JPH0441927A - Bypass passage control device in throttle body for supercharger engine - Google Patents

Abstract

PURPOSE:To improve transient response by enabling extinction of a high opening degree maintaining force against a bypass valve through a negative pressure actuator as soon as a throttle valve is opened so as to rapidly block a bypass passage with the bypass valve in a rapid acceleration driving in which the throttle valve is rapidly opened. CONSTITUTION:A bypass lever 18 which is synchronously rotated with a bypass valve 17 provided at a bypass passage 16 connecting an intake path 11 on the upper stream side than a throttle valve 13 to an intake path on the intake side of a supercharger is provided, and the lever 18 keeps the bypass valve 17 at an open position by a negative actuator 22 when an intake negative pressure is more than a certain negative pressure. Also, a link lever 19 connected to a throttle valve lever 14 and brought into contact with the bypass lever 18 is provided, and a damper spring D for applying force to the bypass lever 18 in the closed direction of the bypass valve 17 is provided over this link lever 19 and the bypass lever 18. By this, when the link lever 19 is rotated in the positive direction in an opening operation of the throttle valve 13, the bypass valve 17 is closed by the bypass lever 18 with an elastic force of the damper spring D.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention provides a supercharge system that compresses intake air taken into an engine and forcibly sends a large amount of air into a cylinder to increase intake efficiency and improve output. The present invention relates to engines, and particularly relates to a bypass passage control device in a throttle body for a so-called supercharger engine, which generates supercharging pressure by driving a supercharger directly from the output shaft of the engine using a belt, gears, or the like.

[Conventional technology]

A conventionally commonly used supercharger engine will be explained with reference to FIG. E is an engine, and a cylinder of the engine E is connected to an air cleaner A through an intake passage M. In this intake passage M, a supercharger S and a throttle body T are sequentially arranged from the upstream side (air cleaner A side). The supercharger S is, for example, a roots-type pump having a cocoon-shaped rotor, and is mechanically driven from a crankshaft via a belt or the like. The throttle body T has an intake passage l passing through its interior, and a throttle valve 2 for opening and closing the intake passage l is attached to a throttle valve shaft 3 that is rotatably supported five times. The opening and closing of the intake passage 1 is controlled by the throttle valve 2 when the driver operates a throttle valve lever 4 that is integrally arranged.

A bypass passage 5 is opened in the intake passage LA on the upstream side (air cleaner A side) of the throttle valve 2, and the other end of this bypass passage 5 is connected to the intake passage M1 on the suction side of the supercharger S.
The opening and closing of the bypass passage 5 is controlled by a bypass valve 7 attached to a rotatably supported bypass valve shaft 6.

The throttle valve 2 that opens and closes the intake passage 1 and the bypass valve 7 that opens and closes the bypass passage 5 are composed of a throttle valve lever 4 and a bypass valve lever 8 that is integrally attached to the bypass valve shaft 6.
are mechanically connected by a connecting rod 9. When the throttle valve 2 opens the intake passage 1, the bypass valve 7 closes the bypass passage 5, and the throttle valve 2 closes the intake passage 1.
When closed, the bypass valve 7 is connected to open the bypass passage 5. That is, the opening and closing of the throttle valve 2 and the bypass valve 7 are reversed.

In this way, the air from which foreign substances have been filtered by the air cleaner A is sucked into the supercharger S through the intake path M1 on the suction side of the supercharger S, and then compressed, and the air with high pressure is transferred to the supercharger S. It is supplied into the cylinder of the engine E from the intake path M2 on the discharge side via the intake path 1 of the report T and the intake path M. On the other hand, when the bypass valve 7 opens the bypass passage 5, the compressed air in the intake passage IA on the supernatant side of the throttle valve 2 is transferred to the intake passage on the suction side of the supercharger S via the bypass passage 5. Reflux to M1.

[Problem to be solved by the invention]

Such conventional supercharger engines have the following problems.

Supercharger S is Engine E's crank shirt)
Since the engine is directly driven via a belt, the compression pressure of the air increases as the rotation speed of engine E increases, and when engine E is at low rotation speed, the compression pressure is relatively low. This generates high air compression pressure at medium and high speeds.

Here, consideration will be given to an acceleration operation in which the engine E is in a medium to high rotation state, and the opening degree of the throttle valve 2 is relatively small, and the throttle valve 2 is opened further.

