JP5266145B2 - Engine intake control device - Google Patents

Engine intake control device Download PDF

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JP5266145B2
JP5266145B2 JP2009138070A JP2009138070A JP5266145B2 JP 5266145 B2 JP5266145 B2 JP 5266145B2 JP 2009138070 A JP2009138070 A JP 2009138070A JP 2009138070 A JP2009138070 A JP 2009138070A JP 5266145 B2 JP5266145 B2 JP 5266145B2
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throttle
valve
throttle valve
intake passage
body half
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JP2010285875A (en
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洋司 小島
紳一郎 森田
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Keihin Corp
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Keihin Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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

Description

本発明は、エンジンの吸気ポートに連なる吸気道を有するスロットルボディに、前記吸気道を開閉するバタフライ型の第１スロットル弁と、この第１スロットル弁より下流側で前記吸気道を開閉するバタフライ型の第２スロットル弁とを軸支してなる、エンジンの吸気制御装置の改良に関する。   The present invention relates to a throttle body having an intake passage connected to an intake port of an engine, a butterfly type first throttle valve for opening and closing the intake passage, and a butterfly type for opening and closing the intake passage downstream from the first throttle valve. The present invention relates to an improvement in an intake control device for an engine which is pivotally supported by the second throttle valve.

かゝるエンジンの吸気制御装置は、特許文献１に開示されるように、既に知られている。   Such an intake control device for an engine is already known as disclosed in Patent Document 1.

特開２００８−２８６０９２号公報JP 2008-286092 A

従来、かゝるエンジンの吸気制御装置では、吸気道を有するスロットルボディが、ダイカスト鋳造により一体に成形され、その成形後、吸気道の内周面に第１及び第２スロットル弁がそれぞれの全閉時に着座する環状の弁座が精密に切削加工される。したがって、ダイカスト鋳造時、吸気道の内周面には、上記切削のための仕上げ加工代を見込んだ***部が広範囲に亙り連続して形成し、その***部を切削することにより、第１及び第２スロットル弁の弁座を一挙に精密加工していた。   Conventionally, in such an intake control device for an engine, a throttle body having an intake passage is integrally formed by die casting, and after the molding, first and second throttle valves are respectively provided on the inner peripheral surface of the intake passage. An annular valve seat that is seated when closed is precisely machined. Therefore, at the time of die-casting, a ridge that allows for the above-mentioned machining allowance for cutting is continuously formed over a wide area on the inner peripheral surface of the intake passage, and the first and The valve seat of the second throttle valve was processed at once.

こうして形成される第１及び第２スロットル弁の弁座は連続することになるから、吸気道の、第１及び第２スロットル弁の中間部には、無駄な弁座加工が施されることになり、これがスロットルボディの生産能率を低下させていた。   Since the valve seats of the first and second throttle valves thus formed are continuous, useless valve seat processing is applied to the intermediate portion of the first and second throttle valves in the intake passage. This reduced the production efficiency of the throttle body.

本発明は、かゝる事情に鑑みてなされたもので、吸気道の、第１及び第２スロットル弁の中間部に当たる領域には、弁座加工を実施せずに済むようにして、弁座加工を必要最小限度に留め、生産能率の向上に寄与し得る、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 it is not necessary to perform valve seat processing in a region corresponding to the intermediate portion of the first and second throttle valves in the intake passage. An object of the present invention is to provide an intake control device for an engine that can contribute to an improvement in production efficiency while keeping the required minimum.

上記目的を達成するために、本発明は、エンジンの吸気ポートに連なる吸気道を有するスロットルボディに、前記吸気道を開閉するバタフライ型の第１スロットル弁と、この第１スロットル弁より下流側で前記吸気道を開閉するバタフライ型の第２スロットル弁とを軸支してなる、エンジンの吸気制御装置において、スロットルボディを、その吸気道の軸線方向中間部で上流側ボディ半体と下流側ボディ半体とに分割し、これら上流側及び下流側ボディ半体の吸気道に、互いに離隔した環状の第１及び第２弁座をそれぞれ***形成し、その第１弁座と協働して上流側ボディ半体の吸気道を開閉する第１スロットル弁を前記上流側ボディ半体に軸支し、また第２弁座と協働して下流側ボディ半体の吸気道を開閉する第２スロットル弁を前記下流側ボディ半体に軸支し、前記上流側ボディ半体及び下流側ボディ半体を締結部材により相互に分離可能に締結し、前記第１スロットル弁には、該第１スロットル弁を開閉操作し得る操作手段を接続すると共に、この第１スロットル弁を前記第２スロットル弁に連動機構を介して連結し、その連動機構は、前記第１スロットル弁の弁軸に固着され先端部に押圧ピンを有する第１スロットルレバーと、前記第２スロットル弁の弁軸に連結され、前記第１スロットル弁が所定開度以上に開くとき、前記押圧ピンにより当接回動されて前記第２スロットル弁を開かせる従動レバーとで構成されたことを第１の特徴とする。 In order to achieve the above object, the present invention provides a throttle body having an intake passage connected to an intake port of an engine, a butterfly type first throttle valve for opening and closing the intake passage, and a downstream side of the first throttle valve. In an intake control device for an engine, which is supported by a butterfly-type second throttle valve that opens and closes the intake passage, the throttle body includes an upstream body half and a downstream body at an intermediate portion in the axial direction of the intake passage. Annular first and second valve seats, which are divided into halves and are spaced apart from each other, are formed on the intake passages of the upstream and downstream body halves, and in cooperation with the first valve seat, A first throttle valve that opens and closes the intake passage of the side body half is pivotally supported by the upstream body half, and a second throttle that opens and closes the intake passage of the downstream body half in cooperation with the second valve seat. Valve said downstream Rotatably supported in the body halves, said mutually fastened detachably by the upstream body halves and the downstream body halves fastening member, wherein the first throttle valve may open and close operation of the first throttle valve The operating means is connected and the first throttle valve is connected to the second throttle valve via an interlocking mechanism. The interlocking mechanism is fixed to the valve shaft of the first throttle valve and has a pressing pin at the tip. The first throttle lever is connected to the valve shaft of the second throttle valve, and when the first throttle valve opens to a predetermined opening or more, the second throttle valve is opened by contact with the pressing pin. that is composed of a driven lever shall be the first feature.

