WO2007105546A1 - Engine control device and two-wheeled vehicle - Google Patents

Engine control device and two-wheeled vehicle Download PDF

Info

Publication number
WO2007105546A1
WO2007105546A1 PCT/JP2007/054347 JP2007054347W WO2007105546A1 WO 2007105546 A1 WO2007105546 A1 WO 2007105546A1 JP 2007054347 W JP2007054347 W JP 2007054347W WO 2007105546 A1 WO2007105546 A1 WO 2007105546A1
Authority
WO
WIPO (PCT)
Prior art keywords
isc
throttle
case
control device
intake
Prior art date
Application number
PCT/JP2007/054347
Other languages
French (fr)
Japanese (ja)
Inventor
Osamu Miura
Daisuke Hamasaki
Original Assignee
Mikuni Corporation
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 Mikuni Corporation filed Critical Mikuni Corporation
Priority to EP07737894A priority Critical patent/EP1995435A4/en
Priority to CN2007800074126A priority patent/CN101395360B/en
Publication of WO2007105546A1 publication Critical patent/WO2007105546A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • F02M69/32—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines with an air by-pass around the air throttle valve or with an auxiliary air passage, e.g. with a variably controlled valve therein

Definitions

  • the present invention relates to an engine control device and a moving body including the engine control device, and more particularly to a two-wheeled vehicle.
  • sensors slot opening sensor, pressure sensor, temperature sensor, cooling water temperature sensor
  • sensors are integrally installed in the throttle body, and multiple sensors are installed.
  • an electronic control device a throttle mechanism, a throttle adjustment motor, and a regenerative valve (purge valve) air amount sensor are formed on a throttle sleeve as a pre-assembled and pre-inspected component unit.
  • a sensor unit and a so-called ISC (Idle Speed Control) unit that controls the amount of air during idle rotation are disclosed (for example, see Patent Document 3).
  • Patent Document 1 Japanese Laid-Open Patent Publication No. 9-250374
  • Patent Document 2 Japanese Translation of National Publication No. 9-508954
  • Patent Document 3 Japanese Patent Laid-Open No. 2002-349397
  • the installation location of the collective input / output terminal for inputting / outputting various information to / from the sensor and supplying power in each case is limited. Will end up. That is, the collective input / output terminals must be installed outside the integrated throttle body and each case terminal itself, and are therefore connected to the space of the collective input / output terminals themselves and to the collective input / output terminals. Space for wiring must be secured outside the integrated throttle body and each case terminal itself, and as a whole, the space occupied by the engine control device increases, and other devices are installed. There was a problem of reducing the degree of freedom. In motorcycles, the location of the collective I / O terminals has become an important issue considering the restrictions on the body frame width and the damage caused by falling.
  • the integrated unit becomes larger due to the handling of the bypass air passage.
  • the shape of the o-ring and the like for sealing the passage becomes complicated, which causes an increase in the cost of the entire device, such as an increase in component costs and a decrease in assembly efficiency.
  • the present invention has been made to solve the above-described problems, and provides an engine control device that realizes downsizing and low cost, and a mobile body (particularly a motorcycle) including the engine control device. I want to do it. Means for solving the problem
  • an engine control device includes a throttle body having an intake passage, and a valve that opens and closes the intake passage, which is created in a separate process from the throttle body.
  • a TPS Thread Position Sensor
  • An intake pressure sensor that detects the pressure in the intake passage
  • a sensor unit that stores at least one sensor of the intake temperature sensor that detects the temperature of the intake passage.
  • ISC Inner Speed Control
  • At least one of the sensor unit 'case and the ISC unit' case and the throttle body are made of different materials. It is characterized by being.
  • the throttle body includes a throttle lever provided at one end of the throttle shaft for rotating the throttle shaft, At least one of the force of the sensor unit 'case and the ISC unit' case is attached to the other end side of the throttle shaft.
  • the engine control apparatus is characterized in that, in the above invention, a bypass air passage is formed in the throttle body.
  • the ISC unit includes: an ISC control valve that controls opening and closing of the bypass air passage; and a drive unit that drives the ISC control valve.
  • the ISC control valve moves in a two-dimensional direction above the slot shaft when the apparatus is mounted on a moving body, thereby opening and closing the bypass air passage. It is characterized by controlling.
  • the engine control device is the engine control device according to the above-described invention, such as the driving means 1S stepping motor and a rotating shaft that transmits the rotational driving of the stepping motor.
