Patent Publication Number: US-2018038291-A1

Title: Throttle valve assembly

Description:
CROSS REFERENCE TO RELATED APPLICATION 
     The present application claims priority to Great Britain Application No. 1613441.3, filed on Aug. 4, 2016. The entire contents of the above-referenced application are hereby incorporated by reference in its entirety for all purposes. 
     FIELD 
     The present description relates generally to the control of air flow into an internal combustion engine and in particular to a throttle valve assembly for controlling air flow into an internal combustion engine. 
     BACKGROUND/SUMMARY 
     Butterfly type valve are used to control the flow of air in previous internal combustion engines. It will be appreciated that the term ‘air’ as meant herein includes not only atmospheric air admitted via an air inlet but also other gas flows to the engine such as, for example, recirculated exhaust gas and crankcase ventilation gas. 
     It is a problem with such a butterfly arrangement that when the butterfly valve is in a partially open position considerable downstream turbulence is produced which has an adverse effect on engine efficiency. Even at wide open throttle there will be a pressure drop and turbulence from the throttle plate of a butterfly type valve. 
     To at least partially address the aforementioned problems the inventors developed a throttle valve assembly. In one example, the throttle valve assembly includes a throttle body defining offset inlet and outlet air flow passages connected via a throttle passage providing an adjustable air flow area, a wedge shaped valve member slidingly mounted in the throttle body to vary the air flow area of the throttle passage and an actuator mechanism to move the wedge shaped valve member towards and away from the inlet air flow passage to vary the air flow area of the throttle passage wherein the inlet air flow passage extends along a first longitudinal axis, the outlet air flow passage extends along a second longitudinal axis arranged parallel to but offset from the first longitudinal axis and the actuator mechanism is operable to slide the wedge shaped valve member between open throttle and closed throttle positions along a third longitudinal axis arranged parallel to the first and second longitudinal axes. The throttle valve assembly having the structural features described above decreases the amount of turbulence generated by the throttle when compared to previous throttle designs such as butterfly valves. As a result, the efficiency of the throttle valve assembly and engine are correspondingly increased. 
     It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic diagram showing a motor vehicle having an engine air induction control system that includes a throttle valve assembly; 
         FIG. 2  is a diagrammatic cut-away side view of a throttle valve assembly showing a wedge shape valve member in a throttle closed position; and 
         FIG. 3  is a diagrammatic cut-away side view similar to  FIG. 2 , but showing the wedge shape valve member in a wide open throttle position. 
     
    
    
     DETAILED DESCRIPTION 
     A throttle valve assembly is described herein that achieves the objective of increased valve efficiency. In one example, a throttle valve assembly is provided. The throttle valve assembly includes a throttle body defining offset inlet and outlet air flow passages connected via a throttle passage providing an adjustable air flow area, a wedge shaped valve member slidingly mounted in the throttle body to vary the air flow area of the throttle passage and an actuator mechanism to move the wedge shaped valve member towards and away from the inlet air flow passage to vary the air flow area of the throttle passage wherein the inlet air flow passage extends along a first longitudinal axis, the outlet air flow passage extends along a second longitudinal axis arranged parallel to but offset from the first longitudinal axis and the actuator mechanism is operable to slide the wedge shaped valve member between open throttle and closed throttle positions along a third longitudinal axis arranged parallel to the first and second longitudinal axes. Providing a throttle valve with the wedge shaped valve member and a valve inlet that is offset from a valve outlet enables the turbulence generated by the valve in an open position to be reduced. Consequently, valve efficiency and correspondingly engine efficiency may be increased in comparison to previous butterfly type throttle valves. 
     Moving the wedge shaped valve member towards the inlet passage may reduce the air flow area of the throttle passage and moving the wedge shaped valve member away from the inlet passage may increase the air flow area of the throttle passage. 
     The inlet air flow passage may be defined by an inlet portion of an upper wall of the throttle body, a lower wall of the throttle body and two side walls of the throttle body, the outlet air flow passage may be defined by an outlet portion of the upper wall of the throttle body, an outlet lower wall of the throttle body and the two side walls of the throttle body and the throttle passage may be defined by a transition portion of the upper wall of the throttle body, an inclined face of the wedge shaped valve member and the two side walls of the throttle body. 