さらに、本発明は、第１の特徴に加えて、前記従動レバーを、前記第２スロットル弁の弁軸に回転可能に支承させると共に、この従動レバーを、前記第２スロットル弁の弁軸に固着される第２スロットルレバーに連動タイミング調整機構を介して連結し、その連動タイミング調整機構は、前記第１、第２両スロットル弁の全閉時、前記押圧ピン及び従動レバーの対向間隔を調整し得るように構成されることを第２の特徴とする。 In addition to the first feature of the present invention, the driven lever is rotatably supported on the valve shaft of the second throttle valve, and the driven lever is fixed to the valve shaft of the second throttle valve. The second throttle lever is connected via an interlocking timing adjustment mechanism, and the interlocking timing adjustment mechanism adjusts the distance between the pressing pin and the driven lever when the first and second throttle valves are fully closed. to be configured to obtain shall be the second feature.

本発明の第１の特徴によれば、分割された上流側及び下流側ボディ半体の吸気道には、第１スロットル弁と協働する、環状に***した第１弁座と、第２スロットル弁と協働する、環状に***した第２弁座が互いに離間してそれぞれ成形されるので、各ボディ半体の成形後、第１及び第２弁座に仕上げ加工を実施する際には、吸気道において、第１及び第２スロットル弁の閉鎖に関与しない、第１及び第２弁座の中間領域は、両弁座の外側と同様に、両弁座より一段後退した一般面とすることができ、これにより、第１及び第２弁座の軸方向幅を、第１及び第２スロットル弁の閉鎖に関与する必要最小限に設定可能となり、素材の節約と共に、第１及び第２弁座の仕上げ加工領域の縮小、それによる加工時間の短縮及び加工工具の延命をもたらし、生産能率向上及びコストの低減を図ることができる。また、上流及び下流側ボディ半体は、締結部材により相互に分離可能に結合されるので、これらを分解することにより第１及び第２スロットル弁等のメンテナンスを容易に行うことができる。 According to the first aspect of the present invention, the divided upstream and downstream body halves have an annularly raised first valve seat cooperating with the first throttle valve and a second throttle. cooperating with the valve, the second valve seat which is raised annular is molded respectively spaced apart from each other, after molding of the body halves, in carrying out finishing the first and second valve seat, In the intake passage, the intermediate region between the first and second valve seats, which is not involved in the closing of the first and second throttle valves, should be a general surface that is one step backward from both valve seats, similarly to the outside of both valve seats. Accordingly, the axial width of the first and second valve seats can be set to the minimum necessary for the closing of the first and second throttle valves, and the first and second valves can be saved together with saving of material. Reduces the finishing area of the seat, thereby shortening the machining time and extending the life of the machining tool , It is possible to reduce the production efficiency improved and cost. Also, the upstream and downstream body half, since it is detachably coupled to one another by a fastening member, it is possible to perform maintenance of the first and second throttle valve or the like by decomposing them easily.

その上、第１及び第２スロットル弁の連動開始時期を、単に、押圧ピンの従動レバーに対する当接時期により容易、的確に設定することができると共に、上流及び下流側ボディ半体の分解時には、押圧ピンと従動レバーが単に離間するのみで、連動機構の特別な分解作業は不要であり、メンテナンス性が一層向上する。 In addition, the interlock start timing of the first and second throttle valves can be easily and accurately set simply by the contact timing of the pressing pin with respect to the driven lever, and when the upstream and downstream body halves are disassembled, Since the pressing pin and the driven lever are simply separated from each other, no special disassembly work of the interlocking mechanism is necessary, and the maintainability is further improved.