First, when the engine suddenly accelerates to close the throttle valve 2, the opening operation of the throttle valve 2 is mechanically communicated to the bypass valve 7 via the connecting rod 9 and the bypass valve lever 8. Therefore, the rapid opening of the throttle valve 2 to the intake passage 1 and the rapid closing of the bypass passage 5 of the bypass valve 7 are synchronized.

Therefore, in the high rotation state of the engine E, the highly compressed air generated in the supercharger S flows through the bypass passage 5.
is suddenly closed, the air is not returned from the bypass passage 5 to the intake passage M1 on the suction side of the supercharger S, and is rapidly supercharged into the cylinder of the engine E, so that the engine output is suitable for sudden acceleration operation. can be obtained.

Next, if we look at the mode of slow acceleration operation of the engine in which the throttle valve 2 is slowly opened, the throttle valve 2 and the bypass valve 7 are mechanically connected in the same manner as described above, and the throttle valve 2 is gradually opened to the intake path l. The opening of the bypass valve 7 and the gradual closing of the bypass passage 5 of the bypass valve 7 are synchronized.

Therefore, during the early to middle stages of slow acceleration operation in a high speed state in engine E, the throttle valve 2 slowly opens the intake passage l from a low opening to a medium opening, while the bypass valve 7 opens from a high opening to a medium opening. The bypass passage 5 is gradually closed to a medium opening degree. Therefore, with respect to the highly compressed air generated in the supercharger S, since the bypass valve 7 closes the bypass passage 5, the recirculation of the compressed air to the intake passage M1 on the suction side of the supercharger S via the bypass passage 5 is reduced. The compressed air supplied to the engine E increases by this amount.

Therefore, compressed air at a higher level of pressure is supplied to engine E during the relatively early stage of acceleration during slow acceleration operation, which may give the driver a shocking acceleration feeling and impair drivability. be.

[Means to solve problems]

The bypass passage control device for a throttle body for a supercharger engine according to the present invention has been developed in view of the above-mentioned problems, and has excellent drivability that can perform optimal supercharging during rapid acceleration and slow acceleration of the engine. The main objective is to provide the above-mentioned device, and in order to achieve the above-mentioned objective, a bypass lever that rotates synchronously with the opening/closing operation of the bypass valve, and a negative pressure in the intake passage downstream of the throttle valve are maintained at a constant negative pressure. In the above, mechanically, The link lever is connected to the bypass lever, and one end of the link lever is locked to the link lever, and the other end is locked to the bypass lever, and an elastic force is applied to the bypass lever in the closing direction of the bypass valve. The damper spring to be applied and the forward rotation of the link lever in the opening operation of the throttle valve ff
At G, the bypass lever is biased in the closing direction of the bypass valve by the force of the damper spring, and when the link lever rotates in the opposite direction during the closing operation of the throttle valve, the bypass lever is urged in the opening direction of the bypass valve with the link lever. It is mechanically rotated.

[Effect]

During rapid acceleration of an engine that rapidly opens the throttle valve,
The negative pressure actuator cannot apply a holding force to the bypass lever to keep the bypass valve fully open. Therefore, when the throttle valve is suddenly opened, the link lever is closed by the connecting rod connected to the throttle valve lever. direction (forward rotation), while the bypass lever is rotated by the tamper spring in the closing direction of the bypass valve.
The bypass valve closes the bypass passage in synchronization with the opening of the throttle valve.

On the other hand, during a slow acceleration operation of the engine in which the throttle valve is slowly opened, a higher negative pressure on the engine side than the throttle valve acts on the negative pressure actuator from the beginning to the middle of the opening of the throttle valve. Therefore, the negative pressure actuator applies a holding force to the bypass lever to keep the bypass valve fully open.

According to the slow opening of the throttle valve, the link lever rotates in the closing direction (positive direction rotation) of the bypass valve due to the connecting rod, but the rotation of the bypass lever is suppressed by the negative pressure actuator, and the bypass The valve is still held fully open.

