Throttle device and intake system for internal combustion engine

Abstract

To provide a throttle device that enables reduction in the number of components, simplification of the structure, reduction in the size and reduction in cost, recovers fuel evaporation gas and can generate a turning flow in a combustion chamber.SOLUTION: A throttle device includes: a body 10 that defines a main passage 11a constituting a part of a main intake passage, an auxiliary passage 15 constituting a part of an auxiliary intake passage and a purge passage 16 constituting a part of a gas passage; a throttle valve 30 for opening / closing the main passage; a throttle shaft 20 that fixes the throttle valve and is rotatably supported by the body; a rotating member 40 fixed to an end part of the throttle shaft and rotating integrally; a first regulating valve 71a driven to regulate a flow rate of the auxiliary passage; a second regulating valve 71b driven to regulate a flow rate of the purge passage; and a cooperation mechanism Im that cooperates with the rotating member to drive the first regulating valve and the second regulating valve.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present invention relates to a throttle device applied to an internal combustion engine of a vehicle, such as a motorcycle, and an intake system of the internal combustion engine. [Background technology]

[0002] A known intake system for a conventional internal combustion engine includes an inlet pipe that defines the intake passage, an intake valve that opens and closes the intake passage at a position facing the combustion chamber, an injector provided in the inlet pipe to inject fuel midway through the intake passage, a throttle valve provided in the inlet pipe and driven by a drive mechanism to open and close the intake passage, a partition plate downstream of the throttle valve that divides the intake passage into an upper intake passage and a lower intake passage, and an intake distribution valve provided in the inlet pipe downstream of the throttle valve and adjacent to the upstream edge of the partition plate and driven by a separate drive mechanism, and the intake distribution valve is appropriately rotated to change the ratio of air flowing through the upper intake passage and the lower intake passage (see, for example, Patent Document 1). However, the above-mentioned intake system requires a drive mechanism for driving the throttle valve and a drive mechanism for driving the intake distribution valve, which increases the number of parts, complicates the structure, increases the size, and increases costs.

[0003] Other known intake systems include a canister that temporarily stores fuel evaporative gas generated in the fuel tank, a purge pipe that directs the evaporative gas from the canister to the intake passage of the internal combustion engine, and a purge valve equipped with a dedicated driving source downstream of the canister or midway through the purge pipe, in which the purge valve is appropriately controlled by the dedicated driving source to introduce the evaporative gas in the canister into the intake passage at a desired flow rate. These canister arrangement structures or fuel evaporative gas recovery devices are known (see, for example, Patent Documents 2 and 3). However, the above-mentioned canister arrangement structure or fuel evaporative gas recovery device requires a purge valve equipped with a dedicated drive source, which leads to an increase in the number of parts, an increase in size, and an increase in cost.

[0004] Furthermore, as another intake system, an intake system control device is known which includes a throttle valve that opens and closes the intake passage, a throttle body which includes an intake passage, a bypass passage and a purge passage, a flow path switching mechanism which switches the blocked state of the bypass passage and the purge passage by the driving force of the throttle valve, and a flow control valve which adjusts the flow rate of the bypass passage or the purge passage (for example, see Patent Document 4). However, in the above-mentioned intake system control device, the flow control valve is driven by a driving force separate from the driving force of the throttle valve, so a dedicated driving source is required, resulting in an increase in the number of parts, a complex structure, an increase in size, and high costs. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent No. 5925878 [Patent Document 2] JP 2012-7537 A [Patent Document 3] JP 2016-8014 A [Patent Document 4] JP 2010-19185 A Summary of the Invention [Problem to be solved by the invention]

[0006] The present invention has been made in consideration of the above circumstances, and its object is to provide a throttle device and an intake system for an internal combustion engine which reduces the number of parts, simplifies the structure, reduces costs, and is compact, and which can recover fuel evaporative gas and generate swirling flows such as swirl flows and tumble flows in the combustion chamber. [Means for solving the problem]

[0007] The throttle device of the present invention is a throttle device applied to the intake system of an internal combustion engine which includes a main intake passage which leads intake air to the combustion chamber, an auxiliary intake passage which branches off midway through the main intake passage and joins the main intake passage near the combustion chamber, and a gas passage which leads fuel evaporative gas to the main intake passage, and is configured to include a body which defines a main passage which is part of the main intake passage, an auxiliary passage which is part of the auxiliary intake passage, and a purge passage which is part of the gas passage, a throttle valve which opens and closes the main passage, a throttle shaft to which the throttle valve is fixed and which is rotatably supported by the body, a rotating member which is fixed to the end of the throttle shaft and rotates integrally therewith, a first regulating valve which is driven to adjust the flow rate of the auxiliary passage, a second regulating valve which is driven to adjust the flow rate of the purge passage, and a linkage mechanism which links with the rotating member to drive the first regulating valve and the second regulating valve.

[0008] In the above throttle device, the rotating member may be a throttle drum fixed to one end of the throttle shaft and to which a throttle wire is hung, or a detectable rotor fixed to the other end of the throttle shaft and whose rotational angle position is detected.

[0009] The above throttle device may include an adjustment rod that traverses the auxiliary passage and the purge passage, is rotatably supported by the body, and has a first adjustment valve and a second adjustment valve, and the interlocking mechanism may include a first gear that rotates integrally with the rotating member, and a second gear that meshes with the first gear and rotates integrally with the adjustment rod.

[0010] In the above throttle device, a configuration may be adopted in which the body includes a fitting hole that crosses the sub-passage and the purge passage, and the adjustment rod is fitted into the fitting hole and supported so as to be freely rotatable.

[0011] In the above throttle device, a configuration may be adopted in which the fitting hole is formed so as to open into a region in which the rotating member is disposed.

[0012] In the above throttle device, a configuration may be adopted in which the first gear is integrally formed with the rotating member as a row of arc-shaped teeth.

[0013] In the above throttle device, a configuration may be adopted in which the body includes a cylindrical portion extending in the direction of a predetermined first center line to define a main passage, the throttle shaft is rotatably supported by the body on a first axis perpendicular to the first center line, and the adjustment rod is rotatably supported by the body on a second axis parallel to the first axis.

[0014] In the above throttle device, a configuration may be adopted in which the adjustment rod is formed in a cylindrical shape having a circular cross section, the first adjustment valve includes a first cutout portion formed in the adjustment rod in a region facing the auxiliary passage, and the second adjustment valve includes a second cutout portion formed in the adjustment rod in a region facing the purge passage.

[0015] In the above throttle device, a configuration may be adopted in which the first hollow portion is a notched groove formed by cutting out the adjustment rod, and the second hollow portion is a through hole that passes through the adjustment rod.

[0016] In the above throttle device, a configuration may be adopted in which the body includes a cylindrical portion extending in the direction of a predetermined first center line to define a main passage, and the sub-passage and the purge passage are formed as through holes adjacent to the cylindrical portion and extending parallel to the first center line.

[0017] In the above throttle device, when the throttle valve moves from a low opening to a medium opening and then to a full opening, the first adjusting valve opens the by-passage in the low to medium opening range and closes the by-passage in the full opening range, and the second adjusting valve closes the purge passage in the low opening range and opens the purge passage toward the full opening.