     The inclined face of the wedge shaped valve member may face towards the inlet air flow passage. 
     The transition portion of the upper wall may be inclined with respect to the inlet and outlet portions of the throttle body and the inclined face of the wedge shaped valve member may be arranged substantially parallel to the transition portion of the upper wall of the throttle body. 
     The actuator mechanism may include an electric motor driving a threaded shaft engaged with a threaded member fastened to the wedge shaped valve member. 
     In another aspect, an engine air induction control system for a motor vehicle is provided. The engine air induction control system may include an air inlet flow path to an engine including a throttle valve assembly, an electronic controller, an accelerator pedal position sensor associated with an accelerator pedal of the motor vehicle to provide a driver torque demand input to the electronic controller and an electronically controllable actuator forming part of the actuator mechanism of the throttle valve assembly operably connected to the electronic controller. 
     The electronic controller may be arranged to operate the electronically controllable actuator to move the wedge shaped valve member of the throttle valve assembly based upon the input from the accelerator pedal position sensor. 
     The electronic controller may be operable to use the electronically controllable actuator to move the wedge shaped valve member of the throttle valve assembly to increase the air flow area in the throttle passage of the throttle body assembly from the current air flow area if the input from the accelerator pedal position sensor indicates a request for increased engine torque. 
     The electronic controller may be operable to use the electronically controllable actuator to move the wedge shaped valve member of the throttle valve assembly to reduce the air flow area in the throttle passage of the throttle body assembly from the current air flow area if the input from the accelerator pedal position sensor indicates a request for reduced engine torque. 
     In another aspect, a motor vehicle is provided with an internal combustion engine and an engine air induction control system that includes the aforementioned engine air induction control system. 
     With reference to  FIG. 1  there is shown a motor vehicle  5  having an engine  10  (e.g., direct injection gasoline engine). Air is supplied to the engine  10  via an air inlet manifold  14  and exhaust gasses flow out from the engine to atmosphere via an exhaust manifold  15  and an exhaust pipe  16 . It will be appreciated that one or more emission control devices (not shown) may be included in the flow path of the exhaust gas from the engine  10  to atmosphere. 
     Atmospheric air enters a first induction duct  12  via an air filter  11  and flows through an air flow passage forming part of a throttle valve assembly  20  to a second induction duct  13  which is connected to the inlet manifold  14  of the engine  10 . 
     An exhaust gas recirculation system  60  may be included in the vehicle  5 . The exhaust gas recirculation system  60  may include an exhaust gas recirculation pipe  17  connect at one end to the exhaust pipe  16  and connected at an opposite end to the first induction duct  12 . An exhaust gas recirculation valve  18  is used to control the flow of exhaust gas through the exhaust gas recirculation pipe  17 . It will be appreciated that in practice the exhaust gas may flow through an intercooler, in one example, before flowing back to the first induction duct  12 . Therefore, the engine described herein is not limited to a normally aspirated engine having exhaust gas recirculation of the type shown. 
     The throttle valve assembly  20  forms part of an engine air induction control system  70  that also includes an electronic controller  50  and a number of sensors of which only a mass air flow sensor  51 , an engine speed sensor  52 , and an accelerator pedal position sensor  56  associated with an accelerator pedal  6  are shown in  FIG. 1 . 
     It will be appreciated that in practice the electronic controller  50  may normally also control the flow of fuel to the engine  10  and that the fuel supply system has been omitted from  FIG. 1 . However, it will be appreciated that in other examples a fuel supply system including a fuel tank, one or more fuel pumps, a fuel rail, a fuel injector, etc., may be provided in the vehicle  5 . 
     Although not shown in  FIG. 1 , the electronic controller  50  is also connected to the exhaust gas recirculation valve  18  to control the flow of exhaust gas flowing through the exhaust gas recirculation pipe  17 . 
     The throttle valve assembly  20  includes an electronically controlled actuator in the form of an electric motor  40  that is controlled by the electronic controller  50 . It will be appreciated that the electronic controller may in practice not directly control the electric motor  40  but rather control a power controller used to control the electric motor  40 , in one example. Thus, the power controller may act as an actuator, in such an example. Specifically, the electric motor  40  may be of a servo motor type having feedback, in some examples, but a micro-stepping motor could alternatively be used, in other examples. 