When the throttle valve reaches the final stage of opening, the negative pressure on the engine side that is higher than the throttle valve that was acting on the negative pressure actuator decreases, and the negative pressure actuator increases the holding force that holds the bypass valve in the fully open state. According to this, the link lever is rotated in the closing direction of the bypass valve by the elastic force of the damper spring, so that the bypass valve closes the bypass passage.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a bypass passage control device in a throttle body for a supercharger engine according to the present invention will be described below with reference to FIGS. 2 and 3.

[5E] The arrangement of the throttle body T, supercharger S, air cleaner A, and intake passage M is the same as the conventional one, so a description thereof will be omitted.

The throttle body T will be explained.

Reference numeral 10 denotes a podium main body through which an intake passage 11 passes, and a throttle valve shaft 12 rotatably supported by the podium main body 10.
A throttle valve 13 for opening and closing the intake passage 11 is attached to the intake passage 11 . A first throttle valve lever 14A to which an accelerator wire W operated by the driver is connected is integrally attached to one end of the throttle valve shaft 12 that protrudes from the outside of the throttle valve shaft 12. A second throttle valve 8-14B is integrally attached to the other end.

In addition, the first throttle valve lever /<-+4A, the second throttle valve lever 14
B does not necessarily need to be provided for each, and may be provided as a single throttle valve lever 14.

] 5 has one end open to the intake path 11A on the upstream side (supercharger S side) of the throttle valve 13, and the other end opens to the intake path M1 on the suction side of the supercharger S (supercharger S side).
, an intake passage M1 on the intake side of the supercharger S is shown in FIG. ), and the bypass passage 15 is opened and closed by a bypass valve +7 supported by a rotatably supported bypass valve shaft 16.

A bypass lever 18 is integrally attached to an end of the bypass valve shaft 16. Reference numeral 18 is rotatably supported on a shaft 20 or connected to the shaft 20, and is mechanically connected to the second throttle valve lever 14B by a connecting rod 21. The second throttle valve lever 14B and the link lever 19 are connected to the connecting rod 21.
They are interlocked and connected as follows.

That is, when the second throttle valve lever 14B rotates in the opening direction so that the throttle valve 13 rotates the intake passage 11 in the opening direction, the link lever 18 rotates in the positive direction in the direction in which the bypass valve 17 closes the bypass passage 15. , the second throttle valve lever 14B rotates the throttle valve 13 in the direction of closing the intake passage 1.
When the link lever 19 rotates in the closing direction, the link lever 19 rotates in the opposite direction to the direction in which the bypass valve 17 opens the bypass passage 15.

Further, the link lever 19 and the bypass lever 18 are connected to each other when the link lever 19 rotates in the opposite direction (bypass valve 17
When the link lever 19 rotates in the opening direction), the opposing surfaces of the levers are mechanically abutted, and when the link lever 19 is rotated in the opposite direction, the bypass valve 17 mechanically contacts the bypass lever 18 in the direction that opens the heibus passage 15. Provides rotational force.

Further, D is a damper spring whose one end is locked to the link lever 19 and the other end is locked to the bypass lever 18. Gives sexual power ξ
It will be done.

As described above, the link lever 19 and the bypass lever 18 are brought into mechanical contact when the link lever 19 rotates in the reverse direction (when the bypass valve 17 rotates in the opening direction), and when the link lever 19 rotates in the forward direction (bypass valve 17 rotates in the opening direction). When the valve 17 is rotated in the closing direction, the bypass lever 18 is elastically pressed against the link lever 19 by the damper spring D.

Reference numeral 22 denotes a negative pressure actuator, which will be explained in more detail with reference to FIG.

The housing 23 has a pressure receiving chamber 25 and an atmospheric chamber 2 with a diaphragm 24.
The pressure receiving chamber 25 is connected to the intake passage 11B on the downstream side of the throttle valve 13 (on the engine E side from the throttle valve 13) by a negative pressure introduction passage 27, and the atmospheric chamber 26 is connected to the communicated with the atmosphere through

Inside the pressure receiving chamber 25, one end is locked to the diaphragm 24,
A spring 30 whose other end is locked to an adjustment member 29 is compressed, and this adjustment member 29 is screwed to the housing 23 to be movable in the direction of expansion and contraction (x-y) of the spring 30. The set load of the spring in the pressure receiving chamber 25 can be adjusted.

In addition, a connecting rod 3 integrally attached to the diaphragm 24
1 end is connected to a bypass lever 18.