[0018] In the above throttle device, a configuration may be adopted in which the auxiliary passage defines a part of an auxiliary intake passage that branches off upstream of the throttle valve, and the purge passage defines a part of a gas passage that merges with the main intake passage downstream of the throttle valve.

[0019] In the above throttle device, a configuration may be adopted in which the auxiliary passage includes an upstream connection port and a downstream connection port to which an auxiliary intake pipe that defines a part of the auxiliary intake passage is connected, and the purge passage includes an upstream connection port and a downstream connection port to which a gas piping that defines a part of the gas passage is connected.

[0020] In addition, the intake system of the internal combustion engine of the present invention comprises a main intake pipe defining a part of the main intake passage which leads intake air to the combustion chamber of the internal combustion engine, a fuel injection valve which injects fuel into the main intake passage or into the combustion chamber, an auxiliary intake pipe defining a part of an auxiliary intake passage which branches off from the main intake passage and joins the main intake passage near the combustion chamber, a gas piping which defines a part of a gas passage which leads fuel evaporative gas in the fuel tank to the main intake passage, and a throttle device arranged in the main intake pipe, and any of the throttle devices having the above-mentioned configurations is adopted as the throttle device. Effect of the Invention

[0021] The throttle device and internal combustion engine intake system configured as described above can reduce the number of parts, simplify the structure, make the device smaller, and reduce costs. It can also recover evaporated fuel gas and generate swirling flows such as swirl flows and tumble flows in the combustion chamber, thereby contributing to improved combustion efficiency. [Brief description of the drawings]

[0022] [Figure 1] 1 is a system diagram showing an intake system of an internal combustion engine equipped with a throttle device according to a first embodiment of the present invention. [Diagram 2] 1 is a perspective view of a throttle device according to a first embodiment, viewed obliquely from the upstream side. FIG. [Diagram 3] 1 is a perspective view of a throttle device according to a first embodiment, viewed obliquely from one direction downstream. [Figure 4] 1 is an exploded perspective view of a throttle device according to a first embodiment, seen from one side. FIG. [Diagram 5] FIG. 4 is an exploded perspective view of the throttle device according to the first embodiment, seen from the other side. [Figure 6] 1 is a perspective cross-sectional view of a throttle device according to one embodiment, taken along a plane including a first center line of a main passage that forms a part of a main intake passage and a first axis line of a throttle shaft. [Figure 7] 3 is a perspective cross-sectional view of the throttle device according to the first embodiment, taken along a plane that includes a second axis of the adjustment rod and is parallel to a first center line of the main passage. FIG. [Figure 8] 1 is a perspective cross-sectional view of a throttle device according to a first embodiment, taken along a plane that is perpendicular to a first axis of a throttle shaft and passes through an auxiliary passage that forms part of an auxiliary intake passage. [Figure 9] 1 is a perspective cross-sectional view of a throttle device according to a first embodiment, taken along a plane perpendicular to a first axis of a throttle shaft and passing through a purge passage that forms part of a gas passage. [Figure 10] FIG. 2 is a perspective view showing a throttle shaft, a first gear that rotates integrally with a rotating member (throttle drum) serving as an interlocking mechanism, and a second gear that rotates integrally with an adjustment rod in the throttle device according to the first embodiment. [Figure 11] 4 is a table showing the relationship of the opening degree of a first adjusting valve and the opening degree of a second adjusting valve to the opening degree of a throttle valve in the throttle device according to the first embodiment. [Figure 12] 4 is a graph showing the flow rate through a main passage, the flow rate through a sub-passage, and the flow rate through a purge passage relative to the opening degree of a throttle valve in the throttle device according to the first embodiment. [Figure 13] FIG. 11 is a perspective view of a throttle device according to a second embodiment, viewed obliquely from the upstream side. [Figure 14] FIG. 11 is a perspective view of a throttle device according to a second embodiment, as viewed obliquely from one direction downstream. [Figure 15] FIG. 11 is an exploded perspective view of a throttle device according to a second embodiment, as viewed from one side. [Figure 16] FIG. 11 is an exploded perspective view of the throttle device according to the second embodiment, as viewed from the other side. [Figure 17] FIG. 11 is a perspective cross-sectional view of a throttle device according to a second embodiment, taken along a plane that includes a second axis of the adjustment rod and is parallel to a first center line of the main passage. [Figure 18] 13 is a perspective cross-sectional view of a throttle device according to a second embodiment, taken along a plane perpendicular to a first axis of a throttle shaft and passing through an auxiliary passage that forms part of the auxiliary intake passage. FIG. [Figure 19] FIG. 11 is a perspective cross-sectional view of a throttle device according to a second embodiment, taken along a plane perpendicular to a first axis of a throttle shaft and passing through a purge passage that forms a part of a gas passage. [Figure 20] 13 is a perspective view showing a throttle shaft, a first gear that rotates integrally with a rotating member (detectable rotor) serving as an interlocking mechanism, and a second gear that rotates integrally with an adjustment rod in a throttle device according to a second embodiment. FIG. [Figure 21] FIG. 4 is a system diagram showing an intake system of an internal combustion engine according to another embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. A throttle device M according to one embodiment is incorporated into an intake system of an internal combustion engine mounted on a motorcycle, for example. As shown in Fig. 1, the motorcycle includes an internal combustion engine E, a fuel tank T, and other components (not shown).

[0024] The internal combustion engine E includes a cylinder block 1, a piston 2, a cylinder head 3, an intake valve 4a, an exhaust valve 4b, an exhaust pipe 5, an intake system IS, and the like. The cylinder head 3 cooperates with the upper surface of the piston 2 to define a combustion chamber C, and has an intake port 3a which forms part of the main intake passage, a secondary port 3b which forms part of the secondary intake passage, and an exhaust port 3c.It also houses a transmission mechanism (not shown) which drives the intake valve 4a and the exhaust valve 4b to open and close, an ignition plug (not shown), etc.

[0025] The auxiliary port 3b is formed to merge with the intake port 3a immediately upstream of the intake valve 4a. That is, the auxiliary intake passage (auxiliary port 3b) has a merging port 3b1 that merges with the main intake passage (intake port 3a) upstream of the intake valve 4a. The confluence port 3b1 of the sub-port 3b is oriented in a direction that generates a swirl flow (horizontal vortex) in the combustion chamber C. Specifically, the confluence port 3b1 of the sub-port 3b is formed so that it joins the intake port 3a from an oblique direction and the intake air flows in a tangential direction to the inner wall surface of the combustion chamber C.

[0026] The intake system IS includes an intake port 3a and an auxiliary port 3b in the cylinder head 3, an air cleaner Ac that draws in outside air, a main intake pipe Ip, an auxiliary intake pipe Sp, a fuel injection valve Iv arranged in the main intake pipe Ip, a throttle device M arranged in the main intake pipe Ip upstream of the fuel injection valve Iv, a gas piping Gp that connects the fuel tank T and the main intake pipe Ip via the throttle device M, and a canister Ca arranged in the gas piping.