  • the ISC control valve includes a convex portion that contacts a predetermined position of the throttle body, and a spiral groove that is fitted by rotating with a spiral groove provided on the rotating shaft, When the rotation shaft rotates forward or backward, the predetermined position of the throttle body and the convex portion of the ISC control valve come into contact with each other to prevent the rotation of the ISC control valve, and the spiral
  • the ISC control valve moves in one of the longitudinal directions of the rotating shaft by holding the fitting with the spiral groove provided in the ISC control valve. .
  • the ISC control valve has a tip that is tapered with respect to the longitudinal direction of the rotating shaft, and moves in the longitudinal direction so that the ISC The opening and closing of the bypass air passage is controlled by adjusting a gap area generated between the control valve and the bypass air passage.
  • the engine control device is the throttle control shaft according to the above invention, wherein the drive means and the ISC control valve are viewed from above when the device is mounted on a moving body.
  • the opening and closing of the bypass air passage is controlled by driving so as to move in a direction substantially parallel to the longitudinal direction.
  • the engine control apparatus is the engine control apparatus according to the above-described invention, wherein the drive means and the ISC control valve are viewed from above when the present apparatus is mounted on a moving body.
  • the opening and closing of the bypass air passage is controlled by driving so as to move in a direction substantially perpendicular to the longitudinal direction.
  • the bypass passage has an upstream passage connected to at least an intake side of the throttle bore, and the driving means includes the ISC control.
  • the opening and closing of the bypass air passage is controlled by driving the valve so as to move in a direction substantially perpendicular to the longitudinal direction of the upstream passage.
  • the engine control device is characterized in that the bypass passage force S, an upstream passage connected to at least an intake side of the throttle bore, and a downstream passage connected to an exhaust side of the throttle bore. It is characterized by being bent and communicated at least three times from the upstream side passage to the downstream side passage.
  • the engine control device includes a slot body, a valve for opening and closing an intake passage formed in the throttle body, a throttle shaft attached to the valve, and the throttle shaft.
  • a rotation mechanism that rotates the intake passage, a TPS that detects a position of a valve that opens and closes the intake passage, an intake pressure sensor that detects a pressure in the intake passage, and an intake temperature sensor that detects the temperature of the intake passage
  • the ISC for controlling the amount of air during idle rotation, and disposed on the opposite side of the rotation mechanism across the TPS, the intake pressure sensor, the intake temperature sensor and ISC, and the intake passage It is characterized by that.
  • the rotating mechanism is an actuator that is rotated by a driving force from a driving source.
  • the engine control device is characterized in that, in the above-mentioned invention, the engine control device is driven by a lever operated by a wire connected to the turning mechanism force accelerator.
  • an engine control device includes a throttle body provided with an intake passage, and a TPS that is created in a separate process from the throttle body and detects a position of a valve that opens and closes the intake passage.
  • a sensor unit housing a sensor unit comprising at least one of an intake pressure sensor for detecting the pressure in the intake passage and an intake temperature sensor for detecting the temperature of the intake passage.
  • a motorcycle according to the present invention is characterized by including the engine control device of the present invention.
  • the sensor unit 'case and the ISC unit' case formed separately from the sensor unit 'case are separately attached to the throttle body. This makes it possible to reduce the overall size of the engine control device and make adjustments during installation easier, thereby reducing the size and cost. An effect is obtained that a moving body (especially a two-wheeled vehicle) including a gin control device and an engine device is obtained.
  • FIG. 1 is a front view showing an engine control apparatus that is effective in the present embodiment of the present invention.
  • FIG. 2 is a top view showing an engine control apparatus which is effective in the present embodiment of the present invention.
  • Fig. 3 is a right side view showing an engine control apparatus which is effective in the present embodiment of the present invention.
  • FIG. 4 is a left side view showing an engine control device that is effective in the present embodiment of the present invention.
  • FIG. 5 is a cross-sectional view taken along line AA in FIG.
  • Fig. 6-1 is a cross-sectional view along BB in Fig. 4.
  • Fig. 6-2 is a cross-sectional view along BB in Fig. 4.
  • Fig. 6-3 shows the ISC control valve 25 as seen from the C direction force.
  • FIG. 7 is a front view of the throttle body.
  • FIG. 8 is a left side view of the throttle body.
  • Fig. 9 is an exploded perspective view showing an engine control device which applies force to this embodiment of the present invention.
  • FIG. 10 is an explanatory view showing a bypass air passage.
  • FIG. 11 is an explanatory view showing a bypass air passage.
