Double-chamber linkage racing carburetor throttle valve body

Abstract

The utility model relates to the technical field of throttle valve body, concretely is double -cavity linkage type racing car carburetor throttle valve body, the utility model discloses a valve body, the surface of valve body is equipped with first throttle hole and second throttle hole, the utility model discloses when first throttle shaft rotates to 45 degrees, continues to rotate, and through second gear rotation drives torsional spring to twist, drives second throttle shaft to rotate, and first throttle valve piece and second throttle valve piece rotate simultaneously, first throttle hole and second throttle hole open simultaneously at this moment, until first throttle shaft rotates 90 degrees, first throttle hole and second throttle hole are in the completely open state at this moment, through the opening of first throttle hole in the process of synchronously driving second throttle hole to open, the air intake of racing car middle section of acceleration is strengthened, avoids the generation of the power fault phenomenon of racing car acceleration, improves racing car engine performance.

Description

Technical Field

[0001] This utility model relates to the field of throttle valve body technology, specifically a dual-chamber linkage racing carburetor throttle valve body. Background Technology

[0002] The dual-chamber racing carburetor throttle valve body is a core intake component adapted to racing engines and used for precise control of intake flow and airflow pattern. Its core feature is that the valve body has two independent and linked throttle valve chambers, one main and one secondary, each equipped with a dedicated throttle valve plate and drive structure.

[0003] In the mainstream mode of existing dual-chamber racing carburetor throttle valve bodies, the secondary chamber only opens after the main chamber is fully open. This results in a slow increase in intake volume during the mid-acceleration phase of the race car, causing a power gap during acceleration and limiting engine performance. To address this, we propose a dual-chamber linkage racing carburetor throttle valve body. Utility Model Content

[0004] The purpose of this invention is to provide a dual-chamber linkage racing carburetor throttle valve body to solve the problems mentioned in the background art.

[0005] The objective of this utility model can be achieved through the following technical solutions: A dual-chamber linkage racing carburetor throttle valve body includes a valve body body. The surface of the valve body body is provided with a first throttle hole and a second throttle hole. The wall of the first throttle hole is rotatably connected to a first throttle shaft. The surface of the first throttle shaft is fixedly connected to a first throttle valve plate, and the rotation of the first throttle valve plate is used to control the opening or closing of the first throttle hole.

[0006] The second throttle hole is rotatably connected to the wall of the second throttle hole. The surface of the second throttle hole is fixedly connected to the second throttle valve plate, and the rotation of the second throttle valve plate is used to control the opening or closing of the second throttle hole. The upper and lower ends of the inner wall of the second throttle hole are provided with mounting grooves. Torsion springs are fixedly installed in both mounting grooves. The second throttle hole is sleeved on the inner ring of the two torsion springs. The ends of the two torsion springs that are close to each other are fixedly connected to the surface of the second throttle hole.

[0007] A first gear is fixedly connected to the top end of the first throttle shaft, and a second gear is fixedly connected to the top end of the second throttle shaft. A first rack is meshed with the surface of the first gear, and the surface of the first rack is movably meshed with the surface of the second gear. The number of teeth of the first gear is twice the number of teeth of the second gear.

[0008] Preferably, a sliding groove is fixedly connected to the surface of the valve body, and a second rack is fixedly connected to the end of the first rack near the first throttle hole, with the bottom ends of both the first rack and the second rack slidably connected in the sliding groove.

[0009] Preferably, a mounting block is fixedly connected to the surface of the valve body, a geared motor is fixedly mounted on the surface of the mounting block, and a third gear is fixedly connected to the output end of the geared motor.

[0010] Preferably, the surface of the third gear meshes with the surface of the second rack.

[0011] Preferably, the tooth surface of the second rack is arranged opposite to that of the gear of the first rack.

[0012] Preferably, after the first gear rotates to 45 degrees, the first rack drives the second gear to rotate.

[0013] After the first gear rotates to 90 degrees, the first throttle valve hole and the second throttle valve hole are fully open.