[0027] The main intake pipe Ip is formed from a metal or resin material, etc., and defines a main intake passage Ip1 having a substantially circular cross-section for passing the intake air sucked in by the air cleaner Ac, and is positioned so as to be interposed between the air cleaner Ac and the intake port 3a of the cylinder head 3. Here, the main intake pipe Ip is composed of a main intake pipe Ipu arranged on the upstream side and a main intake pipe Ipd arranged on the downstream side with the throttle device M in between.

[0028] The auxiliary intake pipe Sp is made of a metal, resin, rubber, or the like, and defines an auxiliary intake passage Sp1 having a circular cross section for passing intake air. The auxiliary intake pipe Sp has its upstream end connected to the main intake pipe Ipu upstream of the throttle valve 30, and its downstream end connected to a connector (not shown) that leads to the auxiliary port 3b of the cylinder head 3. Here, the auxiliary intake pipe Sp is composed of an upstream auxiliary intake pipe Spu, which branches off from the upstream main intake pipe Ipu and is connected to the throttle device M, and a downstream auxiliary intake pipe Spd, which is connected from the throttle device M to the cylinder head 3 (connector). That is, the auxiliary intake pipe Sp branches off from the main intake pipe Ipu located upstream of the throttle valve 30 and is connected so that the auxiliary passage 15 of the throttle device M is interposed midway.

[0029] The gas pipe Gp is ​​made of an oil-resistant and corrosion-resistant metal, resin, rubber, or other material, and defines a gas passage Gp1 having a circular cross section for passing fuel evaporative gas. The gas pipe Gp is ​​connected from the fuel tank T to a main intake pipe Ipd located downstream of the throttle device M, with the canister Ca and the throttle device M interposed therebetween. Here, the gas pipe Gp is ​​configured to include a gas pipe Gpu arranged on the upstream side and a gas pipe Gpd arranged on the downstream side with the throttle device M in between. That is, the gas pipe Gpu is connected between the canister Ca and the main intake pipe Ipd located downstream of the throttle valve 30 so that the purge passage 16 of the throttle device M is interposed between the canister Ca and the main intake pipe Ipd located downstream of the throttle valve 30.

[0030] The fuel injection valve Iv is disposed in the main intake pipe Ip and injects fuel into the main intake passage Ip1 near the intake port 3a. The canister Ca contains activated carbon that temporarily adsorbs the fuel evaporation gas guided from the fuel tank T, and guides the stored fuel evaporation gas to a gas passage Gp1 while also taking in outside air according to the internal pressure.

[0031] As shown in Figures 2 to 6, the throttle device M includes a body 10, a throttle shaft 20, a throttle valve 30, a throttle drum 40 as a rotating member, a return spring 50, an interlocking mechanism Im (first gear 42, second gear 72), a detected rotor 60, an adjustment rod 70, and a sensor unit U. Here, as shown in Figures 4 and 5, the sensor unit U includes a case U1, a joint surface U2, a fitting cylindrical portion U3, an angular position sensor 80, a pressure sensor 90, a temperature sensor 100, and a circuit board (not shown) carrying various electronic components. When the throttle device M is attached to the intake system IS, it is arranged upside down from the state shown in Figures 2 and 3, that is, as shown in Figures 3 and 4, so that the sub-passage 15 and the purge passage 16 are located vertically lower than the main passage 11a.

[0032] The body 10 is formed from a metal material such as aluminum or a resin material, and is provided with a cylindrical portion 11, a joint portion 12, a stopper portion 13a, a spring hook portion 13b, a shaft hole 14 through which the throttle shaft 20 passes, a sub-passage 15, a purge passage 16, a fitting hole 17, a communication passage 18, and an insertion hole 19, as shown in Figs. 2 to 9.

[0033] The cylindrical portion 11 extends in the direction of a first center line L1, defines a main passage 11a, and is provided with an upstream connection portion 11b and a downstream connection portion 11c at both ends. The main passage 11a functions as a part of a main intake passage that guides intake air to the combustion chamber C, and is formed in a cylindrical shape having a circular cross section centered on the first center line L1. The upstream connection part 11b is connected to the upstream main intake pipe Ipu connected to the air cleaner Ac, and the downstream connection part 11c is connected to the downstream main intake pipe Ipd whose downstream end is connected to the surrounding area of ​​the intake port 3a of the cylinder head 3 of the internal combustion engine E.

[0034] As shown in FIGS. 4 to 6, the joint 12 is an area for joining and fastening the sensor unit U, and includes a joint surface 12a, two screw holes 12b into which screws b1 for fastening the sensor unit U are screwed, and a fitting recess 12c. The joint surface 12a is a flat surface to which the joint surface U2 of the sensor unit U is joined. A communication passage 18 leading to the pressure sensor 90 and an insertion hole 19 through which the temperature sensor 100 is inserted are opened in the joint surface 12a. The fitting recess 12c serves to fit the fitting cylindrical portion U3 of the sensor unit U and to position the angular position sensor 80 on the first axis S1.

[0035] The stopper member 13a is a screw that is adjustably screwed into the body 10, and serves to abut against the engagement portion 43 of the throttle drum 40 to position it at the rest position. The spring hook portion 13b hooks one end 51 of the return spring 50.

[0036] 6, the shaft hole 14 is formed as a circular hole through which the throttle shaft 20 passes and which supports the throttle shaft 20 rotatably on the first axis S1. A lip-type seal Rs that seals around the throttle shaft 20 is disposed in the shaft hole 14, and a dedicated bushing may be disposed as a bearing that supports the throttle shaft 20, if necessary.

[0037] 7 and 8, the sub-passage 15 forms part of the sub-intake passage, and is formed as a through-hole having a circular cross section, extending parallel to the first center line L1, adjacent to the cylindrical portion 11. The sub-passage 15 also defines an upstream connection port 15a and a downstream connection port 15b. An upstream auxiliary intake pipe Spu is connected to the upstream connection port 15a, and a downstream auxiliary intake pipe Spd is connected to the downstream connection port 15b.

[0038] The purge passage 16 forms part of the gas passage that guides the fuel evaporative gas to the main intake passage, and is formed as a through hole having a circular cross section that extends parallel to the first center line L1 adjacent to the cylindrical portion 11, as shown in Figures 7 and 9. The purge passage 16 also defines an upstream connection port 16a and a downstream connection port 16b. An upstream gas pipe Gpu is connected to the upstream connection port 16a, and a downstream gas pipe Gpd is connected to the downstream connection port 16b.

[0039] That is, the auxiliary passage 15 and the purge passage 16 are adjacent to the cylindrical portion 11 and adjacent to each other, and are formed as linear through holes extending parallel to the first center line L1, as shown in Fig. 7. Therefore, hole processing is easy, and connectors for connecting the auxiliary intake pipes Spu, Spd and the gas pipes Gpu, Gpd can be easily fitted and connected.

[0040] 4 and 7, the fitting hole 17 is formed as a circular hole centered on a second axis S2 parallel to the first axis S1, and communicates across, i.e., intersects, the sub-passage 15 and the purge passage 16. The fitting hole 17 fits an adjustment rod 70 and supports the adjustment rod 70 rotatably on the second axis S2. Here, the fitting hole 17 is formed to open to a region in which the throttle drum 40 serving as a rotating member is disposed. With this, the adjusting rod 70 is fitted into the fitting hole 17, and the throttle drum 40 is attached to the throttle shaft 20 from the outside, so that the first gear 44 of the throttle drum 40 can be meshed with the second gear 72 of the adjusting rod 70 while checking their mutual meshing phase, facilitating the assembly work.