  • FIG. 12 is an explanatory view showing a bypass air passage.
  • FIG. 13 is an explanatory view (perspective view) showing another configuration example of the sensor unit 'case.
  • FIG. 14 is an explanatory view (perspective view) showing another configuration example of the sensor unit 'case. Explanation of symbols
  • Screw (ISC unit 'for fixing the case) Screw (sensor unit' for fixing the case) Screw (ISC unit 'for fixing the case) Screw (for fixing the bracket)
  • FIG. 1 is a front view showing an engine control device that works according to this embodiment of the present invention
  • FIG. 2 is a top view showing the engine control device that works according to this embodiment of the present invention
  • FIG. FIG. 4 is a right side view showing an engine control apparatus that works according to the present embodiment of the invention
  • FIG. 4 is a left side view showing the engine control apparatus that works according to the present embodiment of the invention.
  • the engine control device is a motorcycle with a particularly small displacement (for example, (50 to 250cc) for small engines, ISC unit 'case 2' for storing throttle body 1 and ISC unit (details will be described later) for controlling the air volume during idle rotation, and sensor unit (details will be described later) Sensor unit to store the case.
  • the sensor unit 'case 3 is created in a separate process from the slot body 1.
  • the ISC unit 'case 2' is also created in a separate process from throttle body 1.
  • the ISC unit.Case 2 is further attached to the throttle body 1 as a separate body from the sensor unit 'Case 3.
  • Throttle body 1 and ISC unit 'case 2' are different materials, for example, throttle body 1 is made of metal, more specifically, aluminum die casting, and ISC unit 'case 2 is made of resin. That's right.
  • throttle body 1 and sensor unit 'case 3 are made of different materials, for example, throttle body 1 is made of metal, more specifically, aluminum die casting, and sensor unit' case 3 is made of resin. It is good to be.
  • the ISC unit 'case 2' and the sensor unit 'case 3 may be made of the same material or different materials. Depending on the material of the ISC unit 'case 2 and sensor unit' case 3, the ISC unit 'case 2 and the above ISC unit and sensor unit' can be stored in the case 3 are made of materials with excellent heat insulation. It is possible to protect the sensor unit from thermal power.
  • the throttle body 1 and the ISC unit 'case 2 are separated from each other, and the throttle body 1 and the sensor unit' case 3 are separated from each other, so that the mechanical element and the electrical element are produced separately.
  • the production cost can be reduced and the performance after assembly can be improved.
  • ISC unit 'Case 2' and sensor unit 'Case 3 are made separately and assembled separately to throttle body 1, making adjustment work easier when assembled than when integrating them together. Can be done.
  • the throttle body 1 adopts a butterfly valve type, and the throttle lever 6 includes a return spring 7, a throttle valve 8, and a throttle valve 8 as a throttle shaft 19 (FIGS. 5, 6-1, and 6 described later).
  • Throttle screw 9, bracket 10, adjustment screw 11, nut 12 for adjustment screw 11, etc. are provided.
  • the bracket 10 for guiding the wire for rotationally driving the slot knob lever 6 includes screws 16 and 17. By this, the throttle body 1 is fixed.
  • the ISC unit 'case 2 is provided with a collective input / output terminal cover 4 that is formed integrally with the ISC unit' case 2 and accommodates the collective input / output terminals 5.
  • the input / output terminal force bar 4 of the collective input / output terminal force bar 4 faces the upstream side of the throttle body 1.
  • the wiring can be arranged more efficiently.
  • the ISC unit “case 2” is directly fixed to the throttle body 1 by screws 13 and 15 for fixing the ISC unit “case”.
  • the sensor unit “case 3” is directly fixed to the slot body 1 by the sensor unit “case fixing screws 14 and 18”.
  • the throttle body 1 includes the throttle lever 6 that rotates the throttle shaft 19 provided on one end of the throttle shaft 19, that is, on the right side in FIG.
  • the ISC unit “case 2” and the sensor unit “case 3” are attached to the other end of the slot shaft 19, that is, on the left side in FIG.
  • the slot shaft 19 rotates, it is possible to arrange both the ISC unit 'case 2 and the sensor unit case 3 in a position that does not hinder the rotation or only one case. And more space saving can be realized.
  • the TPS 29, the intake pressure sensor, the intake air temperature sensor 20 and the ISC unit 25 are arranged on the opposite side of the throttle lever 6 which is a rotation mechanism, with the throttle bear being the intake passage interposed therebetween. .
