JP2011247221A - Intake control device for v-type engine - Google Patents

Intake control device for v-type engine Download PDF

Info

Publication number
JP2011247221A
JP2011247221A JP2010123477A JP2010123477A JP2011247221A JP 2011247221 A JP2011247221 A JP 2011247221A JP 2010123477 A JP2010123477 A JP 2010123477A JP 2010123477 A JP2010123477 A JP 2010123477A JP 2011247221 A JP2011247221 A JP 2011247221A
Authority
JP
Japan
Prior art keywords
throttle
valve
link lever
link
type engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2010123477A
Other languages
Japanese (ja)
Inventor
Daisuke Shiraida
大介 白井田
Michio Onuma
倫郎 大沼
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Keihin Corp
Original Assignee
Keihin Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Keihin Corp filed Critical Keihin Corp
Priority to JP2010123477A priority Critical patent/JP2011247221A/en
Publication of JP2011247221A publication Critical patent/JP2011247221A/en
Pending legal-status Critical Current

Links

Images

Landscapes

  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

PROBLEM TO BE SOLVED: To secure the accurate synchronization of first and second throttle valves with each other by using an interlocking device for connecting first and second valve shafts to each other, while avoiding the application of useless loads onto the first and second valve shafts.SOLUTION: An intake control device for a V-type engine includes an electric motor 11 and a reduction gear device 12 mounted on a first throttle body 5a. The interlocking device 29 is composed of a first link lever 21a connected to one end of the first valve shaft 9a on the side of the reduction gear device 12, a second link lever 21b connected to one end of the second valve shaft 9b, and a link 28 linking the first and second link levers 19, 21b to each other. A first return spring 31a connected between the first throttle body 5a and the first link lever 21a for biasing the link lever 21a in the direction of closing the first throttle valve 8a, and a second return spring 31b connected between the second throttle body 5b and the second link lever 21b for biasing the second link lever 21b in the direction of closing the second throttle valve 8b.

Description

本発明は，Ｖ型エンジンの第１及び第２バンクの各気筒に連なる第１及び第２吸気道，並びにそれら吸気道を開閉する第１及び第２スロットル弁をそれぞれ有して並設される第１及び第２スロットルボディと，電動モータと，この電動モータの回転を減速して前記第１スロットル弁の弁軸に伝達する減速ギヤ装置と，前記第１及び第２スロットル弁の第１及び第２弁軸間を同期的に連結する連動装置とを備える，Ｖ型エンジンの吸気制御装置の改良に関する。   The present invention is provided with first and second intake passages connected to the cylinders of the first and second banks of the V-type engine, and first and second throttle valves that open and close the intake passages, respectively. A first and second throttle bodies, an electric motor, a reduction gear device that decelerates the rotation of the electric motor and transmits it to the valve shaft of the first throttle valve, and the first and second throttle valves The present invention relates to an improvement of an intake control device for a V-type engine, which includes an interlocking device that synchronously connects second valve shafts.

かゝる内燃機関用吸気制御装置は，下記特許文献１に開示されるように知られている。   Such an intake control device for an internal combustion engine is known as disclosed in Patent Document 1 below.

特開２００２−２５６９００号公報JP 2002-256900 A

従来のかゝるＶ型エンジンの吸気制御装置では，第１スロットル弁を挟んで第１弁軸の一端側に減速ギヤ装置の出力部材を連結し，その他端側を連動装置を介して第２弁軸に連結しているため，電動モータにより減速ギヤ装置を介して第１弁軸を第１スロットル弁の開き方向に回転したとき，第１弁軸には，第２弁軸及び第２スロットル弁や，第２スロットル弁を閉じ方向に付勢する戻しばねが連動装置を介して負荷として作用することになり，この負荷により第１弁軸に多少とも捩じり変形を生じ，これが第１及び第２スロットル弁相互の同調性を狂わすことがある。このような第１及び第２スロットル弁の開度の同調性の狂いは，第１及び第２バンクの気筒への吸気量に差異が生じてエンジン性能上好ましくない。   In the conventional intake control device for a V-type engine, the output member of the reduction gear device is connected to one end side of the first valve shaft across the first throttle valve, and the other end side is connected to the second valve via the interlocking device. Since the first valve shaft is rotated in the opening direction of the first throttle valve by the electric motor via the reduction gear device, the first valve shaft includes the second valve shaft and the second throttle valve. In addition, a return spring that urges the second throttle valve in the closing direction acts as a load via the interlocking device, and this load causes some torsional deformation in the first valve shaft, which is The synchronism between the second throttle valves may be upset. Such a deviation in the synchronism of the opening degrees of the first and second throttle valves is not preferable in terms of engine performance due to a difference in the intake air amount to the cylinders of the first and second banks.

本発明は，かゝる事情に鑑みてなされたもので，電動モータの作動時，第１及び第２弁軸に無用な負荷が加わることを回避しながら，これら第１及び弁軸間を連動装置により連結して，第１及び第２スロットル弁相互の精確な同調性を確保し得るＶ型エンジンの吸気制御装置を提供することを目的とする。   The present invention has been made in view of such circumstances, and when the electric motor is operated, the first and second valve shafts are interlocked while avoiding unnecessary load on the first and second valve shafts. It is an object of the present invention to provide an intake control device for a V-type engine that can be connected by a device to ensure accurate synchronism between first and second throttle valves.