[0041] As shown in Figures 3, 5, and 6, the communication passage 18 opens to the joint surface 12a to connect the pressure sensor 90 to the main passage 11a, and has an opening 18a that opens to the main passage 11a downstream of the throttle valve 30. As shown in Figures 2, 5 and 6, the insertion hole 19 allows the temperature sensor 100 to be inserted so that the tip region of the temperature sensor 100 protrudes into the main passage 11a, and has an opening 19a that opens into the main passage 11a upstream of the throttle valve 30.

[0042] The throttle shaft 20 is made of a metal material or the like and is formed so as to have a circular cross section extending in the direction of the first axis S1, as shown in Figures 4 to 6, and is provided with a slit 21 in the central region for fitting the throttle valve 30 therein, two screw holes 22, one end 23 into which the throttle drum 40 serving as a rotating member is fitted and fixed, and the other end 24 into which the rotor to be detected 60 is fitted and fixed. One end 23 is formed with a male thread so that a nut N can be screwed into it. Further, on the outer periphery of the region of the slit 21, a two-face width portion 21a is formed in order to reduce the passage resistance in the main passage 11a. The throttle shaft 20 is inserted through the shaft hole 14 of the body 10, and the throttle valve 30 fitted in the slit 21 is fastened by a screw b3, thereby fixing the throttle valve 30 so that it can be opened and closed freely.

[0043] As shown in Figs. 4 to 6, the throttle valve 30 is a butterfly valve made of a metal material or the like and formed in a substantially circular plate shape, and is provided with a circular hole 31 through which a screw b3 passes. After the throttle shaft 20 is inserted into the shaft hole 14, the throttle valve 30 is passed through the slit 21 and fixed to the throttle shaft 20 by a screw b3, and is disposed so as to open and close the main passage 11a.

[0044] The throttle drum 40 is made of a resin material with a flat metal material embedded therein, and includes a drum body 41, a fitting hole 42, an engagement portion 43, and a first gear 44, as shown in FIGS. The drum body 41 has an annular groove 41a around which a throttle wire (not shown) is wound, and a hook portion 41b for hooking an end of the throttle wire. The fitting hole 42 is an area into which the one end 23 of the throttle shaft 20 is fitted and fixed, and is provided with a seat surface 42a to which a washer W is joined after the one end 23 is fitted. The engaging portion 43 is adapted to releasably engage with a stopper portion 13a provided on the body 10, and is adapted to engage with the stopper portion 13a in the rest position. The first gear 44 forms part of the interlocking mechanism Im and is formed as an arc-shaped row of teeth centered on the first axis S1, and is configured to mesh with the second gear 72 of the adjustment rod 70 in the assembled state. The throttle drum 40 is fixed to the throttle shaft 20 by fitting one end 23 of the throttle shaft 20 into the fitting hole 42 and screwing a nut N through a washer W, and rotates integrally with the throttle shaft 20 around the first axis S1. Here, since the first gear 44 is formed with an arc-shaped tooth row, it is possible to achieve a reduction in size of the gear itself.

[0045] As shown in FIGS. 2 to 5, the return spring 50 is a torsion spring having one end 51 and the other end 52 and is disposed around the throttle shaft 20 supported by the body 10. One end 51 is hooked to the spring hook portion 13 b of the body 10 , and the other end 52 is hooked to the engagement portion 43 of the throttle drum 40 . As a result, the return spring 50 exerts a biasing force, via the throttle drum 40, to return the throttle valve 30 fixed to the throttle shaft 20 to a rest position in a closed state.

[0046] The detected rotor 60 includes a fitting portion 61, a cylindrical portion 62, and a permanent magnet 63 embedded inside the cylindrical portion 62, as shown in FIGS. The detection target rotor 60 is fixed to the other end 23 of the throttle shaft 20 via a fitting portion 61 so as to rotate integrally therewith, and its rotational angular position is detected by an angular position sensor 80 of the sensor unit U.

[0047] The adjustment rod 70 is made of a resin material and is formed to include a rod portion 71 and a second gear 72, as shown in FIGS. The rod portion 71 is formed in a cylindrical shape having a circular cross section that extends about a second axis S2 that is parallel to the first axis S1, and has a first adjusting valve 71a and a second adjusting valve 71b. As shown in FIGS. 7 and 8, the first adjustment valve 71a is driven to adjust the flow rate in the secondary passage 15, and is formed in a substantially U-shaped notched groove as a first hollowed-out portion in a region facing the secondary passage 15. The second adjustment valve 71b, as shown in FIGS. 7 and 9, is driven to adjust the flow rate of the purge passage 16, and is formed in the through hole as a second hollow portion in a region facing the purge passage 16. That is, the adjustment rod 70 is fitted into the fitting hole 17 of the body 10 so as to cross the secondary passage 15 and the purge passage 16 and rotates on the second axis S2, whereby the first adjustment valve 71a adjusts the flow rate of intake air flowing through the secondary passage 15 and the second adjustment valve 71b adjusts the flow rate of fuel evaporation gas flowing through the purge passage 16.

[0048] In this way, since a first adjusting valve 71a and a second adjusting valve 71b are provided for one adjusting rod 70, it is possible to reduce the number of parts, simplify the structure, and reduce costs compared to the case where a first adjusting valve and a second adjusting valve are provided for each separate adjusting rod. In addition, since a first adjusting valve 71a and a second adjusting valve 71b are provided for one adjusting rod 70, by appropriately selecting the hollowing out positions of the first adjusting valve 71a (first hollowing out portion) and the second adjusting valve 71b (second hollowing out portion) around the second axis S2, the phases of the opening and closing timing of the first adjusting valve 71a and the opening and closing timing of the second adjusting valve 71b can be appropriately selected according to the specifications of the intake control of the internal combustion engine E, and the respective opening and closing timings can be linked to the opening and closing operation of the throttle valve 30. Furthermore, since the first adjustment valve 71a has the form of a notched groove as a first hollow portion, and the second adjustment valve 71b has the form of a through hole as a second hollow portion, it is possible to adopt a form appropriate for the flow rate of the fluid flowing through the secondary passage 15 and the flow rate of the fluid flowing through the purge passage 16, while also ensuring mechanical strength.

[0049] As described above, the first gear 44 of the throttle drum 40 and the second gear 72 of the adjustment rod 70 function as an interlocking mechanism Im that interlocks with the rotating member (throttle drum 40) fixed to the end (one end 23) of the throttle shaft 20 and rotates integrally therewith in order to drive the first adjustment valve 71a and the second adjustment valve 71b. In the above first embodiment, the second gear 72 of the second adjustment rod 70 meshes with the first gear 44 formed integrally with the throttle drum 40, thereby contributing to simplification of the structure, miniaturization, etc. without increasing the number of parts.

