the driving motor 31 according to the operating conditions of the motorcycle speed and the throttle signal, the servo driver controls the driving motor 31 to start and output power with specific speed and direction, the output end of the driving motor 31 drives the driving shaft 32 to rotate synchronously, since the outer side wall of the transmission shaft 41 is connected with the outer side wall of the driving shaft 32 through the transmission belt 33, the rotary power of the driving shaft 32 is transmitted to the transmission shaft 41 through the transmission belt 33, so that the transmission shaft 41 stably rotates under the support of the bearing seat 4 at the center inside the gear box 3, and the two end-fixed worms 42 of the transmission shaft 41 rotate synchronously with the transmission shaft 41, completing the power transmission from the driving mechanism to the transmission assembly;

[0042] Secondly, with the rotation of the worm 42, since the rotating shaft 51 is rotatably installed inside the symmetrical mounting seat 5 fixed on both sides of the gear box 3, the transmission gear 52 at the center of the outer side wall of the rotating shaft 51 is engaged with the worm 42, the rotary power of the worm 42 drives the transmission gear 52 to rotate, and then drives the rotating shaft 51 to rotate synchronously in the mounting seat 5. Since the two groups of mounting seats 5 and rotating shafts 51 are symmetrically distributed, and the rotational speeds of the two worms 42 are consistent, the rotating states of the two rotating shafts 51 are completely same, and the third bevel gear 53 fixed at one end of the rotating shaft 51 and the fourth bevel gear 54 fixed at the other end of the rotating shaft 51 rotate coaxially with the rotating shaft 51, realizing the power shunt transmission to the two groups of bevel gears.

[0043] Finally, when the third bevel gear 53 rotates, it meshes with the first bevel gear 22 fixed on the upper end of the first valve shaft 21 in the two sets of throttle valve assemblies 2, thereby driving the first valve shaft 21 to rotate at the center inside the No. 1 cavity of the throttle valve assembly 2, and the first valve plate 23 fixed inside the first valve shaft 21 rotates synchronously with the first valve shaft 21 to adjust the intake opening of the No. 1 cavity; at the same time, when the fourth bevel gear 54 rotates, it meshes with the second bevel gear 25 fixed on the upper end of the second valve shaft 24, thereby driving the second valve shaft 24 to rotate at the center inside the No. 2 cavity, and the second valve plate 26 fixed inside the second valve shaft 24 rotates synchronously with the second valve shaft 24 to adjust the intake opening of the No. 2 cavity; in this process, the position sensor on the carburetor body 1 detects the opening of the first valve plate 23 and the second valve plate 26 in real time and feeds back signals to the electronic control unit, and the electronic control unit adjusts the driving motor 31 according to the feedback signals to ensure that the first valve plate 23 and the second valve plate 26 are always absolutely synchronous and open and close at the same proportion, realize double-cavity coordinated intake control, and adapt to the high-speed scene of motorcycle racing.

[0044] The above shows and describes the basic principles, main features and advantages of the present application. Those skilled in the art should understand that the present application is not limited to the above-mentioned embodiments, and the above-mentioned embodiments and descriptions in the specification are only to illustrate the principles of the present application. Without departing from the spirit and scope of the present application, various changes and improvements can be made to the present application, and these changes and improvements all fall within the scope of the present application.

Claims

1. Motorcycle racing carburetor throttle valve body system based on dual chamber coordinated control, comprising a carburetor body (1), characterized in that, The carburetor body (1) is provided with two groups of throttle valve assemblies (2), two groups of the throttle valve assemblies (2) are symmetrically provided with first valve shafts (21) and second valve shafts (24) at the center of the inner side of both ends, respectively, two groups of the first valve shafts (21) are fixedly provided with first bevel gears (22) at the upper end, two groups of the second valve shafts (24) are fixedly provided with second bevel gears (25) at the upper end; two groups of the throttle valve assemblies (2) are fixedly provided with gear boxes (3) at the upper end, the gear boxes (3) are provided with synchronous transmission mechanisms for realizing the synchronous action of the first valve shafts (21) and the second valve shafts (24) in the inside. The synchronous transmission mechanism comprises a transmission assembly and a linkage assembly, a bearing seat (4) is fixedly installed at the center of the inside of the gear box (3), the transmission assembly penetrates the inside of the bearing seat (4) and can rotate, the linkage assembly is engagedly installed at the inside of the gear box (3) near the two side ports of the transmission assembly and is engaged with the first bevel gears (22) and the second bevel gears (25), respectively, the transmission assembly cooperates with the linkage assembly and is used for simultaneously outputting torque to the first valve shafts (21) and the second valve shafts (24).

2. The dual cavity synergistically controlled motorcycle racing carburetor throttle valve system of claim 1 wherein, The transmission assembly comprises a transmission shaft (41) which is rotatably installed at the inside of the bearing seat (4), the transmission shaft (41) is fixedly provided with worms (42) at the two end ports.

3. The dual cavity synergistically controlled motorcycle racing carburetor throttle valve system of claim 2 wherein, The linkage assembly comprises two mutually symmetrical mounting seats (5) which are fixedly installed at the inside of the gear box (3), two mutually symmetrical mounting seats (5) are rotatably provided with rotating shafts (51) at the inside, rotating shafts (51) are fixedly provided with transmission gears (52) at the center of the outer side wall, the transmission gears (52) are engaged with the worms (42).

4. The dual cavity synergistically controlled motorcycle racing carburetor throttle valve system of claim 3 wherein, One end of the rotating shaft (51) is fixedly provided with a third bevel gear (53), the other end of the rotating shaft (51) is fixedly provided with a fourth bevel gear (54), the first bevel gear (22) is engaged with the third bevel gear (53), and the second bevel gear (25) is engaged with the fourth bevel gear (54).

5. The dual cavity synergistically controlled motorcycle racing carburetor throttle valve system of claim 1 wherein, The throttle valve assembly (2) comprises a cavity structure and a valve piece structure, the cavity structure comprises a first cavity and a second cavity, the first valve shaft (21) is rotatably installed at the center of the inside of the first cavity, and the second valve shaft (24) is rotatably installed at the center of the inside of the second cavity; the valve piece structure comprises a first valve piece (23) which is fixedly installed at the inside of the first valve shaft (21) and is attached to the inner wall of the first cavity, and a second valve piece (26) which is fixedly installed at the inside of the second valve shaft (24) and is attached to the inner wall of the second cavity.

6. The dual cavity synergistically controlled motorcycle racing carburetor throttle valve system of claim 2 wherein, The gear box (3) is further provided with a driving mechanism, the driving mechanism comprises a driving motor (31) which is fixedly installed at the inside of the gear box (3) near one side of the transmission shaft (41), the output end of the driving motor (31) is connected with a driving shaft (32), and the outer side wall of the transmission shaft (41) and the outer side wall of the driving shaft (32) are connected with a transmission belt (33).

7. A dual cavity co-operating control based motorcycle racing carburettor throttle valve system as claimed in claim 6 wherein, The driving motor (31) is a servo motor, a servo driver for controlling the rotating speed and direction of the driving motor (31) is arranged on the driving motor (31), the servo driver is electrically connected with the electronic control unit of the carburetor body (1), and a position sensor for detecting the opening degree of the throttle valve assembly (2) is further arranged on the carburetor body (1) and electrically connected with the electronic control unit of the carburetor body (1).

8. The dual cavity synergistically controlled motorcycle racing carburetor throttle valve system of claim 5 wherein, The edges of the first valve piece (23) and the second valve piece (26) are provided with sealing rubber rings which are tightly attached to the inner walls of the first cavity and the second cavity.

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