上記目的を達成するために，本発明は，Ｖ型エンジンの第１及び第２バンクの各気筒に連なる第１及び第２吸気道，並びにそれら吸気道を開閉する第１及び第２スロットル弁をそれぞれ有して並設される第１及び第２スロットルボディと，電動モータと，この電動モータの回転を減速して前記第１スロットル弁の第１弁軸に伝達する減速ギヤ装置と，前記第１及び第２スロットル弁の第１及び第２弁軸間を同期的に連結する連動装置とを備える，Ｖ型エンジンの吸気制御装置において，前記電動モータ及び減速ギヤ装置を前記第１スロットルボディに取り付け，前記連動装置を，前記第１弁軸の，前記減速ギヤ装置側の一端部に連結される第１リンクレバーと，前記第２弁軸の一端部に連結される第２リンクレバーと，これら第１及び第２リンクレバー間を連接するリンクとより構成し，前記第１スロットルボディ及び第１リンクレバー間に，この第１リンクレバーを前記第１スロットル弁の閉じ方向に付勢する第１戻しばねを接続し，また前記第２スロットルボディ及び第２リンクレバー間に，この第２リンクレバーを前記第２スロットル弁の閉じ方向に付勢する第２戻しばねを接続したことを第１の特徴とする。   In order to achieve the above object, the present invention includes first and second intake passages connected to the cylinders of the first and second banks of a V-type engine, and first and second throttle valves that open and close the intake passages. The first and second throttle bodies, the electric motor, the reduction gear device that decelerates the rotation of the electric motor and transmits it to the first valve shaft of the first throttle valve, An intake control device for a V-type engine, wherein the first motor body and the reduction gear device are connected to the first throttle body. Mounting, the interlock device, a first link lever connected to one end of the first valve shaft on the reduction gear device side, a second link lever connected to one end of the second valve shaft, These first and second relays A link connecting the clever, and a first return spring for biasing the first link lever in the closing direction of the first throttle valve is connected between the first throttle body and the first link lever; A first feature is that a second return spring for urging the second link lever in the closing direction of the second throttle valve is connected between the second throttle body and the second link lever.

また本発明は，第１の特徴に加えて，前記第１リンクレバーを，前記減速ギヤ装置の，前記第１弁軸に連結される出力ギヤに一体に形成したことを第２の特徴とする。   In addition to the first feature, the present invention has a second feature in which the first link lever is integrally formed with an output gear connected to the first valve shaft of the reduction gear device. .

さらに本発明は，第１又は第２の特徴に加えて，前記第１スロットルボディに，外側端に開口部を有して前記電動モータ及び減速ギヤ装置を収容する制御ケースを連設し，前記開口部を閉鎖するケースカバーを前記制御ケースに接合し，このケースカバーと前記第１弁軸との間に，前記第１スロットル弁の開度を検出するスロットル開度センサを構成したことを第３の特徴とする。   In addition to the first or second feature, the present invention further includes a control case that has an opening at the outer end and accommodates the electric motor and the reduction gear device in the first throttle body, A case in which a case cover for closing the opening is joined to the control case, and a throttle opening sensor for detecting the opening of the first throttle valve is configured between the case cover and the first valve shaft. Three features.

本発明の第１の特徴によれば，電動モータ及び減速ギヤ装置を第１スロットルボディに取り付け，連動装置を，第１弁軸の，減速ギヤ装置側の一端部に連結される第１リンクレバーと，第２弁軸の一端部に連結される第２リンクレバーと，これら第１及び第２リンクレバー間を連接するリンクとより構成したことで，電動モータから減速ギヤ装置に伝達される駆動力は，連動装置を介して第１及び第２弁軸に並列的に伝達することになり，第１及び第２弁軸は，互いに負荷として作用し合うことがない。しかも，１スロットルボディ及び第１リンクレバー間に，この第１リンクレバーを第１スロットル弁の閉じ方向に付勢する第１戻しばねが接続され，また第２スロットルボディ及び第２リンクレバー間に，この第２リンクレバーを第２スロットル弁の閉じ方向に付勢する第２戻しばねが接続されるので，第１及び第２戻しばねが第１及び第２弁軸に負荷として作用することがない。したがって，第１及び第２弁軸に，負荷による捩れ変形が生じることを防ぎ，第１及び第２スロットル弁相互の精確な同調性を確保し，Ｖ型エンジンの性能の向上に寄与し得る。   According to the first feature of the present invention, the electric motor and the reduction gear device are attached to the first throttle body, and the interlock device is connected to one end of the first valve shaft on the reduction gear device side. And a second link lever connected to one end of the second valve shaft, and a link connecting the first and second link levers, so that the drive transmitted from the electric motor to the reduction gear device The force is transmitted in parallel to the first and second valve shafts via the interlocking device, and the first and second valve shafts do not act as loads on each other. In addition, a first return spring that biases the first link lever in the closing direction of the first throttle valve is connected between the throttle body and the first link lever, and between the second throttle body and the second link lever. Since the second return spring that biases the second link lever in the closing direction of the second throttle valve is connected, the first and second return springs may act as loads on the first and second valve shafts. Absent. Therefore, it is possible to prevent the first and second valve shafts from being twisted and deformed by a load, to ensure accurate synchronism between the first and second throttle valves, and to contribute to the improvement of the performance of the V-type engine.

本発明の第２の特徴によれば，第１リンクレバーを減速ギヤ装置の出力ギヤに一体に形成したことで，部品点数の削減，延いては構造の簡素化に寄与し，コストの低減を図ることができる。   According to the second feature of the present invention, since the first link lever is formed integrally with the output gear of the reduction gear device, it contributes to the reduction of the number of parts and the simplification of the structure, thereby reducing the cost. Can be planned.