[0050] As shown in FIGS. 4 and 6, the angular position sensor 80 is provided in the sensor unit U and is a non-contact sensor formed in a cylindrical shape with a Hall element embedded in it. The angular position sensor 80 detects the rotational angle position of the throttle shaft 20 in cooperation with a permanent magnet 63 arranged in a cylindrical portion 62 of a detection target rotor 60 fixed to the other end 24 of the throttle shaft 20.

[0051] As shown in FIG. 4, the pressure sensor 90 is provided in a sensor unit U, and includes a pressure receiving portion such as a diaphragm having a semiconductor strain gauge, a protective cover, and the like. The pressure sensor 90 detects the pressure of the intake air through a communication passage 18 communicating with the main passage 11a with the joint surface U2 of the sensor unit U joined to the joint surface 12a of the body 10 and the periphery sealed by a seal member Sr.

[0052] As shown in FIGS. 4 and 5, the temperature sensor 100 is provided in a sensor unit U, and is a lead-type sensor including a temperature-sensing element such as a thermistor. The temperature sensor 100 is housed in a cylindrical portion protruding from the case U1 of the sensor unit U and is positioned so as to protrude into the main passage 11a through the insertion hole 19 upstream of the throttle valve 30, as shown in FIG. 6, to detect the temperature of the intake air.

[0053] Next, the operation of the internal combustion engine E equipped with the above-described intake system IS will be described with reference to FIG. First, when the internal combustion engine E is in the idle operating range, the throttle valve 30 is in a closed state in which the main passage 11a is closed, the first regulating valve 71a opens the sub-passage 15, and the second regulating valve 71b closes the purge passage 16. Therefore, the intake air sucked in through the air cleaner Ac flows through the main intake passage Ip1 of the main intake pipe Ipu, the auxiliary intake passage Sp1 of the auxiliary intake pipe Spu, the auxiliary passage 15 of the throttle device M bypassing the throttle valve 30, the auxiliary intake passage Sp1 of the auxiliary intake pipe Spd, and the auxiliary port 3b, and then flows again into the downstream main intake passage (intake port 3a), and flows into the combustion chamber C as an air-fuel mixture together with the fuel injected by the fuel injection valve Iv in the main intake passage Ip1. As a result, a swirl flow (horizontal vortex) is generated in the mixture of the intake air flowing through the auxiliary intake passage and the fuel injected in the main intake passage when the mixture flows into the combustion chamber C. This swirl flow promotes atomization of the fuel and homogenization of the mixture of intake air and fuel, resulting in stable idle operation with a small amount of fuel.

[0054] When the internal combustion engine E is in the low to medium load operating range, the throttle valve 30 opens in the low opening range (10° to 30°) to open the main passage 11a. On the other hand, the first adjusting valve 71a fully opens the secondary passage 15 when the throttle valve 30 is positioned at a low opening (10°), and starts to narrow the secondary passage 15 when the throttle valve 30 is positioned at a medium opening (20° to 30°). The second adjusting valve 71b starts to open the purge passage 16 when the throttle valve 30 is positioned at a low opening (10°), and fully opens the purge passage 16 when the throttle valve 30 is positioned at a medium opening (20° to 30°). As a result, the amount of intake air flowing through the main intake passage increases, and the amount of intake air flowing through the auxiliary intake passage also increases, and fuel vapor flows into the main intake passage via the gas passage, creating a swirl flow (horizontal vortex) in the air-fuel mixture flowing into the combustion chamber C. This swirl flow promotes atomization of the fuel and homogenization of the air-fuel mixture in the low to medium load operating range, improving combustion efficiency.

[0055] When the internal combustion engine E is in a high load operating range, the throttle valve 30 opens fully (40° or more) to open the main passage 11a. On the other hand, the first adjusting valve 71a closes the sub-passage 15 when the throttle valve 30 is fully opened (40° or more). Also, the second adjusting valve 71b keeps the purge passage 16 fully open when the throttle valve 30 is fully opened (40° or more). As a result, in the high-load operating range, fuel evaporative gas flows into the main intake passage via the gas passage, maximizing the amount of intake air flowing through the main intake passage, increasing the combustion speed and promoting efficient combustion.

[0056] That is, as shown in FIG. 12, when the throttle valve 30 opens from the fully closed position to the fully open position, in the low to medium load operating range (where the opening angle of the throttle valve 30 is in the range of 0° to 20°), the proportion of intake air flowing through the auxiliary intake passages (auxiliary intake passage Sp1, auxiliary passage 15, auxiliary intake passage Sp1, auxiliary port 3b) increases. In addition, in the medium to high load operating range (when the opening angle of the throttle valve 30 is in the range of 30° to 40°), the proportion of intake air flowing through the auxiliary intake passages (auxiliary intake passage Sp1, auxiliary passage 15, auxiliary intake passage Sp1, auxiliary port 3b) decreases, and the proportion of intake air flowing through the main intake passages (main intake passage Ip1, main passage 11a, main intake passage Ip1) increases. Furthermore, the flow rate of fuel evaporative gas introduced from the gas passage (gas passage Gp1, purge passage 16, gas passage Gp1) to the main intake passage (main intake passage Ip1) gradually increases from the low load to the high load operating range. Therefore, in the low load to medium load operating range, a swirl flow is generated in the combustion chamber C, improving the combustion efficiency, and in the high load operating range, the flow rate of high-speed intake air mainly flowing through the main passage 11a increases, increasing the combustion speed and promoting efficient combustion.

[0057] In short, with regard to the opening and closing timing between the throttle valve 30, the first adjusting valve 71a, and the second adjusting valve 71b, when the throttle valve 30 moves from a low opening to a medium opening and then to a full opening, the first adjusting valve 71a opens the auxiliary passage 15 in the low to medium opening range and closes the auxiliary passage 15 in the full opening range, and the second adjusting valve 71b closes the purge passage 16 in the low opening range and opens the purge passage 16 toward the full opening.

[0058] The throttle device M having the above-mentioned configuration includes a body 10 that defines a main passage 11a that is a part of the main intake passage, a sub-passage 15 that is a part of the sub-intake passage, and a purge passage 16 that is a part of the gas passage, a throttle valve 30 that opens and closes the main passage 11a, a throttle shaft 20 to which the throttle valve 30 is fixed and which is rotatably supported by the body 10, a rotating member (throttle drum 40) that is fixed to the end of the throttle shaft 20 and rotates integrally therewith, a first regulating valve 71a that is driven to adjust the flow rate of the sub-passage 15, a second regulating valve 71b that is driven to adjust the flow rate of the purge passage 16, and an interlocking mechanism Im (first gear 44, second gear 72) that interlocks with the rotating member to drive the first regulating valve 71a and the second regulating valve 71b.

[0059] According to this, the first adjusting valve 71a and the second adjusting valve 71b are driven by the driving force of a rotating member (throttle drum 40) that rotates integrally with the throttle shaft 20. Therefore, compared to the conventional case in which multiple electric actuators are used and driven individually, it is possible to reduce the number of parts, simplify the structure, reduce costs, etc., while recovering fuel evaporative gas and generating a swirling flow in the combustion chamber, thereby improving combustion efficiency.