       FIG. 1  also shows the controller  50  as a conventional microcomputer including: microprocessor unit  102 , input/output ports  104 , read-only memory  106 , random access memory  108 , keep alive memory  110 , and a conventional data bus. Controller  50  is configured to receive various signals from sensors coupled to the engine  10 . The sensors may include the mass air flow sensor  51 , engine speed sensor  52 , accelerator pedal position sensor  56 , engine coolant temperature sensor (not shown), exhaust gas sensors (not shown), etc. Therefore in one example, the controller  50  may be configured to receive throttle position (TP) from the accelerator pedal position sensor  56  coupled to the pedal  6  and actuated by a vehicle operator. Therefore, the controller  50  receives signals from the various sensors. 
     Furthermore, the controller  50  may employ various actuators to adjust engine operation based on the received signals and instructions stored in memory (e.g., non-transitory memory) of the controller. Thus, it will be appreciated that the controller  50  may send and receive signals from the throttle valve assembly  20 . Specifically in one example, the controller  50  may send control signals to the electric motor  40  to trigger movement of flow control components in the throttle valve assembly  20 , discussed in greater detail herein. The controller  50  may also send control signals to the exhaust gas recirculation valve  18  as well as other suitable actuators in the engine. 
     With particular reference to  FIGS. 2 and 3 , the throttle valve assembly  20  includes a throttle body  21  in which is slidingly mounted a wedge shaped valve member  30  the position of which is adjustable by the electric motor  40  via an actuator linkage including a threaded member  35  and a threaded drive shaft  36  threadingly engaged with the threaded member  35  and driveably connected to the electric motor  40 . The electric motor  40 , threaded member  35  and threaded shaft  36  (e.g., threaded drive shaft) form in combination an electronically controllable actuator mechanism. 
     The wedge shaped valve member  30  has a valve body  31  having an inclined face  32  (e.g., inclined front face), an upper face  34 , a lower face  37  and two side faces (not shown). The wedge shaped valve member  30  is slidingly mounted within the throttle body  21 . 
     The throttle body  21  includes an upper wall  22  that has an inlet portion  24 , an outlet portion  25  and a linking or transition portion  26 , an outlet lower wall  27 , a lower wall  28 , a linking or intermediate wall  39  joining the outlet lower wall  27  to the lower wall  28  and two side walls (not shown). 
     A first flange  23  is fastened to an inlet end of the throttle body  21  for use in attaching the throttle body  21  to the first induction duct  12 , shown in  FIG. 1 , and a second flange  23 ′ is fastened to an outlet end of the throttle body  21  for use in connecting the throttle body  21  to the second induction duct  13 , shown in  FIG. 1 . 
     A quadrilateral shaped inlet air flow passage  21   a  is formed at the inlet end of the throttle body  21  by the inlet portion  24  of the upper wall  22 , the lower wall  28  and the two side walls (not shown). In the case of this example the inlet passage  21   a  is rectangular in shape having a width ‘W’ that is greater than its height. However in other examples, the inlet passage may have a curved shape (e.g., circular or oval cross-section). 
     A quadrilateral shaped outlet air flow passage  21   b  is formed at the outlet end of the throttle body  21  by the outlet portion  25  of the upper wall  22 , the outlet lower wall  27  and the two side walls (not shown). In the case of this example the outlet passage  21   b  is rectangular in shape having a width ‘W’ that is greater than its height. It will be appreciated that the width and height dimensions of the outlet passage  21   b  are substantially the same as the corresponding dimensions of the inlet passage  21   a . However in other examples, the height and/or width dimensions of the inlet passage  21   a  and the outlet passage  21   b  may not be equivalent. 
     The outlet passage  21   b  is offset with respect to the inlet passage  21   a  so that a staggered or zigzag flow passage is defined by the throttle body  21  between the inlet passage  21   a  and the outlet passage  21   b . The inlet passage  21   a  extends along a first longitudinal axis a-a and the outlet passage  21   b  extends along a second longitudinal axis b-b arranged parallel to but offset from the first longitudinal axis a-a. A radial axis d-d is also provided for reference in  FIG. 3 . It will be appreciated that the inlet passage  21   a  and the outlet passage  21   b  are also offset with regard to radial axis d-d. Offsetting the inlet and outlet passages in this way enables the turbulence in the throttle assembly to be decreased when the assembly is in an open position. As a result, the efficiency of the throttle valve is increased when compared to butterfly type throttle valves. 