[0014] The beneficial effects of this utility model are: This invention utilizes a first gear, a second gear, and a first rack. The first rack slides, driving the first gear to rotate. The rotation of the first gear drives the first throttle shaft to rotate, which in turn drives the first throttle valve plate to rotate, thus opening the first throttle orifice. When the first throttle shaft rotates to 45 degrees and continues to rotate, the sliding first rack also drives the second gear to rotate. The rotation of the second gear drives the torsion spring to twist, which in turn drives the second throttle shaft to rotate. The first and second throttle valve plates rotate simultaneously, opening both the first and second throttle orifices at the same time. This continues until the first throttle shaft rotates 90 degrees, at which point both the first and second throttle orifices are fully open. By simultaneously opening the second throttle orifice during the opening of the first throttle orifice, the intake volume during mid-acceleration of the racing car is enhanced, preventing power interruption during acceleration and improving the performance of the racing car engine. Attached Figure Description

[0015] 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, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Figure 1 This is a three-dimensional structural schematic diagram of the present invention; Figure 2 This is a three-dimensional enlarged structural schematic diagram of this utility model; Figure 3 This is a utility model Figure 2 Enlarged structural diagram at point A; Figure 4 This is a partially enlarged structural schematic diagram of the second gear of this utility model.

[0016] The following labels are used in the attached diagram: 1. Valve body; 2. First throttle hole; 3. First throttle shaft; 4. First throttle valve plate; 5. First gear; 6. Second throttle hole; 7. Second throttle shaft; 8. Second throttle valve plate; 9. Second gear; 10. Torsion spring; 11. Slide groove; 12. First rack; 13. Second rack; 14. Mounting block; 15. Gear motor; 16. Third gear. Detailed Implementation

[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0018] like Figures 1-4As shown, the dual-chamber linkage racing carburetor throttle valve body includes a valve body 1. A first throttle hole 2 and a second throttle hole 6 are provided on the surface of the valve body 1. A first throttle shaft 3 is rotatably connected to the wall of the first throttle hole 2. A first throttle valve plate 4 is fixedly connected to the surface of the first throttle shaft 3, and the rotation of the first throttle valve plate 4 controls the opening or closing of the first throttle hole 2. A second throttle shaft 7 is rotatably connected to the wall of the second throttle hole 6. A second throttle valve plate 8 is fixedly connected to the surface of the second throttle shaft 7, and the rotation of the second throttle valve plate 8 controls the opening or closing of the second throttle hole 6. Mounting grooves are provided at the upper and lower ends of the inner wall of the second throttle hole 6. Torsion springs 10 are fixedly installed in both mounting grooves. The second throttle shaft 7 is sleeved on the inner rings of the two torsion springs 10, and the two torsion springs 10 are connected in phase. The ends of the first throttle shaft 3 and the second throttle shaft 7 are fixedly connected to the surface of the second throttle shaft 7. The top end of the first throttle shaft 3 is fixedly connected to the first gear 5, and the top end of the second throttle shaft 7 is fixedly connected to the second gear 9. The surface of the first gear 5 is meshed with the surface of the first rack 12, and the surface of the first rack 12 is movably meshed with the surface of the second gear 9. The number of teeth of the first gear 5 is twice the number of teeth of the second gear 9. The surface of the valve body 1 is fixedly connected to the slide groove 11. The end of the first rack 12 near the first throttle hole 2 is fixedly connected to the second rack 13. The bottom ends of the first rack 12 and the second rack 13 are slidably connected in the slide groove 11. After the first gear 5 rotates to 45 degrees, the first rack 12 drives the second gear 9 to rotate. After the first gear 5 rotates to 90 degrees, the first throttle hole 2 and the second throttle hole 6 are in a fully open state.

[0019] In practice, the first rack 12 slides to drive the first gear 5 to rotate, the first gear 5 rotates to drive the first throttle shaft 3 to rotate, the first throttle shaft 3 rotates to drive the first throttle valve plate 4 to rotate, thereby driving the first throttle hole 2 to open. When the first throttle shaft 3 rotates to 45 degrees, the first rack 12 contacts the second gear 9. After the first throttle shaft 3 rotates 45 degrees, it continues to rotate. The first rack 12 continues to slide to drive the second gear 9 to rotate. The rotation of the second gear 9 drives the torsion spring 10 to twist, driving the second throttle shaft 7 to rotate. The first throttle valve plate 4 and the second throttle valve plate 8 rotate simultaneously. At this time, the first throttle hole 2 and the second throttle hole 6 open simultaneously. This continues until the first throttle shaft 3 rotates 90 degrees. At this time, the first throttle hole 2 and the second throttle hole 6 are in a fully open state, and the power of the race car reaches its maximum value.

[0020] When the first rack 12 disengages from the second gear 9, the torsion spring 10 recovers its deformation and drives the second throttle valve hole 6 to close.