本発明の第３の特徴によれば，制御ケースの開口部を閉鎖するケースカバーと第１弁軸との間に，第１スロットル弁の開度を検出するスロットル開度センサを構成したことで，連動装置内に多少とも存在するガタに干渉されることなく，スロットル開度センサにより第１スロットル弁の開度を精確に検出することができる。   According to the third feature of the present invention, the throttle opening sensor for detecting the opening of the first throttle valve is configured between the case cover for closing the opening of the control case and the first valve shaft. Therefore, the opening degree of the first throttle valve can be accurately detected by the throttle opening degree sensor without being interfered by the play existing in the interlocking device.

本発明に係る吸気制御装置を備える，自動二輪車用Ｖ型エンジンの側面図。1 is a side view of a motorcycle V-type engine including an intake air control device according to the present invention. 図１中の吸気制御装置部の一部破断側面図。FIG. 2 is a partially cutaway side view of the intake air control unit in FIG. 1. 図２の３矢視図。FIG. 3 is a view taken in the direction of arrow 3 in FIG. 2. 図２の４−４線拡大断面図。FIG. 4 is an enlarged sectional view taken along line 4-4 of FIG. 図３の５−５線拡大断面図。FIG. 5 is an enlarged sectional view taken along line 5-5 in FIG. 上記吸気制御装置中の電動モータ駆動用の電気回路図。FIG. 3 is an electric circuit diagram for driving an electric motor in the intake control device.

本発明の実施の形態を添付図面に基づいて以下に説明する。   Embodiments of the present invention will be described below with reference to the accompanying drawings.

先ず図１において，自動二輪車に搭載されるＶ型エンジンＥは，クランクケース１の上部から前傾及び後傾姿勢でそれぞれ起立する第１及び第２バンク２ａ，２ｂを備える。図示例では，各バンク２ａ，２ｂには単一の気筒（図示せず）が形成されており，第１バンク２ａの後面には，それの気筒に連なり上流端を上方に開口する第１吸気管３ａが，また第２バンク２ｂの前面には，それの気筒に連なり上流端を上方に開口する第２吸気管３ｂがそれぞれ接合されており，第１吸気管３ａには，その内部と連通する第１吸気道６ａを有する第１スロットルボディ５ａが，また第２吸気管３ｂには，その内部と連通する第２吸気道６ｂを有する第２スロットルボディ５ｂがそれぞれ連結される。こうして第１及び第２スロットルボディ５ａ，５ｂは，第１及び第２バンク２ａ，２ｂ間の谷部４内に配設される。第１及び第２スロットルボディ５ａ，５ｂは，ステー７を介して互いに一体的に連結される。   First, in FIG. 1, a V-type engine E mounted on a motorcycle includes first and second banks 2 a and 2 b that stand in a forward and backward inclined posture from the upper part of the crankcase 1. In the illustrated example, a single cylinder (not shown) is formed in each bank 2a, 2b, and a first intake air that opens to the upper end of the first bank 2a is connected to the cylinder on the rear surface. The pipe 3a is connected to the front surface of the second bank 2b, and a second intake pipe 3b connected to the cylinder and opening the upstream end upward is joined to the first intake pipe 3a. The first throttle body 5a having the first intake passage 6a is connected to the second intake pipe 3b, and the second throttle body 5b having the second intake passage 6b communicating with the inside thereof is connected to the second intake pipe 3b. Thus, the first and second throttle bodies 5a and 5b are disposed in the valley 4 between the first and second banks 2a and 2b. The first and second throttle bodies 5 a and 5 b are integrally connected to each other via the stay 7.

図２及び図３に示すように，第１及び第２スロットルボディ５ａ，５ｂには，第１及び第２吸気道６ａ，６ｂをそれぞれ開閉するバタフライ型の第１及び第２スロットル弁８ａ，８ｂを支持する第１及び第２弁軸９ａ，９ｂが回転自在に支承される。その際，これら第１及び第２弁軸９ａ，９ｂは，エンジンＥの左右方向に沿って互いに平行に配置される。また第１及び第２スロットル弁８ａ，８ｂは，互いに反対方向に回転して第１及び第２吸気道６ａ，６ｂをそれぞれ開閉するように配置される。第１及び第２スロットルボディ５ａ，５ｂには，第１及び第２スロットル弁８ａ，８ｂより下流の第１及び第２吸気道６ａ，６ｂに燃料を噴射する電磁式の第１及び第２燃料噴射弁１４ａ，１４ｂがそれぞれ取り付けられる。   As shown in FIGS. 2 and 3, the first and second throttle bodies 5a and 5b include butterfly-type first and second throttle valves 8a and 8b that open and close the first and second intake passages 6a and 6b, respectively. The first and second valve shafts 9a and 9b are supported rotatably. At this time, the first and second valve shafts 9a and 9b are arranged in parallel to each other along the left-right direction of the engine E. The first and second throttle valves 8a and 8b are arranged to rotate in opposite directions to open and close the first and second intake passages 6a and 6b, respectively. The first and second throttle bodies 5a and 5b are electromagnetic first and second fuels that inject fuel into the first and second intake passages 6a and 6b downstream from the first and second throttle valves 8a and 8b. Injection valves 14a and 14b are respectively attached.