[0060] In addition, by adopting, as the interlocking mechanism Im, the first gear 44 formed integrally with the existing throttle drum 40 and the second gear 72 rotating integrally with the adjustment rod 70 having the first adjustment valve 71a and the second adjustment valve 71b, it is possible to simplify the structure of the entire throttle device M, reduce its size, and reduce costs.

[0061] Furthermore, the adjusting rod 70 is fitted into the fitting hole 17 that opens into the area where the throttle drum 40 is located and is supported by the body 10 so as to be freely rotatable. Therefore, the first gear 44 of the throttle drum 40 can be meshed with the second gear 72 of the adjusting rod 70 while checking their mutual meshing phase, making assembly easy.

[0062] As described above, the throttle device M of the present invention can achieve a reduction in the number of parts, a simplified structure, a smaller size, a lower cost, etc., and can recover evaporated fuel gas and generate a swirl flow (rotating flow) in the combustion chamber C, thereby contributing to improving the combustion efficiency in the internal combustion engine E.

[0063] Figures 13 to 20 show a throttle device M2 according to a second embodiment of the present invention, which is the same as the throttle device M according to the first embodiment except that the body 110, the throttle drum 140, and the detected rotor 160 have been changed. The same components are given the same symbols and their descriptions are omitted. The throttle device M2 according to the second embodiment includes a body 110, a throttle shaft 20, a throttle valve 30, a throttle drum 40, a return spring 50, an interlocking mechanism Im (first gear 164, second gear 72), a detected rotor 160, an adjustment rod 170, and a sensor unit U. When the throttle device M2 is attached to the intake system IS, it is arranged upside down from the state shown in Figures 13 and 14, that is, as shown in Figures 15 and 16, so that the sub-passage 115 and the purge passage 116 are located vertically lower than the main passage 11a.

[0064] The body 110 is formed from a metal material such as aluminum or a resin material, and includes a cylindrical portion 11, a joint portion 112, a stopper portion 13a, a spring hook portion 13b, an axial hole 14, a sub-passage 115, a purge passage 116, a fitting hole 117, a communicating passage 18, and an insertion hole 119.

[0065] As shown in FIG. 16, the joint 112 is an area for joining and fastening the sensor unit U, and includes a joint surface 112a, two screw holes 112b into which screws b1 for fastening the sensor unit U are screwed, a fitting recess 112c, and a recess 112c. The joint surface 112a is a flat surface to which the joint surface U2 of the sensor unit U is joined. In addition, the connecting passage 18 leading to the pressure sensor 90 and the insertion hole 119 through which the temperature sensor 100 is inserted are opened in the joint surface 112a. The fitting recess 112c serves to fit the fitting cylindrical portion U3 of the sensor unit U and to position the angular position sensor 80 on the first axis S1. The recess 112d is formed to accommodate the second gear 172 of the adjustment rod 170 in a non-contact manner.

[0066] 17 and 18, the sub-passage 115 forms part of the sub-intake passage, and is formed as a through-hole having a circular cross section, extending parallel to the first center line L1, adjacent to the cylindrical portion 11. The sub-passage 115 also defines an upstream connection port 115a and a downstream connection port 115b. An upstream auxiliary intake pipe Spu is connected to the upstream connection port 115a, and a downstream auxiliary intake pipe Spd is connected to the downstream connection port 115b.

[0067] The purge passage 116 forms part of the gas passage that guides the fuel evaporative gas to the main intake passage, and as shown in Figures 17 and 19, is formed as a through hole having a circular cross section that extends parallel to the first center line L1 adjacent to the cylindrical portion 11. The purge passage 116 also defines an upstream connection port 116a and a downstream connection port 116b. An upstream gas pipe Gpu is connected to the upstream connection port 116a, and a downstream gas pipe Gpd is connected to the downstream connection port 116b.

[0068] That is, the auxiliary passage 115 and the purge passage 116 are adjacent to the cylindrical portion 11 and adjacent to each other, and are formed as linear through holes extending parallel to the first center line L1, as shown in Fig. 17. Therefore, hole processing is easy, and connectors for connecting the auxiliary intake pipes Spu, Spd and the gas pipes Gpu, Gpd can be easily fitted and connected.

[0069] 16 to 19, the fitting hole 117 is formed as a circular hole centered on a second axis S2 parallel to the first axis S1 so as to open to the inner region of the joint portion 112, and communicates across, i.e., intersects, the sub passage 115 and the purge passage 116. The fitting hole 117 fits the adjustment rod 170 and supports the adjustment rod 170 so as to be rotatable on the second axis S2. Here, the fitting hole 117 is formed so as to open to a region in which the detectable rotor 160 serving as a rotating member is disposed. With this, the adjusting rod 170 is fitted into the fitting hole 117, and the detectable rotor 160 is attached to the throttle shaft 20 from the outside, so that the first gear 164 of the detectable rotor 160 can be meshed with the second gear 172 of the adjusting rod 170 while checking their mutual meshing phases, facilitating the assembly work.

[0070] As shown in Figures 13 and 17, the insertion hole 119 allows the temperature sensor 100 to pass through so that the tip region of the temperature sensor 100 does not protrude into the main passage 11a, and has an opening 119a that opens into the main passage 11a upstream of the throttle valve 30.

[0071] The throttle drum 140 is made of a resin material with a flat metal material embedded therein, and as shown in Figure 20, it has a drum body 41, a fitting hole 42, and an engagement portion 43. In other words, the throttle drum 140 has a structure similar to that of the above-mentioned throttle drum 40 except that the first gear 44 has been removed.

[0072] As shown in Figures 15, 16, 17, and 20, the detectable rotor 160 has a fitting portion 61, a cylindrical portion 62, a permanent magnet 63 embedded inside the cylindrical portion 62, and a first gear 164 formed on the outside of the cylindrical portion 62. The first gear 164 forms part of the interlocking mechanism Im and is formed as an arc-shaped row of teeth centered on the first axis S1. When assembled, the first gear 164 meshes with the second gear 172 of the adjustment rod 170. The other end 24 of the throttle shaft 20 is fitted into and fixed to the fitting portion 61, so that the detection target rotor 160 rotates integrally with the throttle shaft 20 about the first axis S1, and the rotational angle position is detected by the angular position sensor 80 of the sensor unit U. Here, the first gear 164 is formed as an arc-shaped tooth row, which makes it possible to reduce the size of the gear itself.

[0073] The adjustment rod 170 is made of a resin material and is formed to include a rod portion 171 and a second gear 172, as shown in FIGS. The rod portion 171 is formed in a cylindrical shape having a circular cross section that extends about a second axis S2 that is parallel to the first axis S1, and has a first adjusting valve 171a and a second adjusting valve 171b. As shown in Figures 17 and 18, the first adjustment valve 171a is driven to adjust the flow rate of the secondary passage 115, and is formed in a groove cut out in a substantially U-shape as a first hollowed-out portion in a region facing the secondary passage 115. As shown in FIGS. 17 and 19, the second adjustment valve 171b is driven to adjust the flow rate of the purge passage 116, and is formed in the through hole as a second hollow portion in a region facing the purge passage 116. That is, the adjustment rod 170 is fitted into a fitting hole 117 of the body 110 so as to cross the secondary passage 115 and the purge passage 116 and rotates on the second axis S2, so that the first adjustment valve 171a adjusts the flow rate of intake air flowing through the secondary passage 115, and the second adjustment valve 171b adjusts the flow rate of fuel evaporation gas flowing through the purge passage 116.

