Orifice opening adjusting mechanism

Abstract

The utility model relates to the technical field of engine throttle, disclose a throttle opening degree adjusting mechanism can provide stable airflow adjusting structure, the utility model discloses a throttle body is equipped with the air inlet, and the air inlet includes first air hole, adjusting channel and second air hole along the gas circulation direction in proper order, adjusting valve is slidably arranged in adjusting channel, and adjusting valve is equipped with throttle orifice, and the throttle orifice can be connected first air hole and second air hole, and the opening degree of throttle orifice can change along with adjusting valve sliding through the sliding adjusting valve, drive part is used for driving adjusting valve along adjusting channel sliding.

Description

Technical Field

[0001] This utility model relates to the field of engine throttle valve technology, and in particular to a throttle orifice opening adjustment mechanism. Background Technology

[0002] The core function of the engine intake system is to provide precisely metered air to the combustion chamber. As a key component for intake volume control, the throttle mechanism's adjustment accuracy, response speed, and operational stability directly determine the engine's air-fuel ratio balance, combustion efficiency, and power output performance. It needs to adapt to the intake demand in real time under all operating conditions, including idling, acceleration, cruising, and high load, to avoid problems such as idling vibration, poor power delivery, increased fuel consumption, or excessive pollutant emissions caused by intake volume deviation. Currently, most mainstream engine throttle mechanisms on the market adopt a rotary throttle valve design. Its core structure is as follows: a circular valve seat is set in the throttle valve body, and a rotatable butterfly valve plate is assembled in the center of the valve seat. The valve plate is driven by a drive motor to rotate around the rotating shaft, and the intake opening is adjusted by the change of the overlap area between the valve plate and the valve seat. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a throttle orifice opening adjustment mechanism that can provide a stable airflow adjustment structure.

[0004] On one hand, the orifice opening adjustment mechanism according to an embodiment of the present invention includes: The throttle body is provided with an air intake passage, which includes a first air hole, an adjustment channel and a second air hole in sequence along the gas flow direction; A regulating valve is slidably disposed in the regulating channel. The regulating valve is provided with a throttling orifice, which can connect the first air orifice and the second air orifice. By sliding the regulating valve, the opening of the throttling orifice can change as the regulating valve slides. A driving element is used to drive the regulating valve to slide along the regulating channel.

[0005] According to some embodiments of this utility model, the width of the throttling orifice varies from top to bottom in a gradual, curved, or stepped manner.

[0006] According to some embodiments of the present invention, the driving component is provided with a driving shaft, and the regulating valve includes: The valve core is driven by the drive shaft to move in the vertical direction. The valve body has a valve core disposed within it, and a throttling orifice disposed on the wall of the valve body. The valve body is capable of sliding along the regulating channel.

[0007] According to some embodiments of the present invention, the regulating valve further includes an elastic element disposed between the driving element and the valve body.

[0008] According to some embodiments of the present invention, the drive shaft and the valve core are threadedly connected, the valve core is provided with a reference surface, and the drive shaft can abut against the reference surface.

[0009] According to some embodiments of the present invention, the valve core is provided with a horizontally arranged through hole, and the reference surface is provided on the wall surface below the through hole.

[0010] According to some embodiments of the present invention, the throttle body is provided with a limiting shaft, the regulating valve is provided with a limiting groove, and the limiting shaft can slide along the limiting groove.

[0011] According to some embodiments of this utility model, one of the valve core and the valve body is provided with a slot, and the other is provided with a locking block. The locking block and the slot can cooperate to enable the valve core and the valve body to move together.

[0012] According to some embodiments of the present invention, the adjustment channel is disposed in the throttle body along the vertical direction, the first air hole is disposed below the adjustment channel, and the second air hole is disposed on the side of the adjustment channel.

[0013] According to some embodiments of this utility model, the driving component is a lead screw motor.