図２及び図４に示すように，第１スロットルボディ５ａの左右方向一側面に制御ケース１０が接合又は一体に形成される。第１弁軸９ａの一端部は，この制御ケース１０内まで延びている。制御ケース１０は，第１弁軸９ａと平行に配置される円筒状のモータ収容部１０ａと，このモータ収容部１０ａの軸方向一端から，第１弁軸９ａと直交する方向に延びる扁平なギヤ収容部１０ｂとからなっており，ギヤ収容部１０ｂの，第１スロットルボディ５ａと反対側の面が開放面になっている。モータ収容部１０ａには電動モータ１１が収容され，ギヤ収容部１０ｂは，電動モータ１１の回転を減速して第１弁軸９ａに伝達する減速ギヤ装置１２が収容され，これら電動モータ１１及び減速ギヤ装置１２を覆うケースカバー１３が制御ケース１０の開放面に複数のボルト３２により着脱可能に接合される。   As shown in FIGS. 2 and 4, the control case 10 is joined or integrally formed on one side surface of the first throttle body 5a in the left-right direction. One end of the first valve shaft 9 a extends into the control case 10. The control case 10 includes a cylindrical motor housing portion 10a disposed in parallel with the first valve shaft 9a, and a flat gear extending in a direction orthogonal to the first valve shaft 9a from one axial end of the motor housing portion 10a. The housing portion 10b is formed, and the surface of the gear housing portion 10b opposite to the first throttle body 5a is an open surface. The motor accommodating portion 10a accommodates the electric motor 11, and the gear accommodating portion 10b accommodates the reduction gear device 12 that decelerates the rotation of the electric motor 11 and transmits it to the first valve shaft 9a. A case cover 13 covering the gear device 12 is detachably joined to the open surface of the control case 10 by a plurality of bolts 32.

減速ギヤ装置１２は，電動モータ１１の出力軸１１ａに固着される１次駆動ギヤ１５と，中間軸１６に回転自在に支承されて１次駆動ギヤ１５と噛合する１次従動ギヤ１７と，この１次従動ギヤ１７の一側に一体に形成される２次駆動ギヤ１８と，第１弁軸９ａの一端部にナット２０で固着されて２次駆動ギヤ１８と噛合するセクタ型の出力ギヤ１９とで構成され，電動モータ１１の出力軸１１ａの回転を２段階減速して第１弁軸９ａに伝達して，第１スロットル弁８ａを開閉し得るようになっている。減速ギヤ装置１２の各ギヤはスパーギヤであり，第１弁軸９ａ，出力軸１１ａ及び中間軸１６は，これらの軸線が電動モータ１１の軸線と平行に並ぶように配置される。上記出力ギヤ１９には後述の連動装置２９の一要素となる第１リンクレバー２１ａが一体に形成される。   The reduction gear device 12 includes a primary drive gear 15 that is fixed to the output shaft 11a of the electric motor 11, a primary driven gear 17 that is rotatably supported by the intermediate shaft 16 and meshes with the primary drive gear 15. A secondary drive gear 18 integrally formed on one side of the primary driven gear 17, and a sector type output gear 19 that is fixed to one end of the first valve shaft 9 a with a nut 20 and meshes with the secondary drive gear 18. The rotation of the output shaft 11a of the electric motor 11 is decelerated in two steps and transmitted to the first valve shaft 9a, so that the first throttle valve 8a can be opened and closed. Each gear of the reduction gear device 12 is a spur gear, and the first valve shaft 9 a, the output shaft 11 a, and the intermediate shaft 16 are arranged such that their axes are aligned in parallel with the axis of the electric motor 11. The output gear 19 is integrally formed with a first link lever 21a that is an element of the interlocking device 29 described later.

一方，図３〜図５に示すように，第２スロットルボディ５ｂに支承される第２弁軸９ｂは，第１弁軸９ａと同様に一端部を第２スロットルボディ５ｂの外側方に突出させており，この一端部には，スロットルレバー２２が固着されると共に，このスロットルレバー２２に隣接する第２リンクレバー２１ｂが回転可能に取り付けられ，これらスロットルレバー２２及び第２リンクレバー２１ｂは同調機構２３を介して連結される。   On the other hand, as shown in FIGS. 3 to 5, the second valve shaft 9b supported by the second throttle body 5b has one end projecting outward from the second throttle body 5b in the same manner as the first valve shaft 9a. A throttle lever 22 is fixed to one end of the throttle lever 22 and a second link lever 21b adjacent to the throttle lever 22 is rotatably mounted. The throttle lever 22 and the second link lever 21b are synchronized with each other. 23 are connected.

この同調機構２３は，図３及び図５に明示するように，第２リンクレバー２１ｂに形成されそれぞれ半径方向に延びて互いに対向する一対のアーム２４，２４′を備えており，この両外側アーム２４，２４′間にスロットルレバー２２の先端部が挿入される。そして一方のアーム２４には，先端部をスロットルレバー２２に当接させる調整ボルト２６が螺着され，他方のアーム２４′及びスロットルレバー２２間には，スロットルレバー２２を調整ボルト２６との当接状態に保持するセットばね２７が縮設される。   As clearly shown in FIGS. 3 and 5, the tuning mechanism 23 includes a pair of arms 24 and 24 'formed on the second link lever 21b and extending in the radial direction and facing each other. The tip of the throttle lever 22 is inserted between 24 and 24 '. One arm 24 is screwed with an adjustment bolt 26 whose tip is in contact with the throttle lever 22. Between the other arm 24 ′ and the throttle lever 22, the throttle lever 22 is in contact with the adjustment bolt 26. The set spring 27 that holds the state is contracted.