[0074] In this way, since the first adjusting valve 171a and the second adjusting valve 171b are provided for one adjusting rod 170, it is possible to reduce the number of parts, simplify the structure, and reduce costs compared to the case where the first adjusting valve and the second adjusting valve are provided for each separate adjusting rod. Also, since the first adjusting valve 171a and the second adjusting valve 171b are provided for one adjusting rod 170, by appropriately selecting the lightening positions of the first adjusting valve 171a (first lightening portion) and the second adjusting valve 171b (second lightening portion) around the second axis S2, the phases of the opening and closing timings of the first adjusting valve 171a and the second adjusting valve 171b can be appropriately selected according to the specifications of the intake control of the internal combustion engine E, and the opening and closing timings of each can be linked to the opening and closing operation of the throttle valve 30. Furthermore, since the first adjustment valve 171a has the form of a notched groove as a first hollow portion, and the second adjustment valve 171b has the form of a through hole as a second hollow portion, it is possible to adopt a form appropriate for the flow rate of the fluid flowing through the secondary passage 115 and the flow rate of the fluid flowing through the purge passage 116, while also ensuring mechanical strength.

[0075] As described above, the first gear 164 of the detectable rotor 160 and the second gear 172 of the adjusting rod 170 function as an interlocking mechanism Im that interlocks with the rotating member (the detectable rotor 160) fixed to the end (the other end 24) of the throttle shaft 20 and rotates integrally therewith in order to drive the first adjusting valve 171a and the second adjusting valve 171b. In the above-described second embodiment, the second gear 172 of the second adjustment rod 170 meshes with the first gear 164 formed integrally with the detected rotor 160, thereby contributing to simplifying the structure and making it smaller, without increasing the number of parts.

[0076] The operation of the internal combustion engine E equipped with the intake system IS including the throttle device M2 according to the second embodiment is similar to that of the first embodiment described with reference to Figures 11 and 12, and therefore will not be described here.

[0077] The throttle device M2 configured as described above includes a body 110 that defines a main passage 11a that is a part of the main intake passage, a sub-passage 115 that is a part of the sub-intake passage, and a purge passage 116 that is a part of the gas passage, a throttle valve 30 that opens and closes the main passage 11a, a throttle shaft 20 to which the throttle valve 30 is fixed and which is rotatably supported by the body 10, a rotating member (detectable rotor 160) that is fixed to the end of the throttle shaft 20 and rotates integrally therewith, a first regulating valve 171a that is driven to adjust the flow rate of the sub-passage 115, a second regulating valve 171b that is driven to adjust the flow rate of the purge passage 116, and an interlocking mechanism Im (first gear 164, second gear 172) that interlocks with the rotating member to drive the first regulating valve 171a and the second regulating valve 171b.

[0078] According to this, the first adjusting valve 171a and the second adjusting valve 171b are driven by the driving force of a rotating member (detectable rotor 160) that rotates integrally with the throttle shaft 20. Therefore, compared to the conventional case in which multiple electric actuators are used and driven individually, it is possible to reduce the number of parts, simplify the structure, reduce costs, etc., while recovering fuel evaporative gas and generating a swirling flow in the combustion chamber, thereby improving combustion efficiency.

[0079] In addition, by adopting, as the interlocking mechanism Im, the first gear 164 formed integrally with the existing detectable rotor, and the second gear 172 rotating integrally with the adjustment rod 170 having the first adjustment valve 171a and the second adjustment valve 171b, it is possible to simplify the structure of the entire throttle device M2, reduce its size, and reduce the cost.

[0080] Furthermore, since the adjustment rod 170 is fitted into the fitting hole 117 that opens into the area where the detectable rotor 160 is located and is supported by the body 110 so as to be freely rotatable, the first gear 164 of the detectable rotor 160 can be meshed with the second gear 172 of the adjustment rod 170 while checking their mutual meshing phase, making assembly easy.

[0081] As described above, the throttle device M2 of the present invention can achieve a reduction in the number of parts, a simplified structure, a smaller size, a lower cost, etc., and can recover evaporated fuel gas and generate a swirl flow (rotating flow) in the combustion chamber C, thereby contributing to improving the combustion efficiency in the internal combustion engine E.

[0082] In the intake system IS equipped with the throttle devices M, M2 according to the first and second embodiments, the confluence port 3b1 of the auxiliary intake passage (auxiliary port 3b) is oriented in a direction that generates a swirl flow in the combustion chamber C upstream of the intake valve 4a, but this is not limited to the above configuration. For example, as shown in FIG. 21, a configuration may be adopted in which the fuel injection valve Iv is positioned to inject fuel directly into the combustion chamber C, and the confluence port 113b1 of the auxiliary intake passage (auxiliary port 113b) is oriented upstream of the intake valve 4a in a direction that generates a tumble flow (vertical vortex) in the combustion chamber C. This makes it possible to reduce the number of parts, simplify the structure, make the engine smaller, and reduce costs, while also recovering evaporated fuel gas and generating a tumble flow (swirling flow) in the combustion chamber C, thereby contributing to improving the combustion efficiency of the internal combustion engine E.

[0083] In the above embodiment, a configuration is shown in which the first adjustment valve 71a, 171a and the second adjustment valve 71b, 171b, and the second gear 72, 172 are integrally formed for one adjustment rod 70, 170, but this is not limited to this. The first adjustment valve and the second gear may be provided on one adjustment rod, and the second adjustment valve and another second gear may be provided on another adjustment rod, and the driving force may be transmitted separately. In addition, the first adjusting valve 71a, 171a including a notched groove formed in the rod portion 71, 171 of the adjustment rod 70, 170 is used as the first adjusting valve, and the second adjusting valve 71b, 171b including a through hole formed in the rod portion 71, 171 of the adjustment rod 70, 170 is used as the second adjusting valve, but this is not limited to this, and a form including a notched groove may be used for both, or a form including a through hole may be used for both, or a form such as a butterfly valve may be used for both.

[0084] In the above embodiment, a configuration is shown in which two cutouts are formed in one adjustment rod 70, 170 to provide a first adjustment valve 71a, 171a and a second adjustment valve 71b, 171b, and one sub-passage 15, 115 and one purge passage 16, 116. However, this is not limited to this, and a configuration may be adopted in which three or more cutouts are formed in one adjustment rod in the direction of the second axis S2, and in addition to the first adjustment valve and the second adjustment valve, for example, a third adjustment valve and a fourth adjustment valve are provided, thereby increasing the number of sub-passages or purge passages. In addition, in the above embodiment, the adjustment rods 70, 170 made of a resin material are shown as the adjustment rods, but this is not limited to this, and adjustment rods made of a metal material or other materials may also be used.

