Novel double-cavity throttle body

Abstract

The utility model relates to a novel double-cavity throttle body which comprises a shell, two air inlet valve holes are formed in the shell, a first air valve plate and a second air valve plate are arranged in the air inlet valve holes, and the shell is rotationally connected with an air valve shaft driving section on the left side of the first air valve plate. The shell is rotationally connected with a valve shaft positioning section on the right side of the second valve plate, the middle of the first valve plate and the middle of the second valve plate are connected with an assembly pipe, a sliding hole is formed in the assembly pipe, a linkage rod is arranged in the sliding hole in a sliding mode, an insertion hole is formed in the valve shaft driving section, and a linkage hole is formed in the assembly pipe of the first valve plate. A threaded hole is formed in the right end of the assembling pipe of the second air valve plate, an abutting end matched in the threaded hole in a threaded mode is arranged on the air valve shaft positioning section, and elastic mechanisms used for pushing the linkage rod to be inserted rightwards are arranged in the assembling pipes of the first air valve plate and the second air valve plate. By means of the structural arrangement, the disassembly and assembly time of the two air valve plates in the double-cavity type air damper body can be shortened.

Description

Technical Field

[0001] This utility model relates to the field of automobile engine intake control system, and in particular to a novel dual-chamber throttle body. Background Technology

[0002] In existing automotive engines, the throttle body, as a key component controlling the airflow into the combustion chamber, typically has valve plates fixed to the valve shaft by screws. Specifically, the valve shaft has mounting holes for the valve plates; these holes are elongated structures. After the valve plate is inserted into the mounting hole, it is secured by screws. However, this structure makes valve plate removal and installation cumbersome, especially in dual-chamber throttle bodies, where it is particularly noticeable. Figure 1 and Figure 2 As shown, this is the installation and fixing method of the valve plate 11 in the existing dual-chamber throttle body. The two valve plates 11 are inserted into the mounting holes 14 of the valve shaft 13 and fixed by the screws 12. The valve plates 11 are installed in the two intake valve holes of the throttle body 15. When it is necessary to disassemble and assemble the two valve plates, it will be time-consuming. Therefore, in view of the above technical problems, this application makes an improvement. Utility Model Content

[0003] This invention proposes a novel dual-chamber throttle body, which solves the aforementioned problems existing in the use of the prior art.

[0004] The technical solution of this utility model is implemented as follows: A novel dual-chamber throttle body includes a housing. Two intake valve holes are formed within the housing, and a first valve plate and a second valve plate are respectively disposed within each intake valve hole. The first valve plate is located to the left of the second valve plate. A valve shaft drive section is rotatably connected to the left side of the first valve plate, and a valve shaft positioning section is rotatably connected to the right side of the second valve plate. An assembly tube is radially fixedly connected to the middle of both the first and second valve plates. An opening facing left is formed within the assembly tube. A sliding hole is provided, in which a linkage rod is slidably disposed. An insertion hole is provided on the valve shaft drive section for inserting the linkage rod in the first valve plate. A linkage hole penetrating to the sliding hole is provided on the right end of the assembly tube of the first valve plate. The linkage hole is used for inserting the linkage rod of the second valve plate. A threaded hole penetrating to the sliding hole is provided on the right end of the assembly tube of the second valve plate. A support end threaded into the threaded hole is provided on the valve shaft positioning section. Both the assembly tubes of the first and second valve plates are provided with elastic mechanisms for pushing the linkage rod to the right.

[0005] Preferably, the assembly tubes of the first valve plate and the second valve plate are provided with reset holes on the right end of the inner sidewall of the sliding hole, and the right end of the linkage rod is fixedly connected to an outwardly extending abutment ring plate. The elastic mechanism is located in the reset hole and is used to push the abutment ring plate to the right.

[0006] Preferably, the elastic mechanism is a spring, which is sleeved on the linkage rod and its two ends abut against the left side of the reset hole and the abutment ring plate, respectively.