前記第１リンクレバー２１ａと第２リンクレバー２１ｂとは，ケースカバー１３の切欠き３４を貫通するリンク２８を介して互いに連結され，第１及び第２弁軸９ａ，９ｂは，互いに回転をリンク２８を介して反転させながら伝達し，互いに開閉方向を逆にする第１及び第２スロットル弁８ａ，８ｂを同時に開閉し得るようになっている。上記第１リンクレバー２１ａ，リンク２８及び第２リンクレバー２１ｂは，第１及び第２弁軸９ａ，９ｂを相互に同期的に連結する連動装置２９を構成する。   The first link lever 21a and the second link lever 21b are connected to each other via a link 28 that passes through the notch 34 of the case cover 13, and the first and second valve shafts 9a and 9b are linked to each other for rotation. The first and second throttle valves 8a and 8b, which are transmitted while being reversed through 28, and whose opening and closing directions are opposite to each other, can be simultaneously opened and closed. The first link lever 21a, the link 28, and the second link lever 21b constitute an interlocking device 29 that synchronously connects the first and second valve shafts 9a, 9b.

第１リンクレバー２１ａ及び第１スロットルボディ５ａ間には，第１リンクレバー２１ａを第１スロットル弁８ａの閉じ方向に付勢する，捩じれコイルばねよりなる第１戻しばね３１ａが接続され，またスロットルレバー２２及び第２スロットルボディ５ｂ間には，スロットルレバー２２を第２スロットル弁８ｂの閉じ方向に付勢する第２戻しばね３１ｂが接続される。   Connected between the first link lever 21a and the first throttle body 5a is a first return spring 31a made of a torsion coil spring that biases the first link lever 21a in the closing direction of the first throttle valve 8a. A second return spring 31b that biases the throttle lever 22 in the closing direction of the second throttle valve 8b is connected between the lever 22 and the second throttle body 5b.

而して，第１及び第２リンクレバー２１ａ，２２ｂ間をリンク２８を介して連結した後，第１スロットル弁８ａの全閉状態において，同調機構２３の調整ボルト２６をスロットルレバー２２に対して進退させ，スロットルレバー２２及び第２リンクレバー２１ｂ相互の位相を変えて第２スロットル弁８ｂをも全閉位置に調整することにより，両スロットル弁８ａ，８ｂの同調を図ることができる。   Thus, after the first and second link levers 21a and 22b are connected via the link 28, the adjustment bolt 26 of the tuning mechanism 23 is moved with respect to the throttle lever 22 in the fully closed state of the first throttle valve 8a. The two throttle valves 8a and 8b can be synchronized by advancing and retreating and adjusting the second throttle valve 8b to the fully closed position by changing the phases of the throttle lever 22 and the second link lever 21b.

図４において，第１弁軸９ａ及びケースカバー１３間には，第１スロットル弁８ａの開度を検出するスロットル開度センサ３３が設けられる。このスロットル開度センサ３３は，第１スロットル弁８ａの開度を電気信号として外部に取り出す公知のもので，前記出力ギヤ１９を第１弁軸９ａに固着するソケット型のナット２０の端部に付設された発信体３５と，それに対向するようにケースカバー１３に付設される受信体３６とで構成される。こうしてケースカバー１３及び第１弁軸９ａ間にスロットル開度センサ３３が構成される。スロットル開度センサ３３の検出信号は，受信体３６から，電動モータ１１の作動を制御する電子制御ユニット３９（図６参照）に入力される。   In FIG. 4, a throttle opening sensor 33 that detects the opening of the first throttle valve 8 a is provided between the first valve shaft 9 a and the case cover 13. This throttle opening sensor 33 is a known sensor that takes out the opening of the first throttle valve 8a as an electrical signal, and is attached to the end of a socket-type nut 20 that fixes the output gear 19 to the first valve shaft 9a. The transmitter 35 includes an attached transmitter 35 and a receiver 36 attached to the case cover 13 so as to face the transmitter 35. Thus, the throttle opening sensor 33 is configured between the case cover 13 and the first valve shaft 9a. The detection signal of the throttle opening sensor 33 is input from the receiver 36 to an electronic control unit 39 (see FIG. 6) that controls the operation of the electric motor 11.

また図６に示すように，自動二輪車の操向ハンドル３７には，アクセルグリップ３７ａの開度を検出するアクセル開度センサ３８が設けられ，このアクセル開度センサ３８の検出信号も前記電子制御ユニット３９に入力される。   As shown in FIG. 6, the steering handle 37 of the motorcycle is provided with an accelerator opening sensor 38 for detecting the opening of the accelerator grip 37a. The detection signal of the accelerator opening sensor 38 is also detected by the electronic control unit. 39.

次に，この実施形態の作用について説明する。   Next, the operation of this embodiment will be described.