Therefore, when the negative pressure in the intake passage 11B on the downstream side of the throttle valve 13 is one step below the negative pressure (the absolute value of the negative pressure becomes large),
The diaphragm 24 moves toward the pressure receiving chamber 25 against the spring force of the spring 30 and connects to the bypass valve 1 via the connecting rod 31.
7 is applied to the bypass lever 18 to hold it in the open state.

On the other hand, when the negative pressure in the intake passage 11B on the downstream side of the throttle valve 13 is less than one foot negative pressure (the absolute value of the negative pressure becomes small), the tire flam 24 moves toward the atmospheric chamber 2B by the spring force of the spring 30. However, it is not possible to apply a holding force to the bypass lever 18 to keep the bypass valve 17 open.

Next, its effect will be explained.

In a low opening operating state including the idling opening of the throttle valve 13, the bypass valve 17 maintains the bypass passage 15 in a high opening state. This is because the opening degree of the throttle valve 13 is low, the rotation of the link lever 19 mechanically operated via the connecting rod 21 in the positive direction is small, and the pressure received by the negative pressure actuator 22 is small. The high negative pressure in the intake passage 11B on the downstream side of the throttle valve 13 is introduced into the chamber 25, and the diaphragm 24 resists the spring force of the spring 30 to open the pressure receiving chamber 2.
5 side, and a holding force is applied to the bypass lever 18 to hold the bypass valve 17 in the open position H.

Therefore, in such a low opening operating state of the throttle valve 13, the rotation of the engine E is relatively low and the supercharger S
The compression pressure of the air is low, and the bypass valve 13 is
Since the 27 passage 15 is opened to a high opening degree, supercharging to the first engine E is suppressed, and the throttle valve 13 can be operated satisfactorily at a low opening degree.

Next, to explain the high opening operating state of the throttle valve 13, the throttle valve 13 opens the intake passage 11 to a medium or high opening, resulting in negative pressure in the intake passage 11B downstream of the throttle valve 13. decreases (the absolute value of negative pressure becomes smaller).

According to this, in the negative pressure actuator 22, the diaphragm 24 is pressed toward the atmospheric chamber 26 by the spring force of the spring 30, and the connecting rod 31 provides the bypass lever 18 with a holding force that holds the bypass valve 17 at a high opening degree. It is something that cannot be done.

When the throttle valve 13 is opened to a medium or high opening degree, the opening state of the throttle valve 13 is mechanically converted to forward rotation of the link lever 19 via the connecting rod 21. When the link lever 18 rotates in the forward direction, the bypass lever 18 immediately follows the link lever 19 due to the spring force of the Danvers spring 21, and the bypass lever 18 immediately follows the link lever 19.
The bypass valve 17 rotates in the closing direction of the throttle valve 13, and the bypass valve 17 opens the bypass passage 1 in synchronization with the opening of the throttle valve 13.
5 is closed, and the amount of recirculation of compressed air from the bypass passage 15 to the intake passage M1 on the suction side of the supercharger S is reduced according to the degree of obstruction.

Accordingly, the amount of compressed air supplied to the engine E via the intake passage 11 of the slow and torpedo T can be increased depending on the degree of blockage of the bypass passage 15 by the bypass valve 17. This allows supercharging of the engine, and satisfies high opening operation of the throttle valve 13.

Next, the acceleration operation of the engine, which is the main purpose of the present invention, will be explained. First, the rotation speed of the engine E is low and the throttle valve 1
Let's take a look at the acceleration operation from a relatively small opening in No. 3. In this state, the supercharger S does not generate high air compression pressure because the rotation speed is low.

On the other hand, when the throttle valve 13 is operated at a small opening, high negative pressure is generated in the intake passage 11B on the downstream side of the throttle valve 13, and this negative pressure is transmitted to the pressure receiving chamber of the negative pressure actuator 22 via the negative pressure introduction passage 27. 25.

Due to this high negative pressure, the diaphragm 24 in the pressure receiving chamber 25 moves toward the pressure receiving chamber 25 against the spring force of the spring 30, pulls up the connecting rod 31, and opens the bypass valve 17 to the bypass lever 18. It gives the holding power to hold it at the same time.