[0014] The embodiments of this utility model have at least the following beneficial effects: Smooth Adaptation of Orifice Opening and Airflow: Relying on the continuous adjustment characteristics of the staggered design, the orifice opening can change linearly with the sliding of the regulating valve, thereby allowing the resistance and flow rate of the airflow through the orifice to be adjusted synchronously and smoothly. When the opening is increased, the airflow resistance decreases and the flow rate increases, meeting the intake requirements of the engine under high load conditions; when the opening is decreased, the airflow resistance increases and the flow rate decreases, adapting to the stable intake requirements under low load conditions. There are no sudden changes in airflow parameters throughout the process, effectively improving the smoothness of the intake system operation. Rapid response capability under all operating conditions: The sliding adjustment structure eliminates the gap transmission link of the traditional rotary throttle valve. The drive component can directly drive the adjustment valve to move along the adjustment channel without overcoming the mechanical lag of the rotating parts. Therefore, when switching operating conditions (such as switching from idle speed to acceleration), it can quickly adjust the overlap state of the throttle orifice and the two air orifices, so that the intake parameters can quickly adapt to the current operating conditions and avoid poor power connection or increased energy consumption due to adjustment delay. High precision and high sealing performance are guaranteed: The regulating valve and regulating channel adopt a sliding guide structure, which has no radial offset during the sliding process. This ensures that the overlapping area of ​​the throttle orifice and the two air holes is always accurately controllable, reducing intake metering errors caused by structural deviations. At the same time, a sealing ring can be set on the outside of the regulating valve to fit tightly against the inner wall of the regulating channel, effectively blocking the infiltration of gas from outside the air passage or the leakage of gas inside the air passage, avoiding the instability of intake parameters due to leakage. With the protection of the dual structure, the regulation accuracy and sealing performance of the intake system are significantly improved, providing reliable support for stable combustion of the engine and reduction of pollutant emissions.

[0015] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0016] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the overall structure of the throttle valve according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the overall structure of the throttle valve according to an embodiment of the present invention; Figure 3 This is an enlarged structural diagram of the dashed portion of an embodiment of this utility model; Figure 4 This is a schematic diagram of the structure of the regulating valve and the driving component according to an embodiment of the present invention; Figure label: Throttle body 100, first air port 110, adjustment channel 120, second air port 130, limit shaft 140; Control valve 200, throttle orifice 210, valve core 220, through hole 221, valve body 230; Drive component 300, drive shaft 310; Elastic element 400. Detailed Implementation

[0017] The following will describe several embodiments of the present invention, including embodiments corresponding to the accompanying drawings. It should be understood that the drawings are used to assist in understanding the technical features and technical solutions of the present invention, and should not be construed as limiting the scope of protection of the present invention.

[0018] The following will provide a clear and complete description of the concept, specific structure, and technical effects of this utility model in conjunction with the embodiments and accompanying drawings, so as to fully understand the purpose, solution, and effects of this utility model. It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0019] It should be noted that, unless otherwise explicitly defined, when a feature is referred to as "fixed," "connected," or "installed" on another feature, it can be directly fixed or connected to the other feature, or it can be indirectly fixed or connected to the other feature. The terms "fixed," "connected," and "installed" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0020] It should be noted that the descriptions of orientations or positional relationships indicated by terms such as up, down, left, right, top, bottom, front, back, inside, and outside used in this utility model are based on the orientations or positional relationships indicated by the accompanying drawings or embodiments. They are only for the purpose of facilitating the description of this utility model and simplifying the description, and are not intended to 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 limitations on this utility model.

[0021] It should be noted that the term "and / or" used in this utility model includes any combination of one or more of the related listed items, "several" means one or more, "multiple" means two or more, "greater than", "less than", "exceeding" are understood to exclude the number itself, and "above", "below", "within" are understood to include the number itself.

[0022] It should be noted that the use of "first" and "second" in this utility model is only for the purpose of distinguishing technical features, and should not be construed as indicating or implying relative importance, or implicitly indicating the number of technical features indicated, or implicitly indicating the order of the technical features indicated.

[0023] It should be noted that, unless otherwise expressly defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in this specification is for the purpose of describing particular embodiments only and not for limiting the scope of the invention.