[0007] Preferably, the linkage rod is prismatic, and the linkage hole is a prismatic hole that can only be used for sliding engagement of the linkage rod.

[0008] Preferably, the linkage rod inside the first valve plate cannot rotate relative to the insertion hole, and the linkage rod inside the second valve plate cannot rotate relative to the linkage hole.

[0009] Preferably, a first bearing is provided on the left side of the housing, and the valve shaft drive section is rotatably fitted in the first bearing. A second bearing is provided on the right side of the housing, and the second bearing has a prismatic mounting hole. The valve shaft positioning section includes a mounting section that slides within the mounting hole.

[0010] Preferably, the left end of the abutting end is fixedly connected to a wear-resistant plate for abutting the right end of the linkage rod inside the first valve plate.

[0011] In summary, the beneficial effects of this utility model are as follows:

[0012] 1. During installation, the abutment end on the valve shaft positioning section is first threaded into the threaded hole at the right end of the assembly tube of the second valve piece. After the abutment end enters the threaded hole, it pushes the linkage rod of the second valve piece to slide to the left. After moving to the left, the linkage rod of the second valve piece enters the linkage hole at the right end of the assembly tube of the first valve piece. The linkage rod of the second valve piece continues to move to the left until the linkage rod of the first valve piece also moves to the left and inserts into the insertion hole of the valve shaft drive section. Thus, when the valve shaft drive section rotates, it synchronously drives both the first and second valve pieces. For disassembly, simply unscrew the abutment end on the valve shaft positioning section from the threaded hole. The elastic mechanism automatically pushes the linkage rods of the first and second valve pieces back to the right. The linkage rod of the second valve piece exits the linkage hole of the assembly tube of the first valve piece, while the linkage rod of the first valve piece exits the insertion hole of the valve shaft drive section. At this point, the first and second valve discs can be easily removed from the throttle body for cleaning or maintenance. This design reduces the time required to remove and install the two valve discs in a dual-chamber throttle body. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 A schematic diagram of the existing dual-chamber throttle body structure;

[0015] Figure 2 for Figure 1 A schematic diagram showing the structure after removing the housing and exploding one of the valve discs from the valve shaft;

[0016] Figure 3 This is a first structural schematic diagram of the present invention;

[0017] Figure 4 This is a schematic diagram of the second structure of the present invention;

[0018] Figure 5 This is a cross-sectional structural diagram of the present invention;

[0019] Figure 6 This is a schematic diagram of the structure of this utility model after the housing is removed and the second valve plate and valve shaft positioning section are exploded apart.

[0020] In the diagram: 11. Valve plate; 12. Screw; 13. Valve shaft; 14. Mounting hole; 15. Throttle body; 2. Body; 21. Intake valve hole; 3. First valve plate; 31. Linkage hole; 4. Second valve plate; 41. Threaded hole; 5. Assembly tube; 51. Sliding hole; 52. Reset hole; 6. Linkage rod; 61. Support ring plate; 7. Spring; 81. Valve shaft drive section; 811. Insertion hole; 82. Valve shaft positioning section; 821. Support end; 822. Assembly section; 823. Wear-resistant plate; 91. First bearing; 92. Second bearing; 921. Assembly hole. Detailed Implementation

[0021] The following will refer to the appendix in the embodiments of this utility model. Figure 3-6 The technical solutions in the embodiments of this utility model are clearly and completely described herein. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0022] Example:

[0023] like Figures 3 to 6 As shown, this utility model discloses a novel dual-chamber throttle body, including a housing 2. Two intake valve holes 21 are formed within the housing 2, each housing containing a first valve plate 3 and a second valve plate 4. The first valve plate 3 is located to the left of the second valve plate 4. A valve shaft drive section 81 is rotatably connected to the left side of the first valve plate 3, and a valve shaft positioning section 82 is rotatably connected to the right side of the second valve plate 4. An assembly tube 5 is radially fixedly connected to the middle of both the first and second valve plates 3 and 4. A sliding hole 51 with an opening facing left is formed within the assembly tube 5, and a linkage rod 6 is slidably disposed within the sliding hole 51. The linkage rod 6 is prismatic, and the linkage hole 31 is a prismatic hole that allows the linkage rod 6 to slide but not rotate. Furthermore, a section for the first valve plate 3 to slide within the valve shaft drive section 81 is provided. The linkage rod 6 is inserted into the insertion hole 811. It should be noted that the linkage rod 6 inside the first valve plate 3 cannot rotate relative to the insertion hole 811. Therefore, after the linkage rod 6 inside the first valve plate 3 is inserted into the insertion hole 811 of the valve shaft drive section 81, the rotation of the valve shaft drive section 81 will also drive the linkage rod 6 inside the first valve plate 3 to rotate. Since the linkage rod 6 is slidably set in the sliding hole 51 of the assembly tube 5, the rotation of the linkage rod 6 will drive the first valve plate 3 to rotate together. In addition, the right end of the assembly tube 5 of the first valve plate 3 has a linkage hole 31 that penetrates to its sliding hole 51. This linkage hole 31 is used for the insertion of the linkage rod 6 of the second valve plate 4. Similarly, the linkage rod 6 of the second valve plate 4 cannot rotate relative to the insertion hole 31. Therefore, after the linkage rod 6 of the second valve plate 4 is inserted into the linkage hole 31, the second valve plate 4 will rotate together with the first valve plate 3. Next, a threaded hole 41 penetrating to its sliding hole 51 is provided at the right end of the assembly tube 5 of the second valve plate 4. A supporting end 821 threaded into the threaded hole 41 is provided on the valve shaft positioning section 82. After the supporting end 821 is threaded into the threaded hole 41, it will support the linkage rod 6 of the second valve plate 4 and push the linkage rod 6 to move to the left. Finally, elastic mechanisms for pushing the linkage rod 6 to the right are provided in the assembly tubes 5 of both the first valve plate 3 and the second valve plate 4.

[0024] Regarding the setting of the elastic mechanism, specifically: the assembly tubes 5 of the first valve plate 3 and the second valve plate 4 both have a reset hole 52 on the right end of the inner side wall of the sliding hole 51, and the right end of the linkage rod 6 is fixedly connected to an outwardly extending abutment ring plate 61. The elastic mechanism is located in the reset hole 52 and is used to push the abutment ring plate 61 to the right. Specifically, the elastic mechanism is a spring 7, which is sleeved on the linkage rod 6 and its two ends abut against the left side of the reset hole 52 and the abutment ring plate 61, respectively.

[0025] The specific structure of the valve shaft drive section 81 and the valve shaft positioning section 82 rotatably engaging on the housing 2 is as follows: A first bearing 91 is provided on the left side of the housing 2, and the valve shaft drive section 81 is rotatably engaged in the first bearing 91. A second bearing 92 is provided on the right side of the housing 2. The second bearing 92 has a prismatic mounting hole 921, which is located on the inner ring of the second bearing 92. The valve shaft positioning section 82 includes a mounting section 822 that slides within the mounting hole 921. When the valve shaft positioning section 82 rotates, it drives the supporting end 821 to engage with the threaded hole 41 of the second valve plate 4. The valve shaft positioning section 82 drives the inner ring of the second bearing 92 to rotate relative to the outer ring. As the supporting end 821 and the threaded hole 41 rotate, the mounting section 822 on the valve shaft positioning section 82 can also slide within the mounting hole 921 or even disengage.

[0026] In this utility model, the left end of the supporting end 821 is fixedly connected to a wear-resistant plate 823 for supporting the right end of the linkage rod 6 inside the first valve plate 3.