本発明の第２の特徴によれば、連動タイミング調整機構により、第１、第２両スロットル弁の全閉時、押圧ピン及び従動レバーの対向間隔を調節することにより、両スロットル弁の連動開始時期を簡単に調節することができる。 According to the second feature of the present invention, when the first and second throttle valves are fully closed by the interlocking timing adjusting mechanism, the opposing distance between the pressing pin and the driven lever is adjusted to start the interlocking of both throttle valves. Ru can be easily adjusted to the time.

本発明の第１実施例に係る自動二輪車用エンジンの吸気制御装置の側面図。1 is a side view of an intake control device for a motorcycle engine according to a first embodiment of the present invention; 同吸気制御装置の縦断側面図。The longitudinal side view of the same intake control device. 図２の３−３線断面図。FIG. 3 is a sectional view taken along line 3-3 in FIG. 2. 図１中の連動機構の斜視図。The perspective view of the interlocking mechanism in FIG. 本発明の第２実施例を示す、図１との対応図。FIG. 4 is a view corresponding to FIG. 1 showing a second embodiment of the present invention. 同第２実施例の縦断側面図。The vertical side view of the 2nd Example.

本発明の実施の形態を、添付図面に示す本発明の好適な実施例に基づいて以下に説明する。   Embodiments of the present invention will be described below on the basis of preferred embodiments of the present invention shown in the accompanying drawings.

先ず、図１〜図４に示す本発明の第１実施例の説明より始める。図１〜図３において、エンジンＥのシリンダヘッド１の一側面に、それの吸気ポート２に連なる吸気短管３の接合フランジ３ａがボルト４により接合され、この吸気短管３の上流端部には、これと共同してエルボ状の吸気管６を構成するゴム製の接続管５が接続され、その接続管５にスロットルボディ１０が接続される。スロットルボディ１０は、吸気管６を介して吸気ポート２に連通する吸気道１１を有する。吸気短管３には、吸気ポート２に向けて燃料を噴射し得る燃料噴射弁７が装着される。   First, the description starts with the description of the first embodiment of the present invention shown in FIGS. In FIG. 1 to FIG. 3, a joint flange 3 a of an intake short pipe 3 connected to the intake port 2 is joined to one side surface of a cylinder head 1 of the engine E by a bolt 4. Together with this, a rubber connecting pipe 5 constituting an elbow-shaped intake pipe 6 is connected, and a throttle body 10 is connected to the connecting pipe 5. The throttle body 10 has an intake passage 11 that communicates with the intake port 2 via the intake pipe 6. A fuel injection valve 7 capable of injecting fuel toward the intake port 2 is attached to the intake short pipe 3.

スロットルボディ１０は、吸気道１１の軸線方向中間部で上流側ボディ半体１０ａと下流側ボディ半体１０ｂとに分割され、これら上流側及び下流側ボディ半体１０ａ，１０ｂの吸気道１１には、相互に離隔した環状の第１及び第２弁座１２，１３がそれぞれ***形成される。これら上流側及び下流側ボディ半体１０ａ，１０ｂは、ダイカスト鋳造により個別に成形されるもので、その鋳造時に成形される第１及び第２弁座１２，１３の***高さには、仕上げ加工代が見込まれる。即ち、上流側及び下流側ボディ半体１０ａ，１０ｂの個別鋳造後、第１及び第２弁座１２，１３には、切削等による仕上げ加工がそれぞれ実施され、これによって後述する第１及び第２スロットル弁２０，２１の閉鎖精度を高めることができる。   The throttle body 10 is divided into an upstream body half 10a and a downstream body half 10b at an intermediate portion in the axial direction of the intake passage 11, and the intake passage 11 of these upstream and downstream body halves 10a, 10b is provided in the intake passage 11. The annular first and second valve seats 12 and 13 spaced apart from each other are raised. These upstream and downstream body halves 10a and 10b are individually formed by die casting, and the height of the raised portions of the first and second valve seats 12 and 13 formed at the time of casting is finished. A teenager is expected. That is, after individual casting of the upstream and downstream body halves 10a and 10b, the first and second valve seats 12 and 13 are each finished by cutting or the like, whereby first and second described later are performed. The closing accuracy of the throttle valves 20 and 21 can be increased.

また、上流側及び下流側ボディ半体１０ａ，１０ｂの鋳造時、それらの対向端部には第１及び第２フランジ１４，１５がそれぞれ成形され、これらフランジ１４，１５の一方の端面に環状のシール溝１６が形成される。それらの鋳造後、第１及び第２フランジ１４，１５は、シール溝１６にＯリング１７を装着した状態で複数のボルト１８により相互に締結され、こうして上流側及び下流側ボディ半体１０ａ，１０ｂは、相互に一体的に結合される。   In addition, when casting the upstream and downstream body halves 10a and 10b, first and second flanges 14 and 15 are formed on the opposing ends thereof, respectively, and one end face of these flanges 14 and 15 is annular. A seal groove 16 is formed. After the casting, the first and second flanges 14 and 15 are fastened to each other by a plurality of bolts 18 with the O-ring 17 attached to the seal groove 16, and thus the upstream and downstream body halves 10a and 10b. Are integrally coupled to each other.