  • the throttle lever 6 that is a rotating mechanism may be an actuator that is rotated by a driving force from a driving source (not shown). Further, the throttle lever 6 may be driven by a lever operated by a wire connected to an accelerator (not shown).
  • FIG. 5 is a cross-sectional view taken along the line AA in FIG.
  • the right side of the slot nore bore is the upstream side, and the intake direction is from the right side to the left side.
  • Reference numeral 8 denotes a throttle valve. In FIG. 5, the throttle valve is almost fully closed. The throttle valve 8 force is rotated counterclockwise in FIG. 5 by the rotation of the throttle shaft 19 to enable intake.
  • Reference numeral 21 denotes a bypass air hole for securing intake when the throttle valve 8 is fully closed during idling.
  • the bypass air formed by the bypass air hole 21 is
  • the air passage 22 is formed on the upstream side and the downstream side of the intake air with the throttle valve 8 sandwiched between the throttle body 1 and communicates with the slot nore bore (see FIG. 12).
  • the engine control device which is the present device is more preferably provided above the slot shaft 19 when mounted on a mobile body (especially a two-wheeled vehicle).
  • FIGS. 6-1 and 6-2 are cross-sectional views taken along the line BB in Figure 4.
  • FIG. 6-3 is a view of the IS C control valve 25 as viewed from the direction C (left side of FIG. 6-1).
  • reference numeral 23 denotes an ISC stepper motor
  • the ISC unit 'case 2 stores the ISC unit.
  • the ISC unit includes an ISC control valve 25 and an ISC stepper motor 23 that drives the ISC control valve 25.
  • Reference numeral 26 is a bypass air passage, and 27 is a screw for fixing the ISC stepper motor 23.
  • the screw 27 fixes the ISC stepper motor 23 to the throttle body 1.
  • the ISC stepper motor 23 can drive the rotary shaft 28 forward and backward by being driven and controlled. A spiral groove is provided on the surface of the rotary shaft 28.
  • the ISC control valve 25 includes a front end portion 25-1 and a rear end portion 25-2.
  • the tip portion 25-1 has a shape (a shape similar to a triangular pyramid) having a tapered portion toward the convex portion at the tip end.
  • the rear end portion 25-2 is provided with a convex portion surrounding the circumference having a diameter longer than that of the bottom portion of the triangular pyramid shape of the front end portion 25-1.
  • a spring may be provided in the space in which the ISC control valve 25 moves. By providing a spring, the ISC control valve 25 can be opened and closed more reliably.
  • the inside of the ISC control valve 25 has a spiral shape similar to that of the spiral groove of the rotary shaft 28 so as to be fitted to the spiral groove of the rotary shaft 28.
  • a fitting hole 25_4 in which a groove is formed is provided.
  • the outer periphery of the ISC control valve 25 has a convex portion 25-3. This convex portion 25-3 is in contact with the rotation preventing portion 24 shown in FIG. 8, and prevents the ISC control valve 25 from rotating in accordance with the rotation of the rotating shaft 28.
  • the ISC stepper motor 23 rotates with the spiral groove inside the ISC control valve 25.
  • the ISC stepper motor 23 is fixed to the slot body 1 with the screw 27 while the ISC control valve 25 is inserted into the insertion hole provided in the throttle body 1 with the spiral groove of the shaft 28 fitted.
  • the rear end partial force of the ISC control valve 25 abuts against the anti-rotation part 24 (see Fig. 6-1, Fig. 6-2, and Fig. 8) provided on the throttle body 1, and the ISC control valve 25 rotates. Will not be performed.
  • FIG. 8 is a left side view of the throttle body.
  • reference numeral 57 denotes a screw hole for fixing the ISC stepper motor 23, and two are provided around the hole into which the ISC control valve 25 is inserted. Further, a rotation preventing portion 24 for preventing the rotation of the ISC control valve 25 is provided in the hole for inserting the ISC control valve 25. Both are provided on the throttle body 1
  • the anti-rotation portion 24 is a groove having a substantially oval cross section as shown in FIG. 8, and a portion having a short diameter has a convex portion 25-3 slightly larger than the rear end portion 25-2. It is shorter than the diameter considering the above. Therefore, when the ISC control valve 25 is inserted into the insertion hole of the slot body 1, the rear end portion 25-2 has a force convex portion 25-3 that can be fitted into the oval portion. It is designed so that it cannot be rotated while being inserted into the part. With this configuration, the ISC control valve 25 is prevented (suppressed).