[0027] During installation, the abutment end 821 on the valve shaft positioning section 82 is first threaded into the threaded hole 41 at the right end of the assembly tube 5 of the second valve plate 4. After the abutment end 821 enters the threaded hole 41, it pushes the linkage rod 6 of the second valve plate 4 to slide to the left. After the linkage rod 6 of the second valve plate 4 moves to the left, it enters the linkage hole 31 at the right end of the assembly tube 5 of the first valve plate 3. The linkage rod 6 of the second valve plate 4 continues to advance to the left until the linkage rod 6 of the first valve plate 3 also moves to the left and inserts into the insertion hole 811 of the valve shaft drive section 81. Thus, when the valve shaft drive section 81 rotates, it synchronously drives the first valve plate 3 and the second valve plate 4. During disassembly, simply unscrew the abutment end 821 on the valve shaft positioning section 82 from the threaded hole 41. The spring 7 will automatically push the linkage rod 6 of the first valve plate 3 and the second valve plate 4 back to the right. The linkage rod 6 of the second valve plate 4 disengages from the linkage hole 31 of the mounting tube 5 in the first valve plate 3, while the linkage rod 6 of the first valve plate 3 disengages from the insertion hole 811 of the valve shaft drive section 81. At this point, the first valve plate 3 and the second valve plate 4 can be easily removed from the throttle body for cleaning or maintenance. This structural design reduces the disassembly and assembly time of the two valve plates in a dual-chamber throttle body.

[0028] It should also be noted that the terms used in this utility model, such as "front", "rear", "vertical", "horizontal", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the scope of protection of this utility model.

[0029] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A novel dual-chamber throttle body, comprising a housing, wherein two intake valve holes are provided within the housing, and a first valve plate and a second valve plate are respectively disposed within the two intake valve holes, characterized in that: The first valve plate is located to the left of the second valve plate. A valve shaft drive section is rotatably connected to the left side of the first valve plate, and a valve shaft positioning section is rotatably connected to the right side of the second valve plate. Assembly tubes are radially fixedly connected to the middle of both the first and second valve plates. A sliding hole with an opening facing left is provided inside the assembly tube, and a linkage rod is slidably disposed within the sliding hole. An insertion hole for inserting the linkage rod from the first valve plate is provided on the valve shaft drive section. A linkage hole penetrating to the sliding hole is provided at the right end of the assembly tube of the first valve plate, and the linkage hole is used for inserting the linkage rod of the second valve plate. A threaded hole penetrating to the sliding hole is provided at the right end of the assembly tube of the second valve plate. A retaining end threaded into the threaded hole is provided on the valve shaft positioning section. Elastic mechanisms for pushing the linkage rod to the right are provided inside the assembly tubes of both the first and second valve plates.

2. The novel dual-chamber throttle body according to claim 1, characterized in that: The assembly tubes of the first valve plate and the second valve plate both have reset holes on the right end of the inner wall of the sliding hole. The right end of the linkage rod is fixedly connected to an outwardly extending abutment ring plate. The elastic mechanism is located in the reset hole and is used to push the abutment ring plate to the right.

3. A novel dual-chamber throttle body according to claim 2, characterized in that: The elastic mechanism is a spring, which is sleeved on the linkage rod and its two ends abut against the left side of the reset hole and the abutment ring plate, respectively.

4. A novel dual-chamber throttle body according to claim 1, characterized in that: The linkage rod is prismatic, and the linkage hole is a prismatic hole that can only be used for sliding fit of the linkage rod.

5. A novel dual-chamber throttle body according to claim 1, characterized in that: The linkage rod inside the first valve disc cannot rotate relative to the insertion hole, and the linkage rod inside the second valve disc cannot rotate relative to the linkage hole.

6. A novel dual-chamber throttle body according to claim 1, characterized in that: A first bearing is provided on the left side of the housing, and the valve shaft drive section is rotatably fitted in the first bearing. A second bearing is provided on the right side of the housing, and the second bearing has a diamond-shaped assembly hole. The valve shaft positioning section includes an assembly section that slides and fits in the assembly hole.

7. A novel dual-chamber throttle body according to claim 1, characterized in that: The left end of the abutment is fixedly connected to a wear-resistant plate for abutting the right end of the linkage rod inside the first valve plate.

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