自動二輪車の運転中，ライダがアクセルグリップ３７ａを加速方向に回転すると，その回転角度をアクセル開度センサ３８が検出して，その検出信号を電子制御ユニット３９に入力すると，電子制御ユニット３９は，電動モータ１１を正転させ，減速ギヤ装置１２を介して第１弁軸９ａを第１スロットル弁８ａの開き方向に第１戻しばね３１ａの付勢力に抗して回転する。すると，スロットル開度センサ３３が第１スロットル弁８ａの開度を検出して，その検出信号を電子制御ユニット３９に入力するので，電子制御ユニット３９は，上記２検出信号から，スロットル弁８ａ，８ｂの開度がアクセル開度に対応するようになったところで電動モータ１１の作動を停止する。またアクセルグリップ３７ａを減速方向に回転したときは，電子制御ユニット３９が上記とは反対に電動モータ１１を逆転させ，第１戻しばね３１ａの付勢力で助勢されながら第１弁軸９ａを第１スロットル弁８ａの閉じ方向に回転する。そして第１弁軸９ａの上記回転は，連動装置２９を介して第２弁軸９ｂに同期的に伝達するので，第２弁軸９ｂにより，第２スロットル弁８ａ，８ｂは，第１スロットル弁８ａに同期して開閉されることになる。   When the rider rotates the accelerator grip 37a in the acceleration direction during the operation of the motorcycle, the rotation angle sensor 38 detects the rotation angle and inputs the detection signal to the electronic control unit 39. The electric motor 11 is rotated forward, and the first valve shaft 9a is rotated against the urging force of the first return spring 31a in the opening direction of the first throttle valve 8a via the reduction gear device 12. Then, since the throttle opening sensor 33 detects the opening of the first throttle valve 8a and inputs the detection signal to the electronic control unit 39, the electronic control unit 39 uses the two detection signals to detect the throttle valve 8a, When the opening of 8b corresponds to the accelerator opening, the operation of the electric motor 11 is stopped. When the accelerator grip 37a is rotated in the decelerating direction, the electronic control unit 39 reverses the electric motor 11 in the opposite direction, and the first valve shaft 9a is moved to the first while being assisted by the urging force of the first return spring 31a. It rotates in the closing direction of the throttle valve 8a. Since the rotation of the first valve shaft 9a is synchronously transmitted to the second valve shaft 9b via the interlock device 29, the second throttle valve 8a, 8b is connected to the first throttle valve by the second valve shaft 9b. It is opened and closed in synchronization with 8a.

ところで，連動装置２９は，第１弁軸９ａの一端部に連結される減速ギヤ装置１２の出力ギヤ１９兼第１リンクレバー２１ａと，第２弁軸９ｂの一端部に連結される第２リンクレバー２１ｂと，これら第１及び第２リンクレバー２１ａ，２２ｂ間を連接するリンク２８とより構成されるので，電動モータ１１から減速ギヤ装置１２に伝達される駆動力は，連動装置２９を介して第１及び第２弁軸９ａ，９ｂに並列的に伝達することになり，第１及び第２弁軸９ａ，９ｂは，互いに負荷として作用し合うことがない。しかも，第１スロットルボディ５ａ及び第１リンクレバー２１ａ間に，この第１リンクレバー２１ａを第１スロットル弁８ａの閉じ方向に付勢する第１戻しばね３１ａが接続され，また第２スロットルボディ５ｂ及び第２リンクレバー２１ｂ間に，この第２リンクレバー２１ｂを第２スロットル弁８ａ，８ｂの閉じ方向に付勢する第２戻しばね３１ｂが接続されるので，第１及び第２戻しばね３１ａ，３１ｂが第１及び第２弁軸９ａ，９ｂに負荷として作用することがない。したがって，第１及び第２弁軸９ａ，９ｂに，負荷による捩れ変形が生じることを防ぎ，第１及び第２スロットル弁８ａ，８ｂ相互の精確な同調性を確保し，Ｖ型エンジンＥの性能の向上に寄与し得る。   By the way, the interlocking device 29 is connected to the output gear 19 and the first link lever 21a of the reduction gear device 12 connected to one end of the first valve shaft 9a, and the second link connected to one end of the second valve shaft 9b. Since the lever 21 b and the link 28 connecting the first and second link levers 21 a and 22 b are configured, the driving force transmitted from the electric motor 11 to the reduction gear device 12 is transmitted via the interlock device 29. Transmission is performed in parallel to the first and second valve shafts 9a and 9b, and the first and second valve shafts 9a and 9b do not act as loads on each other. In addition, a first return spring 31a for urging the first link lever 21a in the closing direction of the first throttle valve 8a is connected between the first throttle body 5a and the first link lever 21a, and the second throttle body 5b. And a second return spring 31b for urging the second link lever 21b in the closing direction of the second throttle valves 8a and 8b is connected between the second link lever 21b and the first and second return springs 31a, 31b does not act as a load on the first and second valve shafts 9a, 9b. Therefore, it is possible to prevent the first and second valve shafts 9a and 9b from being twisted and deformed by a load, to ensure accurate synchronism between the first and second throttle valves 8a and 8b, and to improve the performance of the V-type engine E. It can contribute to improvement.

また減速ギヤ装置１２の出力ギヤ１９に第１リンクレバー２１ａが一体に形成されることで，部品点数の削減，延いては構造の簡素化に寄与し，コストの低減を図ることができる。   Further, since the first link lever 21a is integrally formed with the output gear 19 of the reduction gear device 12, it is possible to reduce the number of parts, and thus to simplify the structure, and to reduce the cost.

さらに第１スロットルボディ５ａには，電動モータ１１及び減速ギヤ装置１２を収容する制御ケース１０が連設され，この制御ケース１０の開口部を閉鎖するケースカバー１３と第１弁軸との間に，第１スロットル弁８ａの開度を検出するスロットル開度センサ３３が構成されるので，連動装置２９内に多少とも存在するガタに干渉されることなく，スロットル開度センサ３３により第１スロットル弁８ａの開度を精確に検出することができる。   Further, a control case 10 that houses the electric motor 11 and the reduction gear device 12 is connected to the first throttle body 5a. Between the case cover 13 that closes the opening of the control case 10 and the first valve shaft. Since the throttle opening sensor 33 for detecting the opening of the first throttle valve 8a is configured, the first throttle valve 33 is not interfered with the backlash present in the interlocking device 29 by the throttle opening sensor 33. The opening degree of 8a can be accurately detected.