     A throttle passage  21   c  (indicated in  FIG. 3 ) is defined between the transition portion  26  of the upper wall, the two side walls of the throttle body  21  and the inclined face  32  of the wedge shaped valve member  30 . 
     When the wedge shaped valve member  30  is in a closed throttle position shown in  FIG. 2 , the height X 1  of the throttle passage  21   c  is defined between the transition portion  26  of the upper wall  22  and the inclined face  32  of the valve body  31  in the region where the inclined face  32  of the valve body  31  overlaps with the transition portion  26  of the upper wall. When the valve body  31  is so positioned an air flow area of (X 1 ×W) is produced. ‘W’ being the width of the throttle passage  21   c.    
     When the valve member  31  is in a wide open throttle position shown in  FIG. 3 , the height X 2  of the throttle passage  21   c  is defined between the linking portion  26  of the upper wall  22  and the inclined face  32  of the valve body  31 . When the valve body  31  is so positioned an air flow area of (X 2 ×W) is produced. ‘W’ being, as before, the width of the throttle passage  21   c . Therefore the air flow area is related to the distance between the inclined face  32  of the valve body  31  and the inner face of the transition portion  26  of the upper wall  22 . It will be appreciated that the width ‘W’ of the throttle passage  21   c  remains constant irrespective of the position of the valve body  31  because it is defined by the fixed side walls of the throttle body  21 . 
     The inclined face  32  of the valve body  31  faces towards the inlet passage  21   a  and is arranged at an angle  41  (e.g., acute angle) with respect to the lower face  37  of the valve body  31 . The inclined face  32  is also arranged at an angle  43  (e.g., obtuse angle) with respect to the upper face  34  of the valve body  31 . The upper and lower faces  34  and  37  of the valve body  31  are arranged substantially parallel to one another. The inclined face  32  of the valve body  31  is arranged at a predefined angle that orientates the inclined face  32  substantially parallel to the facing inner surface of the transition portion  26  of the upper wall  22 . The lower face  37  of the valve body  31  is arranged to slidingly rest upon the lower wall  28  of the throttle body  21  so as to facilitate sliding motion of the valve body  31  along a third longitudinal axis c-c. The actuator mechanism  35 ,  36 ,  40  is operable, when needed, to slide the wedge shaped valve member  30  along the third longitudinal axis c-c that is arranged parallel to the first and second longitudinal axes a-a and b-b. Specifically, in the depicted example, the first longitudinal axis a-a is aligned with the third longitudinal axis c-c. However, in other examples, the first longitudinal axis a-a may be offset from the third longitudinal axis c-c. 
     The valve body  31  also has a rear face  33  to which is fastened the threaded member  35 . The threaded member  35  defines a clearance passage  31   c  to allow for the passage of the threaded drive shaft  36 . It will be appreciated that the width of the valve body  31  may be substantially the same as the interior width ‘W’ of the throttle body  21  in the region where the valve body  31  may be located so that a clearance fit is produced between the valve body  31  and the throttle body  21 . 
     The upper face  34  of the wedge shaped valve member  30  is arranged to co-operate with the outlet lower wall  27  so as to produce a substantially uniform lower surface to the outlet passage  21   b  irrespective of the position of the wedge shaped valve member  30 . The valve body  31  slides under the outlet lower wall  27  when the wedge shaped valve member  30  is in the wide open throttle position and outlet lower wall  27  has a shaped front end to reduce flow disturbances. In the case of this example the shaped front end of the outlet lower wall  27  has a chamfer arranged at substantially the same orientation as the inclined face  32  of the valve member  30 . 
     The linking wall  39  that joins the outlet lower wall  27  to the lower wall  28  has a seal  38  mounted therein to seal the passage of the threaded drive shaft  36  through the linking wall  39 . 
     Operation of the throttle valve assembly may be as follows. 
     From the closed throttle position shown in  FIG. 2 , to increase the air flow area of the throttle body  21  and hence the flow rate of air through the throttle body  21  the wedge shaped valve member  30  is moveable away from the inlet passage  21   a  until it reaches a maximum displaced position called the wide open throttle position, as shown in  FIG. 3 . The movement of the wedge shaped valve member  30  is effected by the electric motor  40  which rotates the threaded drive shaft  36  which cause the tubular threaded member  35  fastened to the valve body  31  to be drawn towards the linking wall  39 . However, other types of actuation linkage for actuating the wedge shaped member have been contemplated. 