[0024] Reference Figures 1-4 The basic embodiment of the first aspect of this utility model provides a throttle orifice opening adjustment mechanism, comprising: The throttle body 100 is provided with an air intake passage, which includes a first air hole 110, an adjustment channel 120 and a second air hole 130 in sequence along the gas flow direction. The regulating valve 200 is slidably disposed in the regulating channel 120. The regulating valve 200 is provided with a throttle orifice 210, which can conduct the first air hole 110 and the second air hole 130. The opening degree of the throttle orifice 210 can change as the regulating valve 200 slides through the regulating valve 200. The drive component 300 is used to drive the regulating valve 200 to slide along the regulating channel 120.

[0025] According to embodiments of this utility model, by such a configuration, at least the following effects can be achieved: Smooth Adaptation of Orifice Opening and Airflow: Relying on the continuous adjustment characteristics of the staggered design, the opening of the orifice 210 can change linearly as the regulating valve 200 slides, thereby allowing the resistance and flow rate of the airflow through the orifice 210 to be adjusted synchronously and smoothly. When the opening increases, the airflow resistance decreases and the flow rate increases, meeting the intake requirements of the engine under high load conditions; when the opening decreases, the airflow resistance increases and the flow rate decreases, adapting to the stable intake requirements under low load conditions. There are no sudden changes in airflow parameters throughout the process, effectively improving the smoothness of the intake system operation. Rapid response capability under all operating conditions: The sliding adjustment structure eliminates the gap transmission link of the traditional rotary throttle valve. The drive component 300 can directly drive the regulating valve 200 to move along the regulating channel 120 without overcoming the mechanical lag of the rotating parts. Therefore, when switching operating conditions (such as switching from idle speed to acceleration), it can quickly adjust the overlap state of the throttle orifice 210 and the two air holes, so that the intake parameters can quickly adapt to the current operating conditions and avoid poor power connection or increased energy consumption due to adjustment delay. High precision and high sealing performance are ensured: The regulating valve 200 and the regulating channel 120 adopt a sliding guide structure, with no radial offset during the sliding process. This ensures that the overlapping area of ​​the throttle orifice 210 and the two air holes is always accurately controllable, reducing intake metering errors caused by structural deviations. At the same time, a sealing ring can be set on the outside of the regulating valve 200 to fit tightly against the inner wall of the regulating channel 120, effectively blocking the infiltration of gas from outside the air passage or the leakage of gas inside the air passage, avoiding damage to the stability of intake parameters due to leakage. With the protection of the dual structure, the regulation precision and sealing performance of the intake system are significantly improved, providing reliable support for stable combustion of the engine and reduction of pollutant emissions.

[0026] It should be noted that as the regulating valve slides, the opening of the throttle orifice 210 will also change due to the misalignment with the air orifice. The opening of the throttle orifice 210 is the area of ​​the throttle orifice 210 that can allow air to pass between the first air orifice 110 and the second air orifice 130.

[0027] In some embodiments, the width of the orifice 210 changes from top to bottom in a gradual, curved, or stepped manner. The core value of designing the orifice 210 width to change gradually from top to bottom in a gradual, curved, or stepped manner lies in achieving customized adaptation of the idle flow curve. The gradual change corresponds to the opening area increasing or decreasing linearly with height, which can output a stable flow gradient, suitable for scenarios with high requirements for idling intake stability, and avoids idling vibration caused by flow fluctuations; The curve-shaped change, through non-linear adjustment of the opening area, can accurately match the flow demand of the engine at different idling stages (such as the need to quickly increase the flow during cold start and maintain a small fluctuation after the engine warms up), thus optimizing the fuel economy of idling conditions. Stepped changes can lock a fixed opening within a specific height range to meet the constant intake demand of the engine under a specific idling condition (such as compensating intake when the air conditioner is on). All three variations are based on a Cartesian coordinate system (the horizontal axis represents the height of the throttle orifice 210, and the vertical axis represents the opening area), allowing for flexible selection based on actual engine operating conditions and significantly improving the adaptability of the mechanism to different engine models.

[0028] In some embodiments, the drive member 300 is provided with a drive shaft 310, and the regulating valve 200 includes: The valve core 220 and the drive shaft 310 can drive the valve core 220 to move in the up and down direction; The valve body 230 and the valve core 220 are located inside the valve body 230. The throttling orifice 210 is located on the wall of the valve body 230. The valve body 230 can slide along the regulating channel 120.