本発明は上記実施形態に限定されるものではなく，その要旨を逸脱しない範囲で種々の設計変更が可能である。例えば，同調機構２３を必要としない場合，もしくは同調機構２３をリンク２８に設けて，リンク２８の有効長さを調節することで第１及び第２スロットル弁８ａ，８ｂ間の同調を図る場合には，第２リンクレバー２１ｂを第２弁軸９ｂに直接固着することになる。さらに第１弁軸９ａの一端部には，出力ギヤ１９に隣接して別体の第１リンクレバーを固着することもできる。本発明は，第１及び第２バンク２ａ，２ｂをクランクケース１の上部から左右方向にＶ字状に突出させるＶ型エンジンにも適用可能であり，また各バンクに気筒を複数備えるものにも適用可能である。   The present invention is not limited to the above embodiment, and various design changes can be made without departing from the scope of the invention. For example, when the tuning mechanism 23 is not required, or when the tuning mechanism 23 is provided in the link 28 and the effective length of the link 28 is adjusted, the first and second throttle valves 8a and 8b are synchronized. The second link lever 21b is directly fixed to the second valve shaft 9b. Further, a separate first link lever can be fixed to one end of the first valve shaft 9 a adjacent to the output gear 19. The present invention is also applicable to a V-type engine in which the first and second banks 2a and 2b are protruded in a V-shape from the upper part of the crankcase 1 in the left-right direction, and each bank has a plurality of cylinders. Applicable.

Ｅ・・・・Ｖ型エンジン
２ａ，２ｂ・・・第１，第２バンク
５ａ，５ｂ・・・第１，第２スロットルボディ
６ａ，６ｂ・・・第１，第２吸気道
８ａ，８ｂ・・・第１，第２スロットル弁
９ａ，９ｂ・・・第１，第２弁軸
１０・・・制御ケース
１１・・・電動モータ
１２・・・減速ギヤ装置
１３・・・ケースカバー
２１ａ，２１ｂ・・・第１，第２リンクレバー
２８・・・リンク
２９・・・連動装置
３１ａ，３１ｂ・・・第１，第２戻しばね
２９・・・スロットル開度センサ E .... V-type engine 2a, 2b ... 1st, 2nd bank 5a, 5b ... 1st, 2nd throttle body 6a, 6b ... 1st, 2nd intake passage 8a, 8b ..First and second throttle valves 9a and 9b ... first and second valve shafts 10 ... control case 11 ... electric motor 12 ... reduction gear device 13 ... case covers 21a, 21b ... 1st, 2nd link lever 28 ... Link 29 ... Interlocking devices 31a, 31b ... 1st, 2nd return spring 29 ... Throttle opening sensor

Claims (3)