In such a state, when the throttle valve 13 is opened for accelerating operation of the engine E, the negative pressure in the intake passage 11B on the downstream side of the throttle valve 13 decreases rapidly. , the diaphragm 24 of the negative pressure actuator 22 is moved toward the atmospheric chamber 28 by the spring force of the spring 30, and the force applied from the connecting rod 31 to the bypass lever 18 to maintain the high opening state of the bypass valve 17 is Disappear.

On the other hand, the opening of the throttle valve 13 is transmitted to the link lever 19 via the connecting rod 21, causing the link lever 18 to rotate in the forward direction. In this case, as mentioned above, the high opening holding force of the bypass valve 17 by the negative pressure actuator 22 against the bypass lever 18 disappears, and the bypass lever 18 is moved in the positive direction of the link lever 19 by the spring force of the damper spring D. A throttle valve that follows the rotation! 3 is opened, the bypass passage 15 is closed by the bypass valve 17.

On the other hand, compressed air is supplied from the supercharger S to the engine E in response to the blockage of the bypass passage 15 by the bypass valve 17, but as mentioned above, the compressed air pressure of the supercharger S is low, so the engine is operated more than necessary. There is no supercharging and the drivability of acceleration is not impaired.

When the engine E speed is low, the compressed air pressure generated in the supercharger S is low.
No problem arises due to slow or sudden opening speed of the throttle valve 13.

Next, let us consider an acceleration operation in which the rotational speed of the first engine E is medium to high and the opening degree of the throttle valve 13 is relatively small.

First, if we look at the state before acceleration operation,
Since the opening degree of the throttle valve 13 is small, the inside of the intake passage 11B on the downstream side of the throttle valve 13 is in a high negative pressure state, and as described above, the bypass lever 18 is controlled by the negative pressure actuator 22 to maintain a high pressure relative to the bypass 417. An opening degree holding force is applied, and the bypass valve 17 maintains the bypass passage 15 open at a high opening degree since the opening degree of the throttle valve 13 is a small opening degree.

In such a state, when the throttle valve 13 is rapidly opened and sudden acceleration operation is started, the throttle valve 13 is suddenly opened due to the rapid opening of the throttle valve 13.
The negative pressure in the intake passage 11B on the downstream side drops instantaneously, and according to this, the diaphragm 24 of the negative pressure actuator 22 is moved into the atmospheric chamber 2 by the spring force of the spring 3o.
6 side, and the force that had been applied from the connecting rod 31 to the bypass lever 17 to maintain the high opening state of the bypass valve 17 disappears instantaneously.

On the other hand, the link lever 19 is rotated in the forward direction by the connecting rod 21 when the throttle valve 13 is opened, and the bypass lever 17, which has been released from the holding force of the bypass valve 17 in the high opening state, is rotated by the damper spring 21. Due to the spring force, the link lever 18 rotates in response to the opening of the throttle valve 13, and the bypass passage 15 is closed by the bypass valve 17.

Since high compressed air can be supplied to the engine E in response to the sudden opening of the throttle valve 13, the output of the engine can be suddenly increased, and rapid acceleration operation can be performed smoothly. .

Next, we will discuss the slow acceleration operation in which the throttle valve 13 is slowly opened. Since the throttle 5f'13 is slowly opened and the rotation speed of the engine E is medium to high, the intake air on the downstream side of the throttle valve 13 is The negative pressure in the passage 11B does not drop instantaneously, and the interior of the intake passage 11B downstream of the throttle valve 13 is still maintained at a high negative pressure state from the beginning to the middle of acceleration. According to this, the pressure receiving chamber 25 of the negative pressure actuator 22
Since the inside is maintained at a high negative pressure state, the negative pressure actuator 22 operates the bypass valve l?
A holding force is continuously applied to keep the valve in a high opening state.

On the other hand, the opening of the throttle valve 13 is transmitted to the link lever 18 via the connecting rod 21 to rotate the linkage /<-19 in the positive direction, but as described above, the bypass lever 18 is Bypass valve 1
Since a holding force is applied to hold the link lever 7 at a high opening degree, the link lever 19 rotates in the forward direction against the spring force of the spring D.

That is, during such a slow acceleration operation, the throttle valve 13 slowly opens and the link lever 18 also slowly rotates in the positive direction, but the rotation of the bypass lever 18 is suppressed by the negative pressure actuator 22, so the bypass lever 18 is Valve 17 still holds bypass passage 15 open. Therefore, in such a state, the highly compressed air generated in the supercharger S is recirculated from the bypass passage 15 to the intake passage M1 on the suction side of the supercharger S, and supercharging of the engine E is suppressed.