[0021] As a technical optimization of this utility model, a mounting block 14 is fixedly connected to the surface of the valve body 1, a reduction motor 15 is fixedly mounted on the surface of the mounting block 14, a third gear 16 is fixedly connected to the output end of the reduction motor 15, the surface of the third gear 16 meshes with the surface of the second rack 13, and the tooth surface of the second rack 13 is opposite to the gear of the first rack 12.

[0022] In practice, by starting the reduction motor 15, the output end of the reduction motor 15 drives the third gear 16 to rotate. The rotation of the third gear 16 drives the second rack 13 to slide in the slide groove 11, thereby driving the first rack 12 to move. The movement of the first rack 12 drives the first throttle hole 2 and the second throttle hole 6 to open.

[0023] In use, the present invention starts the reduction motor 15, which drives the third gear 16 to rotate through its output end. The rotation of the third gear 16 causes the second rack 13 to slide in the slide groove 11, thereby causing the first rack 12 to move. The sliding of the first rack 12 causes the first gear 5 to rotate, which in turn causes the first throttle shaft 3 to rotate. The rotation of the first throttle shaft 3 causes the first throttle valve plate 4 to rotate, thereby opening the first throttle hole 2. When the first throttle shaft 3 rotates to 45 degrees and continues to rotate, the sliding of the first rack 12 also causes the second gear 9 to rotate. The rotation of the second gear 9 causes the torsion spring 10 to twist, which in turn causes the second throttle shaft 7 to rotate. The first throttle valve plate 4 and the second throttle valve plate 8 rotate simultaneously. At this time, the first throttle hole 2 and the second throttle hole 6 open simultaneously until the first throttle shaft 3 rotates 90 degrees. At this time, the first throttle hole 2 and the second throttle hole 6 are in a fully open state.

[0024] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model.

Claims

1. A dual-chamber linkage racing carburetor throttle valve body, comprising a valve body body (1), characterized in that, The valve body (1) has a first throttle hole (2) and a second throttle hole (6) on its surface. The first throttle hole (2) is rotatably connected to a first throttle shaft (3). The surface of the first throttle shaft (3) is fixedly connected to a first throttle valve plate (4). The first throttle valve plate (4) rotates to control the opening or closing of the first throttle hole (2). The second throttle hole (6) is rotatably connected to the hole wall of the second throttle hole (6), and the second throttle valve plate (8) is fixedly connected to the surface of the second throttle valve plate (7). The second throttle valve plate (8) rotates to control the opening or closing of the second throttle hole (6). The upper and lower ends of the inner cavity wall of the second throttle hole (6) are provided with mounting grooves. Torsion springs (10) are fixedly installed in both mounting grooves. The second throttle valve plate (7) is sleeved on the inner ring of the two torsion springs (10). The ends of the two torsion springs (10) that are close to each other are fixedly connected to the surface of the second throttle valve plate (7). The top end of the first throttle shaft (3) is fixedly connected to a first gear (5), and the top end of the second throttle shaft (7) is fixedly connected to a second gear (9). The surface of the first gear (5) is meshed with a first rack (12), and the surface of the first rack (12) is in movable mesh with the surface of the second gear (9). The number of teeth of the first gear (5) is twice the number of teeth of the second gear (9).

2. The dual-chamber linkage racing carburetor throttle valve body according to claim 1, characterized in that, The surface of the valve body (1) is fixedly connected to a slide groove (11), and the end of the first rack (12) near the first throttle hole (2) is fixedly connected to a second rack (13). The bottom ends of the first rack (12) and the second rack (13) are slidably connected in the slide groove (11).

3. The dual-chamber linkage racing carburetor throttle valve body according to claim 2, characterized in that, The surface of the valve body (1) is also fixedly connected to a mounting block (14), and a reduction motor (15) is fixedly mounted on the surface of the mounting block (14). The output end of the reduction motor (15) is fixedly connected to a third gear (16).

4. The dual-chamber linkage racing carburetor throttle valve body according to claim 3, characterized in that, The surface of the third gear (16) meshes with the surface of the second rack (13).

5. The dual-chamber linkage racing carburetor throttle valve body according to claim 4, characterized in that, The tooth surface of the second rack (13) is arranged opposite to that of the gear of the first rack (12).

6. The dual-chamber linkage racing carburetor throttle valve body according to claim 4, characterized in that, After the first gear (5) rotates to 45 degrees, the first rack (12) drives the second gear (9) to rotate; After the first gear (5) rotates to ninety degrees, the first throttle hole (2) and the second throttle hole (6) are fully open.

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