上流側ボディ半体１０ａには、第１弁座１２と協働して上流側ボディ半体１０ａの吸気道１１を開閉する第１スロットル弁２０の弁軸２０ａ（以下、第１弁軸２０ａという。）が回転自在に支承され、下流側ボディ半体１０ｂには、第２弁座１３と協働して下流側ボディ半体１０ｂの吸気道１１を開閉する第２スロットル弁２１の弁軸２１ａ（以下、第２弁軸２１ａという。）が回転自在に支承される。上流及び下流側ボディ半体１０ａ，１０ｂの、第１及び第２弁軸２０ａ，２１ａに対する軸受部には、必要に応じて軸受部材２２やシール部材２３が装着される。   The upstream body half body 10a cooperates with the first valve seat 12 to open and close the intake passage 11 of the upstream body half body 10a (hereinafter referred to as the first valve shaft 20a). .) Is rotatably supported, and the downstream body half 10b cooperates with the second valve seat 13 to open and close the intake passage 11 of the downstream body half 10b. (Hereinafter referred to as second valve shaft 21a) is rotatably supported. A bearing member 22 and a seal member 23 are attached to the bearing portions of the upstream and downstream body halves 10a and 10b with respect to the first and second valve shafts 20a and 21a as necessary.

図１〜図４に示すように、第１及び第２弁軸２０ａ，２１ａは平行に配置される。そして、第１弁軸２０ａの一端部にはドラム型の第１スロットルレバー２５が固着され、この第１スロットルレバー２５に、これを第１スロットル弁２０の閉じ方向に付勢する第１戻しばね２６が接続される。また、第１スロットルレバー２５には、自動二輪車のスロットルグリップ（図示せず）から延出する操作ワイヤ２７が接続され、この操作ワイヤ２７の牽引により、第１スロットル弁２０を開くことができる。第１スロットルレバー２５の外側面には、ローラ２８ａ付きの押圧ピン２８が突設される。   As shown in FIGS. 1-4, the 1st and 2nd valve shafts 20a and 21a are arrange | positioned in parallel. A drum-type first throttle lever 25 is fixed to one end of the first valve shaft 20a. The first return spring biases the first throttle lever 25 in the closing direction of the first throttle valve 20. 26 is connected. An operation wire 27 extending from a throttle grip (not shown) of the motorcycle is connected to the first throttle lever 25, and the first throttle valve 20 can be opened by pulling the operation wire 27. On the outer surface of the first throttle lever 25, a pressing pin 28 with a roller 28a is projected.

一方、第２弁軸２１ａの一端部には、第２スロットルレバー２９が固着される。さらに第２弁軸２１ａの一端部には、第２スロットルレバー２９に隣接する従動レバー３１が回転自在に支承され、この従動レバー３１と第２スロットルレバー２９とは、連動タイミング調整機構３４を介して相互に連結される。而して、従動レバー３１及び第２スロットルレバー２９は、通常、一体となって回動して第２スロットル弁２１を開閉することができる。そのスロットルレバー２９には、これを第２スロットル弁２１の閉じ方向に付勢する第２戻しばね３０が接続される。 On the other hand, a second throttle lever 29 is fixed to one end of the second valve shaft 21a. Further, a driven lever 31 adjacent to the second throttle lever 29 is rotatably supported at one end of the second valve shaft 21a. The driven lever 31 and the second throttle lever 29 are connected via an interlocking timing adjusting mechanism 34. Connected to each other. Thus, the driven lever 31 and the second throttle lever 29 can normally rotate together to open and close the second throttle valve 21. The throttle lever 29 is connected to a second return spring 30 that urges the throttle lever 29 in the closing direction of the second throttle valve 21.

従動レバー３１の背面、即ち第２スロットル弁２１の開き方向と反対側の面はカム面３１ａに形成されており、第１及び第２スロットル弁２０，２１の全閉状態において、このカム面３１ａに、所定の間隔Ｓを開けて前記押圧ピン２８が対置される。以上において、第１スロットルレバー２５、押圧ピン２８、従動レバー３１及び第２スロットルレバー２９は、第１及び第２弁軸２０ａ，２１ａ間を連動、連結する連動機構３３を構成する。   The back surface of the driven lever 31, that is, the surface opposite to the opening direction of the second throttle valve 21, is formed on the cam surface 31a. When the first and second throttle valves 20, 21 are fully closed, the cam surface 31a In addition, the pressing pin 28 is placed with a predetermined interval S therebetween. In the above, the first throttle lever 25, the pressing pin 28, the driven lever 31, and the second throttle lever 29 constitute an interlocking mechanism 33 that interlocks and connects the first and second valve shafts 20a and 21a.