[0085] In the above embodiment, the throttle drum 40 fixed to one end 23 of the throttle shaft 20 and to which the throttle wire is hung, and the detection rotor 160 fixed to the other end 24 of the throttle shaft 20 and whose rotational angle position is detected are shown as rotating members fixed to the end of the throttle shaft and rotating integrally therewith, but this is not limited to this and a magnet rotor fixed to the end of the throttle shaft or the like may also be used.

[0086] In the above embodiment, the vehicle equipped with an internal combustion engine to which the throttle device and intake system of the present invention are applied is shown to be a motorcycle, but this is not limited to this and the vehicle may be applied to an internal combustion engine installed in an automobile, etc.

[0087] As described above, the throttle device and internal combustion engine intake system of the present invention can achieve a reduction in the number of parts, a simplified structure, a smaller size, and lower costs, and can recover evaporated fuel gas and generate a swirl flow or tumble flow (rotating flow) in the combustion chamber, contributing to improved combustion efficiency. Therefore, it is not only applicable to internal combustion engines mounted on motorcycles, etc., but is also useful in internal combustion engines mounted on automobiles or internal combustion engines mounted on other vehicles. [Explanation of symbols]

[0088] E. Internal combustion engine T Fuel Tank IS intake system Ip, Ipu, Ipd Main intake pipe Ip1 main intake passage Sp, Spu, Spd Auxiliary intake pipe Sp1 auxiliary intake passage Gp, Gpu, Gpd Gas piping Gp1 gas passage Ca canister IV Fuel Injection Valve C. Combustion chamber 3a Intake port (main intake passage) 3b, 113b Secondary port (secondary intake passage) 3b1, 113b1 auxiliary intake passage junction 4a Intake valve M,M2 throttle device 10,110 Body 11 Cylindrical part L1 1st center line 11a Main passage (main intake passage) 12,112 joints 15,115 Auxiliary passage (auxiliary intake passage) 15a, 115a Upstream connection port 15b, 115b Downstream connection port 16,116 Purge passage (gas passage) 16a, 116a Upstream connection port 16b,116b Downstream connection port 17,117 Mating hole 18 Communication path 18a opening 19,119 Through holes 19a,119a opening 20 Throttle shaft S1 1st axis 23 One end 24 Other end 30 Throttle valve 40 Throttle drum (rotating member) Im interlocking mechanism 44 1st gear (interlocking mechanism) 50 Return spring 60 Rotor to be detected 70 Adjustment rod S2 2nd axis 71 Rod section 71a First adjusting valve 71b Second adjusting valve 72 2nd gear (interlocking mechanism) U Sensor unit 80 Angular Position Sensor 90 Pressure Sensor 100 Temperature Sensor 160 Rotor to be detected (rotating member) 164 1st Gear (Interlocking Mechanism) 170 Adjustment rod 171 Rod section 171a First adjusting valve 171b Second adjusting valve 172 2nd gear (interlocking mechanism)

Claims

1. A throttle device applied to an intake system of an internal combustion engine, the throttle device including a main intake passage that introduces intake air into a combustion chamber, an auxiliary intake passage that branches off from the main intake passage midway and joins the main intake passage near the combustion chamber, and a gas passage that introduces fuel evaporative gas into the main intake passage, a body defining a main passage that is a part of the main intake passage, a secondary passage that is a part of the secondary intake passage, and a purge passage that is a part of the gas passage; a throttle valve that opens and closes the main passage; a throttle shaft that is rotatably supported by the body and that has the throttle valve fixed thereto; a rotating member fixed to an end of the throttle shaft and rotating therewith; a first adjusting valve that is actuated to adjust a flow rate of the secondary passage; a second adjusting valve that is actuated to adjust the flow rate of the purge passage; an interlocking mechanism interlocked with the rotating member to drive the first adjusting valve and the second adjusting valve; A throttle device including:

2. the rotating member is a throttle drum fixed to one end of the throttle shaft and to which a throttle wire is hung, or a detection target rotor fixed to the other end of the throttle shaft and whose rotation angle position is detected; 2. The throttle device according to claim 1.

3. an adjusting rod that crosses the sub-passage and the purge passage and is rotatably supported by the body and has the first adjusting valve and the second adjusting valve; The interlocking mechanism includes a first gear that rotates integrally with the rotating member, and a second gear that meshes with the first gear and rotates integrally with the adjustment rod.

2. The throttle device according to claim 1.

4. the body includes a fitting hole that crosses the secondary passage and the purge passage; The adjustment rod is fitted in the fitting hole and supported so as to be freely rotatable.

4. The throttle device according to claim 3.

5. The fitting hole is formed so as to open in a region in which the rotating member is disposed.

5. The throttle device according to claim 4.

6. The first gear is integrally formed with the rotating member as a circular arc-shaped tooth row.

4. The throttle device according to claim 3.

7. The body includes a tubular portion extending in a direction of a first predetermined centerline to define the main passage; the throttle shaft is rotatably supported by the body on a first axis perpendicular to the first center line, The adjustment rod is supported by the body so as to be rotatable on a second axis parallel to the first axis.

4. The throttle device according to claim 3.

8. The adjustment rod is formed in a cylindrical shape having a circular cross section, the first adjusting valve includes a first recessed portion formed in the adjusting rod in a region facing the sub-passage, the second adjustment valve includes a second recessed portion formed in the adjustment rod in a region facing the purge passage, 4. The throttle device according to claim 3.

9. The first hollow portion is a notched groove formed by cutting out the adjustment rod, The second hollow portion forms a through hole through which the adjustment rod passes.

9. The throttle device according to claim 8.

10. The body includes a tubular portion extending in a direction of a first predetermined centerline to define the main passage; The sub-passage and the purge passage are formed as through holes adjacent to the cylindrical portion and extending parallel to the first center line.

2. The throttle device according to claim 1.

11. When the throttle valve goes from a low opening to a medium opening to a full opening, the first adjusting valve opens the bypass passage in a range from the low opening degree to the medium opening degree and closes the bypass passage in a range of the full opening degree, the second adjusting valve closes the purge passage in the low opening region and opens the purge passage toward the full opening region, 2. The throttle device according to claim 1.

12. the auxiliary passage defines a portion of the auxiliary intake passage that branches off upstream of the throttle valve, the purge passage defines a portion of the gas passage that merges with the main intake passage downstream of the throttle valve; 2. The throttle device according to claim 1.

13. the auxiliary passage includes an upstream connection port and a downstream connection port to which an auxiliary intake pipe that defines a portion of the auxiliary intake passage is connected, The purge passage includes an upstream connection port and a downstream connection port to which a gas pipe that defines a part of the gas passage is connected.

13. The throttle device according to claim 12.

14. a main intake pipe defining a part of a main intake passage that introduces intake air into a combustion chamber of an internal combustion engine; a fuel injection valve that injects fuel into the main intake passage or into the combustion chamber; an auxiliary intake pipe that defines a part of an auxiliary intake passage that branches off from the middle of the main intake passage and joins the main intake passage near the combustion chamber; a gas pipe defining a part of a gas passage that guides fuel evaporative gas in a fuel tank to the main intake passage; a throttle device disposed midway along the main intake pipe, The throttle device is a throttle device according to any one of claims 1 to 13. An intake system for an internal combustion engine.

Images