     From the wide open throttle position shown in  FIG. 3 , to reduce the air flow area through the throttle body  21  and hence the flow rate of air through the throttle body  21  the wedge shaped valve member  30  is moveable towards the inlet passage  21   a  until it reaches a minimum displaced position called the closed throttle position as shown in  FIG. 2 . The movement of the wedge shaped valve member  30  is effected by the electric motor  40  which rotates the threaded drive shaft  36  which cause the tubular threaded member  35  fastened to the valve body  31  to be moved away from the linking wall  39 . 
     It will be appreciated that the wedge shaped valve member  30  can be located at any position between the closed and wide open positions depending upon the requirement for air from the engine  10 . Movement of the valve body  31  away from the inlet passage  21   a  is termed ‘movement in a throttle opening direction’ and movement of the valve body  31  towards the inlet passage  21   a  is termed ‘movement in a throttle closing direction’. When the valve body  31  is moved toward the inlet passage  21   a  the valve body blocks a greater amount of the throttle passage  21   c.    
     Due to the use of the wedge shaped valve member  30  and the shape of the throttle body  21  no sudden change of direction is needed for the air flowing through the throttle body  21  and so turbulence is considerably reduced compared to a conventional butterfly valve. Furthermore, when in the wide open throttle position the wedge shaped valve member  30  has little or no reducing effect on the air flow area through the throttle body  21  and so does not substantially impede the flow of air through the throttle body  21 . 
     It will be appreciated that the throttle body  21  shown in  FIGS. 2 and 3  is conceptual in nature and that in practice there would not be sharp edges where the transitions between the various portions  24 ,  25 ,  26  occur they would be in the form of smooth large radius junctions. 
     Similarly the junction of the inclined and upper faces  32 ,  34  of the valve member  31  would not be a sharp edge but would have a radius to blend the two surfaces  32 ,  34 . 
     With particular reference to  FIG. 1  operation of the engine air induction control system will now be described. 
     A demand for torque from the engine  10  is produced when an accelerator pedal such as the accelerator pedal  6  is depressed and the amount of torque demanded by the driver will depend upon the magnitude of depression of the accelerator pedal  6 . 
     Although in some cases there is a linear relationship between the magnitude of accelerator pedal  6  depression and torque demand in other cases the relationship may not be linear. However, irrespective of the relationship, in general terms when a driver depresses the accelerator pedal  6  a demand for torque is produced that increases with increasing depression of the accelerator pedal  6  and this is sensed by the accelerator pedal position sensor  56  and is supplied as a torque demand input to the electronic controller  50 . 
     The electronic controller  50  uses the input from the accelerator pedal position sensor  56  to control the position of the valve member  30  in the throttle body  21  by causing the electric motor  40  to be rotated in a desired direction. 
     For example, if the demand for torque from the driver increases from a current torque demand then the electronic controller  50  is operable to cause the motor  40  to move the valve member  30  in throttle opening direction, that is to say away from the inlet passage  21   a , so as to increase the flow rate of air to the engine  10 . It will be appreciated that the amount of fuel supplied to the engine  10  will also be adjusted by the electronic controller  50  to produce a desired air fuel ratio. 
     Similarly, if the demand for torque from the driver reduces from the current demand then the electronic controller  50  is operable to cause the motor  40  to move the valve member  30  in a throttle closing direction, that is to say towards the inlet passage  21   a , to reduce the flow rate of air to the engine  10  and the amount of fuel supplied to the engine  10  will be adjusted by the electronic controller  50  to produce a desired air fuel ratio. 
     It will be appreciated that the electronic controller  50  may also be operable to vary the position of the wedge shaped valve member  30  and/or the amount of fuel supplied during constant engine running conditions in which the position of the accelerator pedal  6  is not adjusted by the driver in order to maintain a desired air fuel ratio or to control emissions from the engine  10 . 