[0029] In this configuration, the indirect transmission method in which the drive component 300 drives the valve core 220 through the drive shaft 310, and then the valve core 220 drives the valve body 230 to slide, can reduce the direct rigid connection between the drive shaft 310 and the valve body 230. This avoids the impact of installation deviation of the drive shaft 310 on the sliding accuracy of the valve body 230, reduces the wear caused by direct contact between the two, extends the service life of the transmission components, and makes the drive path more adaptable to the internal space layout of the throttle body 100.

[0030] In some embodiments, the regulating valve 200 further includes an elastic element 400, which is disposed between the drive element 300 and the valve body 230. The addition of the elastic element 400 between the drive element 300 and the valve body 230 serves a dual core function: firstly, a reset function, where the valve body 230 can be assisted to quickly return to its target position when the operating condition requires it to return to its original position (e.g., switching from acceleration to idle speed), without relying on the reverse drive of the drive element 300, thus shortening the adjustment response time; secondly, a buffer function, which can absorb the impact force during the sliding process of the valve body 230, preventing deformation caused by rigid collisions between the valve body 230 and the regulating channel 120 or other components, ensuring long-term sliding stability.

[0031] In some embodiments, the drive shaft 310 and the valve core 220 are threadedly connected. The valve core 220 has a reference surface, and the drive shaft 310 can abut against the reference surface. The drive shaft is a lead screw, which is driven to rotate by a power device, enabling a transmission connection between the lead screw and the valve core, allowing the valve core to move up and down. When the drive shaft abuts against the reference surface of the valve core, this position can be determined as the zero point position of the operation, and then the motor is controlled to the corresponding position according to the actual working conditions.

[0032] In some embodiments, the valve core 220 has a transversely arranged through hole 221, with a reference surface located on the wall below the through hole 221. The design of the transverse through hole 221 on the valve core 220 provides a reliable zero-point calibration reference for the mechanism: before each vehicle start-up, the ECU controls the drive unit 300 to retract the regulating valve 200 until the end of the drive shaft 310 touches the wall of the through hole 221, at which point the system confirms that position as the zero point. This design ensures the consistency of the adjustment reference after each start-up, avoids reference offset due to long-term use, significantly improves the long-term accuracy of the opening adjustment, and lays the foundation for precise control under subsequent operating conditions.

[0033] In some embodiments, the throttle body 100 is provided with a limiting shaft 140, and the regulating valve 200 is provided with a limiting groove. The limiting shaft 140 can slide along the limiting groove. When the regulating valve slides in the regulating channel, the limiting shaft 140 slides along the limiting groove of the regulating valve 200, which limits the valve body 230 of the regulating valve and prevents the valve body 230 from rotating, causing the position of the throttle orifice 210 to shift.

[0034] In some embodiments, the valve core 220 and the valve body 230 each have a slot and a locking block, which can cooperate to allow the valve core 220 and the valve body 230 to move together. Through the cooperation of the slot and the locking block (which are respectively located on the valve core 220 and the valve body 230), synchronous movement of the valve core 220 and the valve body 230 can be achieved: this avoids relative displacement between the two during transmission, ensuring that the power of the drive shaft 310 can be completely transmitted to the valve body 230, guaranteeing the accuracy of the opening adjustment; it also simplifies the assembly process, achieving a reliable connection without additional fasteners, improving assembly efficiency and structural stability.

[0035] In some embodiments, the regulating channel 120 is disposed vertically on the throttle body 100, the first air hole 110 is disposed below the regulating channel 120, and the second air hole 130 is disposed on the side of the regulating channel 120. The regulating channel 120 is disposed vertically on the throttle body 100, with the first air hole 110 located below the regulating channel 120 and the second air hole 130 located on the side. This arrangement conforms to the gas flow logic: the vertical regulating channel 120 provides clear guidance for the sliding of the valve body 230, preventing sliding deviation; the staggered arrangement of the lower first air hole 110 and the side second air hole 130 optimizes the flow path of the airflow after entering the regulating channel 120 from the intake manifold, reducing airflow impact and resistance, while allowing the throttle orifice 210 to more smoothly connect the two air holes during sliding, further improving intake efficiency and regulating smoothness.