前記連動タイミング調整機構３４は、従動レバー３１に、その一側方に屈曲するよう形成される第１突片３６と、第２スロットルレバー２９に形成されて第１突片３６の一側面に対置される第２突片３７と、同じく第２スロットルレバー２９に形成されて第１突片３６の他側面に対置される第３突片３８と、第１及び第２突片３６，３７間に縮設されて第１突片３６を第３突片３８側に付勢する連結ばね３９と、第３突片３８に螺着され、連結ばね３９と協働して第１突片３６に対する第２突片３７の相対位置を調節し得る調節ボルト４０とで構成され、連結ばね３９の荷重は、前記第２戻しばね３０のセット荷重より大きく設定される。   The interlocking timing adjustment mechanism 34 is formed on the driven lever 31 so as to be bent on one side thereof, and on the one side surface of the first protrusion 36 formed on the second throttle lever 29. Between the first and second projecting pieces 36, 37, the second projecting piece 37, the third projecting piece 38 formed on the second throttle lever 29 and opposed to the other side of the first projecting piece 36. A connecting spring 39 that is contracted and biases the first projecting piece 36 toward the third projecting piece 38, and is screwed to the third projecting piece 38, and cooperates with the connecting spring 39 to form the first projecting piece 36 with respect to the first projecting piece 36. It is comprised with the adjustment bolt 40 which can adjust the relative position of the 2 protrusion piece 37, and the load of the connection spring 39 is set larger than the set load of the said 2nd return spring 30. FIG.

而して、第１及び第２スロットル弁２０，２１の全閉状態において、調節ボルト４０を第１突片３６に対して進退調節すれば、第１突片３６即ち従動レバー３１が第２スロットル弁２１に対して回動調節され、これにより従動レバー３１のカム面３１ａと、第１スロットルレバー２５の押圧ピン２８との対向間隔を所定間隔に調整することができる。したがって、第１スロットルレバー２５を所定開度に開したとき、押圧ピン２８が従動レバー３１のカム面３１ａに当接して、連動機構３３の作動が開始される。連動タイミング調整機構３４の調整後は、第１〜第３突片３６〜３８は連結ばね３９及び調節ボルト４０を介して連結され、これにより従動レバー３１は、第２弁軸２１ａに固着した第２スロットルレバー２９に連結されるので、押圧ピン２８がカム面３１ａを押圧すると、従動レバー３１及び第２スロットルレバー２９は一体に回動され、第２弁軸２１ａ、即ち第２スロットル弁２１を開くことになる。その際、第１スロットル弁２０に対する第２スロットル弁２１の開度特性は、カム面３１ａの形状により設定することができる。 Thus, when the adjustment bolt 40 is adjusted to advance or retreat with respect to the first projecting piece 36 in the fully closed state of the first and second throttle valves 20 and 21, the first projecting piece 36, that is, the driven lever 31 is moved to the second throttle. The rotation of the valve 21 is adjusted, whereby the facing distance between the cam surface 31a of the driven lever 31 and the pressing pin 28 of the first throttle lever 25 can be adjusted to a predetermined distance. Therefore, when the first throttle lever 25 is opened to a predetermined opening, the pressing pin 28 comes into contact with the cam surface 31a of the driven lever 31, and the operation of the interlocking mechanism 33 is started. After the adjustment of the interlocking timing adjusting mechanism 34, the first to third projecting pieces 36 to 38 are connected via the connecting spring 39 and the adjusting bolt 40, whereby the driven lever 31 is fixed to the second valve shaft 21a. 2 When the pressing pin 28 presses the cam surface 31a, the driven lever 31 and the second throttle lever 29 are rotated together, and the second valve shaft 21a, that is, the second throttle valve 21 is moved. Will open. At this time, the opening characteristic of the second throttle valve 21 relative to the first throttle valve 20 can be set by the shape of the cam surface 31a.

下流側ボディ半体１０ｂには、第２スロットル弁２１より上流側の吸気道１１に開口するバイパスジョイント４２が取り付けられ、このバイパスジョイント４２には、燃料噴射弁７の燃料噴射部近傍において吸気管６内に空気を供給するバイパス（図示せず）が接続される。而して、第２スロットル弁２１が全閉状態となっているエンジンのアイドリングないし極低速運転時には、第１スロットル弁２０で計量される吸気が上記バイパスを通してエンジンＥに供給されるようになっている。   A bypass joint 42 that opens to the intake passage 11 upstream of the second throttle valve 21 is attached to the downstream body half 10 b, and an intake pipe in the vicinity of the fuel injection portion of the fuel injection valve 7 is attached to the bypass joint 42. A bypass (not shown) for supplying air into 6 is connected. Thus, during idling or extremely low speed operation of the engine in which the second throttle valve 21 is fully closed, intake air measured by the first throttle valve 20 is supplied to the engine E through the bypass. Yes.