Ｖ型エンジン（Ｅ）の第１及び第２バンク（２ａ，２ｂ）の各気筒に連なる第１及び第２吸気道（６ａ，６ｂ），並びにそれら吸気道（６ａ，６ｂ）を開閉する第１及び第２スロットル弁（８ａ，８ｂ）をそれぞれ有して並設される第１及び第２スロットルボディ（５ａ，５ｂ）と，電動モータ（１１）と，この電動モータ（１１）の回転を減速して前記第１スロットル弁（８ａ）の第１弁軸（９ａ）に伝達する減速ギヤ装置（１２）と，前記第１及び第２スロットル弁（８ａ，８ｂ）の第１及び第２弁軸（９ａ，９ｂ）間を同期的に連結する連動装置（２９）とを備える，Ｖ型エンジンの吸気制御装置において，
前記電動モータ（１１）及び減速ギヤ装置（１２）を前記第１スロットルボディ（５ａ）に取り付け，前記連動装置（２９）を，前記第１弁軸（９ａ）の，前記減速ギヤ装置（１２）側の一端部に連結される第１リンクレバー（２１ａ）と，前記第２弁軸（９ｂ）の一端部に連結される第２リンクレバー（２１ｂ）と，これら第１及び第２リンクレバー（１９，２１ｂ）間を連接するリンク（２８）とより構成し，前記第１スロットルボディ（５ａ）及び第１リンクレバー（２１ａ）間に，この第１リンクレバー（２１ａ）を前記第１スロットル弁（８ａ）の閉じ方向に付勢する第１戻しばね（３１ａ）を接続し，また前記第２スロットルボディ（５ｂ）及び第２リンクレバー（２１ｂ）間に，この第２リンクレバー（２１ｂ）を前記第２スロットル弁（８ｂ）の閉じ方向に付勢する第２戻しばね（３１ｂ）を接続したことを特徴とする，Ｖ型エンジンの吸気制御装置。 First and second intake passages (6a, 6b) connected to the respective cylinders of the first and second banks (2a, 2b) of the V-type engine (E), and a first for opening and closing the intake passages (6a, 6b). The first and second throttle bodies (5a, 5b), the electric motor (11), and the rotation of the electric motor (11), which are arranged side by side with the second throttle valve (8a, 8b), are decelerated. The reduction gear device (12) for transmitting to the first valve shaft (9a) of the first throttle valve (8a), and the first and second valve shafts of the first and second throttle valves (8a, 8b) In an intake control device for a V-type engine, comprising an interlocking device (29) for synchronously connecting (9a, 9b),
The electric motor (11) and the reduction gear device (12) are attached to the first throttle body (5a), and the interlock device (29) is connected to the reduction gear device (12) of the first valve shaft (9a). A first link lever (21a) connected to one end portion on the side, a second link lever (21b) connected to one end portion of the second valve shaft (9b), and the first and second link levers ( 19, 21 b) and a link (28) connecting the first throttle lever (21 a) between the first throttle body (5 a) and the first link lever (21 a). A first return spring (31a) urging in the closing direction of (8a) is connected, and the second link lever (21b) is connected between the second throttle body (5b) and the second link lever (21b). The second Wherein the liters valve a second return spring for biasing the closing direction (8b) (31b) connected, intake control device of the V-type engine. 請求項１記載のＶ型エンジンの吸気制御装置において，
前記第１リンクレバー（２１ａ）を，前記減速ギヤ装置（１２）の，前記第１弁軸（９ａ）に連結される出力ギヤ（１９）に一体に形成したことを特徴とする，Ｖ型エンジンの吸気制御装置。 The intake control device for a V-type engine according to claim 1,
V-type engine characterized in that the first link lever (21a) is formed integrally with an output gear (19) connected to the first valve shaft (9a) of the reduction gear device (12). Intake control device. 請求項１又は２記載のＶ型エンジンの吸気制御装置において，
前記第１スロットルボディ（５ａ）に，外側端に開口部を有して前記電動モータ（１１）及び減速ギヤ装置（１２）を収容する制御ケース（１０）を連設し，前記開口部を閉鎖するケースカバー（１３）を前記制御ケース（１０）に接合し，このケースカバー（１３）と前記第１弁軸（９ａ）との間に，前記第１スロットル弁（８ａ）の開度を検出するスロットル開度センサ（３３）を構成したことを特徴とする，Ｖ型エンジンの吸気制御装置。 The intake control device for a V-type engine according to claim 1 or 2,
A control case (10) having an opening at the outer end and accommodating the electric motor (11) and the reduction gear device (12) is connected to the first throttle body (5a), and the opening is closed. A case cover (13) to be joined to the control case (10), and an opening degree of the first throttle valve (8a) is detected between the case cover (13) and the first valve shaft (9a). An intake control device for a V-type engine, characterized in that a throttle opening sensor (33) is configured.
JP2010123477A 2010-05-28 2010-05-28 Intake control device for v-type engine Pending JP2011247221A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2010123477A JP2011247221A (en) 2010-05-28 2010-05-28 Intake control device for v-type engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2010123477A JP2011247221A (en) 2010-05-28 2010-05-28 Intake control device for v-type engine

Publications (1)

Publication Number Publication Date
JP2011247221A true JP2011247221A (en) 2011-12-08

Family

ID=45412773

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2010123477A Pending JP2011247221A (en) 2010-05-28 2010-05-28 Intake control device for v-type engine

Country Status (1)

Country Link
JP (1) JP2011247221A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013170521A (en) * 2012-02-21 2013-09-02 Keihin Corp Air intake system of v-type engine for vehicle

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006250085A (en) * 2005-03-11 2006-09-21 Honda Motor Co Ltd Idle throttle opening drive device of internal combustion engine
JP2006348903A (en) * 2005-06-20 2006-12-28 Mitsubishi Electric Corp Double throttle device
JP2009162073A (en) * 2007-12-28 2009-07-23 Denso Corp Electronic throttle device for internal combustion engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006250085A (en) * 2005-03-11 2006-09-21 Honda Motor Co Ltd Idle throttle opening drive device of internal combustion engine
JP2006348903A (en) * 2005-06-20 2006-12-28 Mitsubishi Electric Corp Double throttle device
JP2009162073A (en) * 2007-12-28 2009-07-23 Denso Corp Electronic throttle device for internal combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013170521A (en) * 2012-02-21 2013-09-02 Keihin Corp Air intake system of v-type engine for vehicle

Similar Documents

Publication Publication Date Title
US8047180B2 (en) Intake air control system of V-type internal combustion engine
EP2390487B1 (en) Throttle control device
JP4494660B2 (en) V-type engine throttle control device for motorcycles
US7571710B2 (en) Throttle valve controller and engine
US7490589B2 (en) Electronically controlled throttle valve unit
JP5273203B2 (en) Gear subassembly and exhaust gas recirculation device
JP7131917B2 (en) Throttle device
US9739210B2 (en) Engine including motorized throttle valve
US7117848B2 (en) Throttle device
JP2011247221A (en) Intake control device for v-type engine
JP5086858B2 (en) Internal combustion engine
JP2009197816A (en) Engine
JP2019127941A (en) Throttle device
JP2011247222A (en) Intake control device for vehicular v-type engine
JP2009197810A (en) Engine
EP2740917B1 (en) Throttle device
JP4916528B2 (en) Motorcycle engine
JP5068244B2 (en) Throttle device
JP5355673B2 (en) engine
JP4896941B2 (en) Throttle valve drive device for internal combustion engine
JP4949347B2 (en) In-vehicle internal combustion engine equipped with a throttle valve drive device
JP5899591B2 (en) V-type engine intake system for vehicles
JP4916563B2 (en) Throttle control device for motorcycle engine
JP4916562B2 (en) Throttle control device for motorcycle engine
JP5143275B2 (en) engine

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20130222

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20130919

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20130925

A02 Decision of refusal

Free format text: JAPANESE INTERMEDIATE CODE: A02

Effective date: 20140212