[0036] In some embodiments, the drive element 300 is a lead screw motor. For precise control, the lead screw motor achieves fixed-step angle rotation via pulse signals, driving the valve body 230 to slide at the millimeter or even micrometer level, meeting the stringent precision requirements of opening adjustment. For high efficiency, the transmission efficiency of ball screws or planetary roller screws exceeds 90%, reducing power loss. Simultaneously, the low-friction design reduces motor load and improves the overall energy efficiency of the mechanism. For long lifespan, the lead screw structure uses high-strength metal materials (such as stainless steel and alloy steel), combined with a low-wear design, enabling stable operation for hundreds of thousands of cycles, significantly reducing maintenance costs and replacement frequency, and meeting the reliability requirements of long-term engine use.

[0037] It should be noted that in this specification, terms such as "one embodiment", "some embodiments", "basic embodiment", and "extended embodiment" may be used to describe several embodiments of the present invention, and the specific features, structures, materials or characteristics of the several embodiments may be combined in accordance with the principles and spirit of the present invention.

[0038] Although some embodiments of the present utility model have been shown and described in this specification, the present utility model should not be limited to the above embodiments. As long as they achieve the technical effects of the present utility model by the same or equivalent means, any changes, modifications, equivalent substitutions and equivalent variations of these embodiments within the spirit and principles disclosed in the present utility model, without departing from the principles and purpose of the present utility model, should be included within the scope of protection disclosed in the present utility model and should be considered to fall within the protection scope of the present utility model.

Claims

1. A throttle orifice opening adjustment mechanism, characterized in that, include: The throttle body (100) is provided with an air intake passage, which includes a first air hole (110), an adjustment channel (120) and a second air hole (130) in sequence along the gas flow direction. A regulating valve (200) is slidably disposed in the regulating channel (120). The regulating valve (200) is provided with a throttling orifice (210). The throttling orifice (210) can connect the first air hole (110) and the second air hole (130). By sliding the regulating valve (200), the opening degree of the throttling orifice (210) can change with the sliding of the regulating valve (200). A drive unit (300) is used to drive the regulating valve (200) to slide along the regulating channel (120).

2. The orifice opening adjustment mechanism according to claim 1, characterized in that: The width of the throttling orifice (210) varies from top to bottom in a gradual, curved, or stepped manner.

3. The orifice opening adjustment mechanism according to claim 1, characterized in that: The drive unit (300) is provided with a drive shaft (310), and the regulating valve (200) includes: The valve core (220) is driven by the drive shaft (310) to move in the vertical direction; The valve body (230) has a valve core (220) located inside the valve body (230) and a throttling orifice (210) located on the wall of the valve body (230). The valve body (230) can slide along the regulating channel (120).

4. The orifice opening adjustment mechanism according to claim 3, characterized in that: The regulating valve (200) also includes an elastic element (400) disposed between the driving element (300) and the valve body (230).

5. The orifice opening adjustment mechanism according to claim 3, characterized in that: The drive shaft (310) and the valve core (220) are threaded together. The valve core (220) has a reference surface, and the drive shaft (310) can abut against the reference surface.

6. The orifice opening adjustment mechanism according to claim 5, characterized in that: The valve core (220) is provided with a horizontally arranged through hole (221), and the reference surface is located on the wall below the through hole (221).

7. The orifice opening adjustment mechanism according to claim 1, characterized in that: The throttle body (100) is provided with a limiting shaft (140), and the regulating valve (200) is provided with a limiting groove. The limiting shaft (140) can slide along the limiting groove.

8. The orifice opening adjustment mechanism according to claim 3, characterized in that: The valve core (220) and the valve body (230) are provided with a slot on one side and a locking block on the other side. The locking block and the slot can cooperate to enable the valve core (220) and the valve body (230) to move together.

9. The orifice opening adjustment mechanism according to claim 1, characterized in that: The adjustment channel (120) is provided in the vertical direction on the throttle body (100), the first air hole (110) is provided below the adjustment channel (120), and the second air hole (130) is provided on the side of the adjustment channel (120).

10. The orifice opening adjustment mechanism according to claim 1, characterized in that: The drive component (300) is a lead screw motor.

Images