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

互いに分割されてスロットルボディ１０を構成する上流側ボディ半体１０ａ及び下流側ボディ半体１０ｂは個別に鋳造され、そして、上流側ボディ半体１０ａの吸気道１１には、第１スロットル弁２０と協働する、環状に***した第１弁座１２が、また下流側ボディ半体１０ｂの吸気道１１には、第２スロットル弁２１と協働する、環状に***した第２弁座１３がそれぞれ成形され、その際、両弁座１２，１３は互いに離隔配置される。そして鋳造後、第１及び第２弁座１２，１３には仕上げ加工が施されるので、吸気道１１において、第１及び第２スロットル弁２０，２１の閉鎖に関与しない、第１及び第２弁座１２，１３の中間領域は、両弁座１２，１３の外側と同様に、両弁座１２，１３より一段後退した一般面とすることができる。これにより、第１及び第２弁座１２，１３の軸方向幅を、第１及び第２スロットル弁２０，２１の閉鎖に関与する必要最小限に設定可能となり、素材の節約と共に、第１及び第２弁座１２，１３の仕上げ加工領域の縮小、それによる加工時間の短縮及び加工工具の延命をもたらし、生産能率向上及びコストの低減を図ることができる。   The upstream body half 10a and the downstream body half 10b that are divided from each other and constitute the throttle body 10 are individually cast, and the intake passage 11 of the upstream body half 10a has a first throttle valve 20 and An annularly raised first valve seat 12 cooperates, and an annularly raised second valve seat 13 cooperates with the second throttle valve 21 in the intake passage 11 of the downstream body half 10b. In this case, the valve seats 12 and 13 are spaced apart from each other. Since the first and second valve seats 12 and 13 are finished after casting, the first and second valves are not involved in closing the first and second throttle valves 20 and 21 in the intake passage 11. The intermediate region of the valve seats 12 and 13 can be a general surface that is retracted by one step from the valve seats 12 and 13, similarly to the outside of the valve seats 12 and 13. As a result, the axial width of the first and second valve seats 12 and 13 can be set to the minimum necessary for closing the first and second throttle valves 20 and 21, and the first and second It is possible to reduce the finishing area of the second valve seats 12 and 13, thereby shorten the machining time and prolong the life of the machining tool, thereby improving the production efficiency and reducing the cost.

また、上流及び下流側ボディ半体１０ａ，１０ｂは、ボルト１８により相互に分離可能に結合されるので、これらを分解することにより第１及び第２スロットル弁２０，２１等のメンテナンスを容易に行うことができる。尚、第１及び第２弁座１２，１３の仕上げ加工は、上流及び下流側ボディ半体１０ａ，１０ｂの結合の前後の何れにおいても行うことができる。   Further, since the upstream and downstream body halves 10a and 10b are detachably coupled to each other by the bolt 18, the first and second throttle valves 20 and 21 are easily maintained by disassembling them. be able to. The finishing process of the first and second valve seats 12 and 13 can be performed either before or after the coupling of the upstream and downstream body halves 10a and 10b.

しかも、第１及び第２スロットル弁２０，２１間の連動機構３３は、第１弁軸２０ａに固着され、先端部に押圧ピン２８を有する第１スロットルレバー２５と、第２弁軸２１ａに連結され、第１スロットル弁２０が所定開度以上に開くとき、押圧ピン２８により当接回動されて第２スロットル弁２１を開かせる従動レバー３１とで構成されるので、第１及び第２スロットル弁２０，２１の連動開始時期を、単に、押圧ピン２８の従動レバー３１に対する当接時期により容易、的確に設定することができると共に、上流及び下流側ボディ半体１０ａ，１０ｂの分解時には、押圧ピン２８と従動レバー３１が単に離間するのみで、連動機構３３の特別な分解作業は不要であり、メンテナンス性が一層向上する。   Moreover, the interlock mechanism 33 between the first and second throttle valves 20 and 21 is fixed to the first valve shaft 20a and connected to the first throttle lever 25 having the pressing pin 28 at the tip and the second valve shaft 21a. When the first throttle valve 20 is opened to a predetermined opening or more, the first and second throttles are constituted by the driven lever 31 that is contacted and rotated by the pressing pin 28 to open the second throttle valve 21. The interlocking start timing of the valves 20 and 21 can be set easily and accurately simply by the contact timing of the pressing pin 28 with respect to the driven lever 31, and at the time of disassembly of the upstream and downstream body halves 10a and 10b, Since the pin 28 and the driven lever 31 are simply separated from each other, no special disassembly work of the interlocking mechanism 33 is necessary, and the maintainability is further improved.

さらに、従動レバー３１は、第２弁軸２１ａに固着される第２スロットルレバー２９に連動タイミング調整機構３４を介して連結され、その連動タイミング調整機構３４により、第１、第２両スロットル弁２０，２１の全閉時、前記押圧ピン２８及び従動レバー３１の対向間隔Ｓが調節されるので、その調節により、両スロットル弁２０，２１の連動開始時期を調節することができる。   Further, the driven lever 31 is connected to a second throttle lever 29 fixed to the second valve shaft 21a via an interlocking timing adjusting mechanism 34, and the interlocking timing adjusting mechanism 34 allows the first and second throttle valves 20 to be connected. , 21 is fully closed, the opposing distance S between the pressing pin 28 and the driven lever 31 is adjusted, so that the interlock start timing of the throttle valves 20, 21 can be adjusted by the adjustment.

次に、図５及び図６に示す本発明の第２実施例について説明する。   Next, a second embodiment of the present invention shown in FIGS. 5 and 6 will be described.