Then, when the throttle valve 13 is further opened from the middle stage to the alligator stage after the initial stage of the acceleration operation, the negative pressure in the intake passage 11B downstream of the throttle valve 13 decreases.

According to this, since the negative pressure inside the pressure receiving chamber 25 also decreases, the diaphragm 24 moves toward the atmospheric chamber 28 side by the spring force of the spring 30, and the connecting rod 31 of the negative pressure actuator 22 moves.
Bypass valve 17 attached to bypass lever 18
The high opening holding force disappears, and the bypass lever 18 rotates following the link lever 19, which rotates in the positive direction in synchronization with the opening of the throttle valve 13 due to the spring force of the damper spring 21. By closing the bypass passage 15, the engine E is supplied with compressed air from the supercharger S.

As described above, since the supply of highly compressed air to the engine E can be suppressed from the beginning of the slow acceleration operation, the driver is not given a shocking sense of acceleration. Diagrams regarding the opening speed of the bypass valve 17 with respect to the opening speed of the throttle valve 13 are shown in FIGS. 4 and 5. FIG. 4 shows the opening speed of the throttle valve 13 at IEiOdeg/s, and FIG.
/s, it can be seen that the opening speed of the bypass valve 17 differs depending on the opening speed of the throttle valve 13.

Note that when the throttle valve 13 operates in the closing direction, the throttle valve 13
The closing direction of the link lever 1 is controlled via the connecting rod 21.
9 as a reverse rotation, and the reverse rotation of the link lever 19 is mechanically transmitted to the bypass lever 18 and the bypass passage 15 is opened by the bypass valve 17. It has the following effect.

Furthermore, by screwing the adjusting member 29 of the actuator 22 shown in FIG. 3 and changing the set load of the spring 30, the timing at which the bypass valve is held at a high opening relative to the negative pressure in the intake passage downstream of the throttle valve 13 can be changed. By screwing the adjusting member 29 upward in FIG. 3 to weaken the set load of the spring 30, the bypass valve 17 can be maintained at a high opening state from a low intake tract negative pressure region. By screwing the length adjustment member 28 downward in FIG. 3 to increase the set load of the spring 30, the bypass valve 17 can be maintained at a high opening state in a high intake passage negative pressure region.

Furthermore, if the shaft 20 that rotatably supports the link lever 19 is the bypass valve shaft 16, the bypass lever 8 and the link lever 19 can be supported by a single shaft.

〔Effect of the invention〕

As described above, the bypass passage control device in a throttle body for a supercharger engine according to the present invention provides the following effects.

■In an engine where high air compression pressure is generated by the supercharger, during acceleration operation in a high rotation range and from a relatively small opening of the throttle valve; During sudden acceleration operation where the throttle valve is opened rapidly. .

Since the high opening holding force applied to the bypass valve by the negative pressure actuator is immediately eliminated as soon as the throttle valve opens, the bypass valve can close the bypass passage at the same time as the main throttle valve opens the intake passage. This allows the engine to be supercharged with air suitable for rapid acceleration operations.On the other hand, during gentle acceleration operations in which the throttle valve is slowly opened, the negative pressure actuator applies a high opening holding force to the bypass valve to open the throttle valve. Since the throttle valve was able to be held open from the initial stage to the middle stage, the bypass passage can be kept open by the bypass valve from the early stage to the middle stage of the throttle valve opening, and this prevents rapid supercharging of the engine. As a result, the driver is no longer given a shocking sense of acceleration, making it possible to greatly improve drivability.

(2) The use of a negative pressure actuator as the control actuator of the bypass passage control device has an extremely simple configuration, uses negative pressure changes in the intake passage as its operating source, and has no electrical configuration. It can be easily attached to existing equipment, and has great practical effects.

■By sharing the shaft that rotatably supports the link lever with the bypass valve shaft, the center of rotation of the bypass valve and the center of rotation of the link lever can be easily aligned and the number of parts can be reduced. Accordingly, it is possible to provide the above-mentioned device which has a high degree of freedom in design and is inexpensive.