  • the ISC control valve 25 is not rotated by the force rotation prevention unit 24 that is arranged so as to be movable in the longitudinal direction of the rotating shaft 28. Therefore, when the rotating shaft 28 is rotated in a predetermined direction.
  • the ISC control valve 25 moves along the longitudinal direction of the rotary shaft 28 in a direction approaching the ISC stepper motor 23, and the rotary shaft 28 is rotated in the direction opposite to the predetermined direction.
  • 25 is an ISC stepper motor 23 along the longitudinal direction of the rotary shaft 28. Force Move away.
  • the ISC control valve 25 moves in a direction away from the ISC stepper motor 23, and at a predetermined position, the tapered portion of the ISC control valve 25 comes into contact with the bypass air passage.
  • Figure 6-2 shows this state. In this state, the no-pass air passage is blocked and the air flow is blocked.
  • the distance between the bypass air passage and the convex portion of the ISC control valve 25 is increased according to the amount of movement.
  • the opening and closing of the bypass air passage 60 can be controlled simply by controlling the rotational drive of the ISC stepper motor 23. (See Figure 6_1). That is, the opening / closing of the bypass air passage 60 and the opening amount can be controlled by the rotation direction and the rotation amount of the ISC stepper motor 23.
  • the ISC control valve 25 When the ISC control valve 25 is viewed from above when mounted on a moving body such as a motorcycle such as a motorcycle, that is, the longitudinal direction of the slot shaft 15 in the top view of FIG. By driving in a direction substantially parallel to (horizontal direction in Fig. 2), the opening and closing of the bypass air passage is controlled.
  • the throttle bore of the throttle bore By driving in a direction substantially perpendicular to the longitudinal direction (vertical direction in Fig. 2), the opening and closing of the bypass air passage is controlled.
  • FIG. 7 is a front view of the throttle body
  • FIG. 8 is a left side view of the throttle body.
  • the ISC unit 'case 2 and the unit in the case are removed, and the force and sensor unit' case 3 and each sensor in the case are removed (however, part of the TPS2 9 is the throttle shaft 19 In a state of being mounted on).
  • reference numeral 29 is TPS.
  • reference numeral 50 is an intake pressure sensor hole
  • 51 is an intake air temperature sensor hole
  • 53 and 55 are screw holes for fixing the ISC unit 'case 2
  • 54 and 58 is a screw hole for fixing the sensor unit “case 3”.
  • reference numeral 20 denotes an intake air temperature sensor. This is the tip of the intake air temperature sensor that protrudes into the throttle bore through the use hole 51.
  • FIG. 9 is an exploded perspective view showing an engine control device that is useful in the present embodiment of the present invention.
  • reference numeral 30 is a ring
  • reference numeral 31 is a washer
  • reference numeral 32 is a spring washer for the throttle shaft 19
  • reference numeral 33 is a nut for the throttle shaft 19
  • reference numeral 34 is It is a packing
  • the symbol 35 is a seal
  • the symbol 36 is a ring.
  • the ISC unit 'case 2 is attached to the throttle body 1 via the O-ring 30 to protect the ISC stepper motor 23 from dust and moisture.
  • the ISC control valve 25 can be rotated more smoothly.
  • the throttle lever 6 can be securely fixed to the throttle shaft 19 by using the spring washer 32 for the throttle shaft 19 and the nut 33 for the throttle shaft 19.
  • the packing 34 and seal 35 protect against dust and moisture TPS28 entering from the throttle bore side.
  • the ring 36 can turn the throttle shaft more smoothly.
  • FIG. 10 to 12 are explanatory views showing the bypass air passage
  • FIG. 10 is a front view showing the engine control device as in FIG. 1
  • FIG. 11 is a view of the engine control device as in FIG.
  • FIG. 12 is a cross-sectional view taken along the line AA of FIG.
  • reference numeral 22 is an upstream bypass air passage
  • reference numeral 61 is a downstream bypass air passage
  • reference numerals 26 and 60 are upstream bypass air passage 22 and downstream bypass air passage.
  • This is a bypass air passage (intermediate bypass air passage) that connects passage 61.
  • the intermediate bypass air passages 26 and 60 are orthogonal to each other, have a slightly inverted L shape, and are connected substantially perpendicularly to the upstream bypass air passage 22 in the lower left and in the upper right. It is connected to the downstream bypass air passage 61.