この第２実施例では、下流側ボディ半体１０ｂと、燃料噴射弁７が装着されるエルボ状の吸気管６とが鋳造により一体成形される。したがってその吸気管６は、その下流端部に燃料噴射弁７が装着され、またその下流端にシリンダヘッド１に接合される接合フランジ３ａを備えている。その他の構成は、前実施例と同様であるので、図５及び図６中、前実施例と対応する部分には同一の参照符号を付して、重複する説明を省略する。   In the second embodiment, the downstream body half 10b and the elbow-shaped intake pipe 6 to which the fuel injection valve 7 is attached are integrally formed by casting. Therefore, the intake pipe 6 is provided with a fuel injection valve 7 at the downstream end thereof and a joining flange 3a joined to the cylinder head 1 at the downstream end thereof. Since the other configuration is the same as that of the previous embodiment, the portions corresponding to those of the previous embodiment are denoted by the same reference numerals in FIG. 5 and FIG.

この第２実施例によれば、下流側ボディ半体１０ｂ及び吸気管６の一体化により、吸気制御装置全体の部品点数及び組立工数の削減をもたらし、コストの更なる低減に寄与し得る。また、下流側ボディ半体１０ｂ及び吸気管６の一体化により、前実施例におけるような接続管５を不要にしたことから、少なくとも接続管５の長さ相当分、吸気管６の長さの短縮が可能であり、即ち隣接部材から干渉されることなく吸気管６の長さの短縮が可能であり、これによりスロットルボディ１０を含む全吸気管長の短縮を図ることもできる。   According to the second embodiment, the integration of the downstream body half 10b and the intake pipe 6 can reduce the number of parts and the number of assembly steps of the entire intake control device, which can contribute to further cost reduction. In addition, the integration of the downstream body half 10b and the intake pipe 6 eliminates the need for the connection pipe 5 as in the previous embodiment, so that the length of the intake pipe 6 is at least equivalent to the length of the connection pipe 5. The length of the intake pipe 6 can be shortened without being interfered by adjacent members, and thus the length of the entire intake pipe including the throttle body 10 can be shortened.

本発明は上記実施例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、燃料噴射弁７は、これを下流側ボディ半体１０ｂに装着することもできる。 The present invention is not limited to the above embodiments, and various design changes can be made without departing from the scope of the invention. For example, the fuel injection valve 7 may be mounted so the downstream body half 10b.

Ｅ・・・・・エンジン
２・・・・・吸気ポート
６・・・・・吸気管
７・・・・・燃料噴射弁
１０・・・・スロットルボディ
１０ａ・・・上流側ボディ半体
１０ｂ・・・下流側ボディ半体
１１・・・・吸気道
１２・・・・第１弁座
１３・・・・第２弁座
１８・・・・締結部材
２０・・・・第１スロットル弁
２１・・・・第２スロットル弁
２５・・・・第１スロットルレバー
２７・・・・操作手段（操作ワイヤ）
２８・・・・押圧ピン
２９・・・・第２スロットルレバー
３１・・・・従動レバー
３３・・・・連動機構
３４・・・・連動タイミング調整機構 E ... Engine 2 ... Intake port 6 ... Intake pipe 7 ... Fuel injection valve 10 ... Throttle body 10a ... Upstream body half 10b ··· Downstream side body half 11 ··· intake passage 12 ··· first valve seat 13 ··· second valve seat 18 ··· fastening member 20 ··· first throttle valve 21 ··· ... Second throttle valve 25 ... First throttle lever 27 ... Operating means (operating wire)
28 ... Push pin 29 ... Second throttle lever 31 ... Drive lever 33 ... Interlock mechanism 34 ... Interlock timing adjustment mechanism

Claims (2)