     When the driver is not depressing the accelerator pedal  6  the controller  50  is operable to move the valve member  30  to the closed throttle position, shown in  FIG. 2 , and when the driver fully depresses the accelerator pedal  6  the electronic controller  50  is arranged to move the valve member  30  to the wide open throttle position, shown in  FIG. 3 . 
     Although the invention has been described with reference to an embodiment using a rotary electric actuator it will be appreciated that other types of actuator could be used such as for example a linear actuator. It will also be appreciated that the actuator could alternatively be an electronically controllable hydraulic actuator or an electronically controllable pneumatic actuator. 
     It will also be appreciated that the invention is not limited to use on a direct injection gasoline engine and could be used on any engine requiring an electronically controllable throttle valve. 
     Therefore in summary, the throttle valve assembly described herein reduces the turbulence and pressure drop across the throttle valve compared with a butterfly type throttle valve and produces the following advantages: increased fuel economy; increased maximum torque; increased power; and decreased exhaust emissions, including CO2. 
     It will be appreciated by those skilled in the art that although the invention has been described by way of example with reference to one or more embodiments it is not limited to the disclosed embodiments and that alternative embodiments could be constructed without departing from the scope of the invention as defined by the appended claims. 
       FIGS. 2-3  show example configurations with relative positioning of the various components. If shown directly contacting each other, or directly coupled, then such elements may be referred to as directly contacting or directly coupled, respectively, at least in one example. Similarly, elements shown contiguous or adjacent to one another may be contiguous or adjacent to each other, respectively, at least in one example. As an example, components laying in face-sharing contact with each other may be referred to as in face-sharing contact. As another example, elements positioned apart from each other with only a space there-between and no other components may be referred to as such, in at least one example. As yet another example, elements shown above/below one another, at opposite sides to one another, or to the left/right of one another may be referred to as such, relative to one another. Further, as shown in the figures, a topmost element or point of element may be referred to as a “top” of the component and a bottommost element or point of the element may be referred to as a “bottom” of the component, in at least one example. As used herein, top/bottom, upper/lower, above/below, may be relative to a vertical axis of the figures and used to describe positioning of elements of the figures relative to one another. As such, elements shown above other elements are positioned vertically above the other elements, in one example. As yet another example, shapes of the elements depicted within the figures may be referred to as having those shapes (e.g., such as being circular, straight, planar, curved, rounded, chamfered, angled, or the like). Further, elements shown intersecting one another may be referred to as intersecting elements or intersecting one another, in at least one example. Further still, an element shown within another element or shown outside of another element may be referred as such, in one example. 
     The invention will further be described in the following paragraphs. In one aspect, a throttle valve assembly is provided. The throttle valve assembly comprises a throttle body defining offset inlet and outlet air flow passages connected via a throttle passage providing an adjustable air flow area; a wedge shaped valve member slidingly mounted in the throttle body to vary the air flow area of the throttle passage; and an actuator mechanism to move the wedge shaped valve member towards and away from the inlet air flow passage to vary the air flow area of the throttle passage; wherein the inlet air flow passage extends along a first longitudinal axis, the outlet air flow passage extends along a second longitudinal axis arranged parallel to but offset from the first longitudinal axis and the actuator mechanism is operable to slide the wedge shaped valve member between open throttle and closed throttle positions along a third longitudinal axis arranged parallel to the first and second longitudinal axes. 
     In another aspect, an engine air induction control system for a motor vehicle is provided. The engine air induction control system comprises an air inlet flow path to an engine including a throttle valve assembly including; a throttle body defining offset inlet and outlet air flow passages connected via a throttle passage providing an adjustable air flow area; a wedge shaped valve member slidingly mounted in the throttle body to vary the air flow area of the throttle passage; and an actuator mechanism to move the wedge shaped valve member towards and away from the inlet air flow passage to vary the air flow area of the throttle passage; wherein the inlet air flow passage extends along a first longitudinal axis, the outlet air flow passage extends along a second longitudinal axis arranged parallel to but offset from the first longitudinal axis and the actuator mechanism is operable to slide the wedge shaped valve member between open throttle and closed throttle positions along a third longitudinal axis arranged parallel to the first and second longitudinal axes; an electronic controller; an accelerator pedal position sensor associated with an accelerator pedal of the motor vehicle to provide a driver torque demand input to the electronic controller; and an electronically controllable actuator forming part of the actuator mechanism of the throttle valve assembly operably connected to the electronic controller. 