  • the bypass air passage includes at least the upstream bypass air passage 22 connected to the intake side of the throttle bore and the downstream bypass air passage connected to the exhaust side of the throttle bore. It has a passage 61 and is bent and communicated at least three times or more by passing the intermediate bypass air passages 26 and 60 from the upstream bypass air passage 22 to the downstream bypass air passage 61.
  • the bypass air passage hole can be created more easily. Further, the air volume can be adjusted more easily by the ISC control valve 25 by bending it into an inverted L shape as described above.
  • FIG. 13 is an explanatory view (perspective view) showing another configuration example of the sensor unit 'case.
  • the sensor unit 'case 101 has a collective I / O terminal cover 102, an intake air temperature sensor 103, a TPS104, an intake pressure sensor 105, and screw holes (for sensor unit' case fixing) 106, 107.
  • the screw hole 106 corresponds to the screw hole 54 force screw hole 107 shown in FIG. 8 and the screw hole 58 shown in FIG.
  • This sensor unit 'case 101 can be attached to the throttle body 1 instead of the sensor unit' case 3 described above.
  • the arrow in the C direction is the mounting surface.
  • the A direction arrow is the upstream side of the throttle bore, and the B direction arrow is the downstream side of the throttle bore.
  • One of the features of this sensor unit 'case 101 is that the collective input / output terminal housed in the collective input / output terminal cover 102 faces the upstream side of the throttle bore (that is, the arrow A direction). is there.
  • FIG. 14 is an explanatory view (perspective view) showing still another configuration example of the sensor unit 'case.
  • FIG. 14 shows an example in which the sensor unit of FIG.
  • the collective input terminal cover 102 is arranged on the lower side as shown in Fig. 13, and the collective input terminal cover is arranged on the upper side as shown in Fig. 14. May be.
  • the intake air temperature sensor 103 is disposed upstream of the slot valve 8 and the intake pressure sensor 105 is disposed downstream of the slot valve 8.
  • the sensor unit 'case 101 that stores at least one sensor of the TPS, the intake pressure sensor, and the intake air temperature sensor, which is created in a separate process from the slot body 1, and the throttle For the body 1, the sensor unit Mounting unit (screw not shown), and the sensor unit case 101 has a collective input terminal cover 102 for housing a collective input terminal (not shown), and the collective input terminal cover Since the input part is arranged toward the upstream side of the throttle body 1, that is, the upstream side of the slot nore bore, the wiring can be easily routed upstream of the throttle bore and the degree of freedom of wiring is increased. Therefore, the wiring layout can be made more efficient.
  • the TPS, the intake pressure sensor, and the intake air temperature which are created in separate processes from the throttle body having the intake passage and the throttle body 1, are described.
  • a sensor unit that houses a sensor unit consisting of at least one sensor of the sensor; a sensor unit created in a separate process from Case 3 and Slot Nore Body 1; an ISC unit 'case that is separate from Case 3 2 and the throttle body 1 are equipped with screws 13, 14, 15, 18 as mounting means for mounting the sensor unit case 3 and the ISC unit 'case 2 respectively.
  • the sensor unit 'Case 3 and the ISC unit' Case 2 can be assembled separately to the throttle body 1, thus further improving assembly efficiency. Can be made.
  • the throttle shaft 19 is provided with the throttle lever 6 at one end, and is attached to the other end of the sensor unit 'case 3 and ISC unit' case 2 force throttle shaft 19. Therefore, it does not hinder the rotation of the throttle lever 6, and the bypass air path for controlling the air amount during idling by the ISC unit does not have to be routed. Only the size of the entire engine control device can be suppressed.
  • the ISC control valve 25 is configured such that the tip 25-1 is tapered with respect to the longitudinal direction of the rotary shaft 28, and moves in the longitudinal direction. Since the opening and closing of the bypass air passage is controlled by adjusting the clearance area formed between the air passage 25 and the bypass air passage 60, the rotational amount of the ISC stepper motor 23 can be controlled to control the amount of air with high accuracy. Adjustments can be made.
  • the engine control device is useful for use in a moving body including an internal combustion engine such as a two-wheeled vehicle, and is particularly suitable for use in a small engine having a displacement.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

An engine control device having a throttle body (1) provided with an air intake path, a sensor unit case (3) prepared in a process separate from that for the throttle body (1) and receiving a sensor unit, an ISC unit case (2) for receiving an ISC stepper motor (23) and ISC control valves (25-1, 25-2) that are prepared in processes separate from that for the throttle body (1), that are separate bodies from the sensor unit case (3), and that control the amount of air in idle speed, and screws (13, 14, 15, 18) for individually attaching the sensor unit case (3) and the ISC unit case (2) to the throttle body (1).