エンジン（Ｅ）の吸気ポート（２）に連なる吸気道（１１）を有するスロットルボディ（１０）に、前記吸気道（１１）を開閉するバタフライ型の第１スロットル弁（２０）と、この第１スロットル弁（２０）より下流側で前記吸気道（１１）を開閉するバタフライ型の第２スロットル弁（２１）とを軸支してなる、エンジンの吸気制御装置において、
スロットルボディ（１０）を、その吸気道（１１）の軸線方向中間部で上流側ボディ半体（１０ａ）と下流側ボディ半体（１０ｂ）とに分割し、これら上流側及び下流側ボディ半体（１０ａ，１０ｂ）の吸気道（１１）に、互いに離隔した環状の第１及び第２弁座（１２，１３）をそれぞれ***形成し、その第１弁座（１２）と協働して上流側ボディ半体（１０ａ）の吸気道（１１）を開閉する第１スロットル弁（２０）を前記上流側ボディ半体（１０ａ）に軸支し、また第２弁座（１３）と協働して下流側ボディ半体（１０ｂ）の吸気道（１１）を開閉する第２スロットル弁（２１）を前記下流側ボディ半体（１０ｂ）に軸支し、前記上流側ボディ半体（１０ａ）及び下流側ボディ半体（１０ｂ）を締結部材（１８）により相互に分離可能に締結し、前記第１スロットル弁（２０）には、該第１スロットル弁（２０）を開閉操作し得る操作手段（２７）を接続すると共に、この第１スロットル弁（２０）を前記第２スロットル弁（２１）に連動機構（３３）を介して連結し、その連動機構（３３）は、前記第１スロットル弁（２０）の弁軸（２０ａ）に固着され先端部に押圧ピン（２８）を有する第１スロットルレバー（２５）と、前記第２スロットル弁（２１）の弁軸（２１ａ）に連結され、前記第１スロットル弁（２０）が所定開度以上に開くとき、前記押圧ピン（２８）により当接回動されて前記第２スロットル弁（２１）を開かせる従動レバー（３１）とで構成されたことを特徴とする、エンジンの吸気制御装置。 A throttle body (10) having an intake passage (11) connected to an intake port (2 ) of the engine (E) , a butterfly-type first throttle valve (20) for opening and closing the intake passage (11), and the first In an intake control device for an engine, which is pivotally supported by a butterfly-type second throttle valve (21) that opens and closes the intake passage (11) on the downstream side of the throttle valve (20).
The throttle body (10) is divided into an upstream body half (10a) and a downstream body half (10b) at an axially intermediate portion of the intake passage (11), and these upstream and downstream body halves are divided. An annular first and second valve seats (12, 13) that are spaced apart from each other are formed on the intake passage (11) of (10a, 10b), respectively, and are formed upstream in cooperation with the first valve seat (12). The first throttle valve (20) that opens and closes the intake passage (11) of the side body half (10a) is pivotally supported by the upstream body half (10a) and cooperates with the second valve seat (13). A second throttle valve (21) for opening and closing the intake passage (11) of the downstream body half (10b) is pivotally supported on the downstream body half (10b), and the upstream body half (10a) and Downstream body half (10b) can be separated from each other by fastening member (18) Concluded, wherein the first throttle valve (20), the connecting the first throttle valve operating means capable of opening and closing operation (20) (27), the second throttle the first throttle valve (20) The valve (21) is connected via an interlocking mechanism (33), and the interlocking mechanism (33) is fixed to the valve shaft (20a) of the first throttle valve (20) and has a pressing pin (28) at the tip. A first throttle lever (25) having a valve shaft (21a) of the second throttle valve (21), and when the first throttle valve (20) opens more than a predetermined opening, the pressing pin (28 abutment is rotated, characterized in that it is constituted out with the second throttle valve (driven lever to open the 21) (31), the intake control equipment of the engine by). 請求項１に記載のエンジンの吸気制御装置において、
前記従動レバー（３１）を、前記第２スロットル弁（２１）の弁軸（２１ａ）に回転可能に支承させると共に、この従動レバー（３１）を、前記第２スロットル弁（２１）の弁軸（２１ａ）に固着される第２スロットルレバー（２９）に連動タイミング調整機構（３４）を介して連結し、その連動タイミング調整機構（３４）は、前記第１、第２両スロットル弁（２０，２１）の全閉時、前記押圧ピン（２８）及び従動レバー（３１）の対向間隔（Ｓ）を調整し得るように構成されることを特徴とする、エンジンの吸気制御装置。 The engine intake control device according to claim 1 ,
The driven lever (31) is rotatably supported on the valve shaft (21a) of the second throttle valve (21), and the driven lever (31) is mounted on the valve shaft (21) of the second throttle valve (21). 21a) is connected to a second throttle lever (29) fixedly attached via an interlocking timing adjustment mechanism (34), and the interlocking timing adjustment mechanism (34) is connected to both the first and second throttle valves (20, 21). fully closed, characterized in that it is configured so as to adjust the facing distance of the pressing pin (28) and the driven lever (31) (S), the intake control equipment engines).
JP2009138070A 2009-06-09 2009-06-09 Engine intake control device Expired - Fee Related JP5266145B2 (en)

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US9111386B2 (en) 2010-11-02 2015-08-18 Covidien Lp Image viewing application and method for orientationally sensitive display devices

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JP7241235B2 (en) * 2020-03-11 2023-03-16 本田技研工業株式会社 Intake device for internal combustion engine for straddle-type vehicle
JP7432477B2 (en) 2020-09-30 2024-02-16 日立Astemo株式会社 intake control device

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JPS5823226A (en) * 1981-08-05 1983-02-10 Suzuki Motor Co Ltd Suction device of duplex suction internal combustion engine
JPS63295825A (en) * 1987-05-25 1988-12-02 Hitachi Ltd Intake air quantity controller for engine
JPH04330356A (en) * 1991-04-26 1992-11-18 Toyota Motor Corp Air-fuel ratio control device for carburetor

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9111386B2 (en) 2010-11-02 2015-08-18 Covidien Lp Image viewing application and method for orientationally sensitive display devices
US9595131B2 (en) 2010-11-02 2017-03-14 Covidien Lp Image viewing application and method for orientationally sensitive display devices

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