■By making it possible to adjust the set load of the spring compressed in the pressure receiving chamber of the negative pressure actuator, it has become possible to easily change the opening holding force for the bypass valve of the negative pressure actuator. According to the publication, it is possible to finely adjust the opening holding force of a bypass valve in the production of negative pressure actuators, thereby improving productivity.

Furthermore, when this device is installed in various types of engines, the device can be set extremely easily even when the negative pressure in the intake passage changes depending on the engine, making it possible to provide the device with high versatility. It is something.

[BRIEF DESCRIPTION OF THE DRAWINGS] Fig. 1 is a longitudinal cross-sectional view of the main parts of a conventional throttle body for a supercharger engine, including the entire system including an eight-path passage control device, and Fig. 2 is a throttle body for a supercharger engine according to the present invention. A simplified perspective view showing an embodiment of the bypass passage control device in the body, FIG. 3 is a longitudinal sectional view of the negative pressure actuator in FIG. 2, and FIGS. 4 and 5 show the opening of the bypass valve in response to the opening speed of the throttle valve. FIG. 4 is a diagram showing the relationship between the opening speed of the throttle valve and the speed.
Odeg/s is shown, and FIG. 5 shows 10deg/s. E, Engine T, Throttle body S, Supercharger A, Air cleaner M, Intake path 11, Intake path 13. ,, Throttle valve 14
,,, Throttle valve lever ie,,, Bypass valve shaft 1
? ,,, Bypass valve 18. ,,,Bypass lever 19,,,,Link lever 21. , Connecting rod 22, Negative pressure actuator 24, Diaphragm 25. ,,,pressure receiving chamber 2B
,,,, Atmospheric chamber 3060. , spring 31
,,,,connecting rod D,,,,damper spring

Claims (4)

[Claims] (1) A throttle body with a throttle valve that controls the opening area of the intake passage and is operated by the driver, a supercharger connected to the intake passage upstream of the throttle valve, and an intake valve upstream of the throttle valve. In a bypass passage control device for a throttle body for a supercharger engine, which includes a bypass passage that communicates the intake passage with an intake passage on the suction side of the supercharger, and a bypass valve that controls the opening area of the bypass passage; The bypass lever 18 rotates synchronously with the opening/closing operation, and the bypass lever 18 is provided with a holding force that holds the bypass valve 17 in the open position when the negative pressure in the intake passage downstream of the throttle valve 13 is equal to or higher than a certain negative pressure. Negative pressure actuator 2
2, a link lever 19 rotatably supported on the shaft 20, mechanically connected to the throttle valve lever 14 that rotates synchronously with the opening/closing operation of the throttle valve 13, and abutted on the bypass lever 18; A damper spring D has one end locked to the link lever 19 and the other end locked to the bypass lever 18, and applies an elastic force to the bypass lever 18 in the closing direction of the bypass valve 17; When the link lever 19 rotates in the forward direction during the opening operation of the throttle valve 13, the bypass lever 18 is biased in the closing direction of the bypass valve 17 by the elastic force of the damper spring D, and when the link lever 19 rotates in the opposite direction during the closing operation of the throttle valve 13. A bypass passage control device in a throttle body for a supercharger engine, characterized in that a bypass lever 18 is mechanically rotated in a direction in which a bypass valve 17 is opened by a link lever 19 during rotation. (2) The negative pressure actuator is divided into a pressure receiving chamber 25 connected to the intake passage downstream of the throttle valve 13 and an atmospheric chamber 26 connected to the atmosphere by a diaphragm 24 arranged in the housing 23, and Bypass passage control in a throttle body for a supercharger engine according to claim 1, wherein a spring 30 is compressed in the chamber 25, and an end of a connecting rod 31 fixed to the diaphragm 24 is engaged with the bypass lever 18. Device. (3) A bypass passage control device in a throttle body for a supercharger engine according to claim 1, wherein the link lever (19) is rotatably supported by the bypass valve shaft (16). (4) While locking one end of the spring 30 contracted in the pressure receiving chamber 25 to the diaphragm 24, the spring 30
3. The bypass passage control device for a throttle body for a supercharger engine according to claim 2, wherein the other end of the spring 30 is engaged with an adjustment member 29 that can be moved and adjusted in the direction of expansion and contraction of the spring 30.