Description

明 細 書  Specification
エンジン制御装置および二輪車  Engine control device and motorcycle
技術分野  Technical field
[0001] この発明は、エンジン制御装置および当該エンジン制御装置を備えた移動体、特 に二輪車に関する。  TECHNICAL FIELD [0001] The present invention relates to an engine control device and a moving body including the engine control device, and more particularly to a two-wheeled vehicle.
背景技術  Background art
[0002] 従来、小型化 (省スペース化）その他の理由により、センサ類 (スロット開度センサ、 圧力センサ、温度センサ、冷却水温センサ）をスロットルボディに一体的に配設し、複 数のセンサの出力信号を集合出力端子として備えたものが開示されている（たとえば 特許文献 1を参照。）。  Conventionally, due to miniaturization (space saving) and other reasons, sensors (slot opening sensor, pressure sensor, temperature sensor, cooling water temperature sensor) are integrally installed in the throttle body, and multiple sensors are installed. Have been disclosed as collective output terminals (see, for example, Patent Document 1).
[0003] また、さらに別の従来技術として、電子式制御装置、絞り機構、スロットル調整モー タ、再生弁 (パージ弁）空気量センサを前組立、前検査をした構成ユニットとしてスロ ットルスリーブに形成されるケーシングに収納するものが開示されている（たとえば特 許文献 2を参照。）。また、センサユニットと、アイドル回転時の空気量を制御する、い わゆる、 ISC (Idle Speed Control)ユニットを一体化したものが開示されている（ たとえば特許文献 3を参照。）。  [0003] Further, as another prior art, an electronic control device, a throttle mechanism, a throttle adjustment motor, and a regenerative valve (purge valve) air amount sensor are formed on a throttle sleeve as a pre-assembled and pre-inspected component unit. (See, for example, Patent Document 2). Also, a sensor unit and a so-called ISC (Idle Speed Control) unit that controls the amount of air during idle rotation are disclosed (for example, see Patent Document 3).
[0004] 特許文献 1 :特開平 9一 250374号公報  [0004] Patent Document 1: Japanese Laid-Open Patent Publication No. 9-250374
特許文献 2：特表平 9一 508954号公報  Patent Document 2: Japanese Translation of National Publication No. 9-508954
特許文献 3 :特開 2002— 349397号公報  Patent Document 3: Japanese Patent Laid-Open No. 2002-349397
発明の開示  Disclosure of the invention
発明が解決しょうとする課題  Problems to be solved by the invention
[0005] し力 ながら、上記従来技術にあっては、スロットノレボディと ECUケースを一体化し て成形してしまうと、 ECUケースは特に精度を要求されないにもかかわらず、スロット ルの全閉精度を確保するために、スロットルボディに適した材料にする必要があり、 全体として高価になってしまう場合があった。また、特に二輪車に適用した場合はス ロットノレボディの口径がエンジンの要求吸入空気量で決定されるため、口径の異なる 多くのバリエーションを設定しなければならなレ、。そのため、大量生産ができないなど の理由から、さらにコストがかかる場合があった。 [0005] However, in the above prior art, if the slot body and ECU case are integrated and molded, the ECU case is not required to be precise, but the throttle fully closed In order to secure this, it is necessary to use a material suitable for the throttle body, which may be expensive as a whole. In particular, when applied to two-wheeled vehicles, the slot body diameter is determined by the required intake air volume of the engine, so many variations with different diameters must be set. Therefore, mass production is not possible For this reason, the cost may be further increased.
[0006] また、スロットルボディに各ケースを一体に形成する場合は、金型の構造が複雑とな り、一度に複数個の成形が困難になることからコスト高となる。また、各ケースを一体 型にすると素材を均一の厚さにする必要があることから各ケース部はより深い肉抜き となり、抜いたスペースに樹脂を充填するには多量の材料が必要となるなどの問題点 があった。  [0006] Further, when the cases are integrally formed on the throttle body, the structure of the mold becomes complicated, and it becomes difficult to form a plurality of molds at a time, resulting in an increase in cost. In addition, if each case is integrated, the thickness of the material must be uniform, so that each case has a deeper thickness, and a large amount of material is required to fill the resin in the removed space. There was a problem.