     In yet another aspect, a throttle valve assembly is provided. The throttle valve assembly comprises a throttle body including radially offset inlet and outlet air flow passages connected via a throttle passage with an adjustable air flow area; a wedge shaped valve member slidingly mounted in the throttle body to vary the air flow area of the throttle passage; and an actuator mechanism moving the wedge shaped valve member towards and away from the inlet air flow passage. 
     In any of the aspects herein or combinations of the aspects, moving the wedge shaped valve member towards the inlet passage reduces the air flow area of the throttle passage and moving the wedge shaped valve member away from the inlet passage increases the air flow area of the throttle passage. 
     In any of the aspects herein or combinations of the aspects, the inlet air flow passage may be defined by an inlet portion of an upper wall of the throttle body, a lower wall of the throttle body and two side walls of the throttle body, the outlet air flow passage may be defined by an outlet portion of the upper wall of the throttle body, an outlet lower wall of the throttle body and the two side walls of the throttle body and the throttle passage may be defined by a transition portion of the upper wall of the throttle body, an inclined face of the wedge shaped valve member, and the two side walls of the throttle body. 
     In any of the aspects herein or combinations of the aspects, the inclined face of the wedge shaped valve member may face toward the inlet air flow passage. 
     In any of the aspects herein or combinations of the aspects, the transition portion of the upper wall may be inclined with respect to the inlet and outlet portions of the throttle body and the inclined face of the wedge shaped valve member may be arranged substantially parallel to the transition portion of the upper wall of the throttle body. 
     In any of the aspects herein or combinations of the aspects, the actuator mechanism may comprise an electric motor driving a threaded shaft engaged with a threaded member fastened to the wedge shaped valve member. 
     In any of the aspects herein or combinations of the aspects, the electronic controller may be arranged to operate the electronically controllable actuator to move the wedge shaped valve member of the throttle valve assembly based upon the input from the accelerator pedal position sensor. 
     In any of the aspects herein or combinations of the aspects, the electronic controller may be operable to use the electronically controllable actuator to move the wedge shaped valve member of the throttle valve assembly to increase the air flow area in the throttle passage of the throttle body assembly from the current air flow area if the input from the accelerator pedal position sensor indicates a request for increased engine torque. 
     In any of the aspects herein or combinations of the aspects, the electronic controller may be operable to use the electronically controllable actuator to move the wedge shaped valve member of the throttle valve assembly to reduce the air flow area in the throttle passage of the throttle body assembly from the current air flow area if the input from the accelerator pedal position sensor indicates a request for reduced engine torque. 
     In any of the aspects herein or combinations of the aspects, the wedge shaped valve member may include an inclined face that intersects a longitudinal axis of the inlet flow passage. 
     In any of the aspects herein or combinations of the aspects, the throttle body may include a transition portion parallel to the inclined face of the wedge shaped valve member. 
     In any of the aspects herein or combinations of the aspects, the transition portion may be asymmetric. 
     In any of the aspects herein or combinations of the aspects, a valve body of the wedge shaped valve member and the inlet air flow passage may share a common longitudinal axis. 
     In any of the aspects herein or combinations of the aspects, the actuator mechanism may include an actuator linkage coupled to a motor. 
     In any of the aspects herein or combinations of the aspects, the actuator linkage may include a threaded member and a threaded drive shaft threadingly engaged with the threaded member coupled to the wedge shaped valve member. 
     In any of the aspects herein or combinations of the aspects, the motor may rotate the threaded drive shaft to move the wedge shaped valve member along a longitudinal axis. 
     In any of the aspects herein or combinations of the aspects, the wedge shaped valve member may include an inclined face arranged at an acute angle with regard to a lower face. 
     In any of the aspects herein or combinations of the aspects, the wedge shaped valve member may include an upper face positioned downstream of the inclined face. 
     It will be appreciated that the configurations and control schemes disclosed herein are exemplary in nature, and that these specific embodiments are not to be considered in a limiting sense, because numerous variations are possible. For example, the above technology can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, and other features, functions, and/or properties disclosed herein. 
     The following claims particularly point out certain combinations and sub-combinations regarded as novel and non-obvious. These claims may refer to “an” element or “a first” element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and/or properties may be claimed through amendment of the present claims or through presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.