[0007] さらにまた、スロットルボディと各ケースを一体化させてしまうと、各ケースにおける、 センサに対する各種情報を入出力するためおよび電源を供給するための集合入出 力端子の設置場所が制限されてしまうことになる。すなわち、集合入出力端子は、一 体化されたスロットルボディと各ケース端子自体の外側に設置しなければならず、そ のため集合入出力端子自体の空間およびその集合入出力端子に接続される配線の ための空間を一体化されたスロットルボディと各ケース端子自体の外側に確保しなけ ればならず、その分だけ、全体として、エンジン制御装置の占める空間が大きくなり、 他の装置の設置の自由度を少なくしてしまうという問題点があった。また、二輪車に おいては車体フレーム幅の制約や転倒時の損傷を考慮すると集合入出力端子の設 置場所は重要な課題となってレ、た。  [0007] Furthermore, if the throttle body and each case are integrated, the installation location of the collective input / output terminal for inputting / outputting various information to / from the sensor and supplying power in each case is limited. Will end up. That is, the collective input / output terminals must be installed outside the integrated throttle body and each case terminal itself, and are therefore connected to the space of the collective input / output terminals themselves and to the collective input / output terminals. Space for wiring must be secured outside the integrated throttle body and each case terminal itself, and as a whole, the space occupied by the engine control device increases, and other devices are installed. There was a problem of reducing the degree of freedom. In motorcycles, the location of the collective I / O terminals has become an important issue considering the restrictions on the body frame width and the damage caused by falling.
[0008] また、従来技術のようにセンサユニットと ISCユニットを一体化した場合に、バイパス エア通路の取り回しの関係上、一体ユニットが大きくなる。また、通路をシールするた めの oリングなどの形状が複雑となり、部品コストの上昇や、組み立て効率の低下な ど装置全体のコストアップの要因となってしまう。  [0008] Further, when the sensor unit and the ISC unit are integrated as in the prior art, the integrated unit becomes larger due to the handling of the bypass air passage. In addition, the shape of the o-ring and the like for sealing the passage becomes complicated, which causes an increase in the cost of the entire device, such as an increase in component costs and a decrease in assembly efficiency.
[0009] 二輪車、特に排気量の少ない小型エンジンを搭載する二輪車の場合、エンジン制 御装置を含むエンジン全体を収納するスペースに限りがあるため、スロットルレバー を駆動するためのワイヤや各種センサへの電源供給および出力信号のための配線 の位置を含め、より効率的かつ省スペースを考慮したエンジン制御装置全体のデザ インが要求されるようになってきてレ、る。  [0009] In the case of a two-wheeled vehicle, particularly a two-wheeled vehicle equipped with a small engine with a small displacement, since there is a limited space for storing the entire engine including the engine control device, a wire for driving the throttle lever and various sensors The design of the entire engine control system considering the location of wiring for power supply and output signals is considered more efficient and space-saving.
[0010] この発明は、上記問題点を解決するためになされたものであり、小型化および低コ ストィ匕を実現するエンジン制御装置およびそのエンジン制御装置を備えた移動体（ 特に二輪車)を提供することを目的としてレ、る。 課題を解決するための手段 [0010] The present invention has been made to solve the above-described problems, and provides an engine control device that realizes downsizing and low cost, and a mobile body (particularly a motorcycle) including the engine control device. I want to do it. Means for solving the problem
[0011] 上記課題を解決するために、この発明にかかるエンジン制御装置は、吸気路を備 えたスロットルボディと、前記スロットルボディとは別工程において作成された、前記吸 気路を開閉するバルブの位置を検出する TPS (Throttle Position Sensor)、前 記吸気路内の圧力を検出する吸気圧力センサおよび前記吸気路の温度を検出する 吸気温度センサの少なくとも一つのセンサからなるセンサユニットを格納するセンサ ユニット 'ケースと、前記スロットルボディとは別工程において作成された、前記センサ ユニット ·ケースとは別体の、アイドル回転時の空気量を制御する ISC (Idle Speed Control)ユニットを格納する ISCユニット 'ケースと、前記スロットルボディに対して、 前記センサユニット 'ケースおよび前記 ISCユニット 'ケースをそれぞれ取り付けする 取り付け手段と、を備えたことを特徴とする。  In order to solve the above problems, an engine control device according to the present invention includes a throttle body having an intake passage, and a valve that opens and closes the intake passage, which is created in a separate process from the throttle body. A TPS (Throttle Position Sensor) that detects the position, an intake pressure sensor that detects the pressure in the intake passage, and a sensor unit that stores at least one sensor of the intake temperature sensor that detects the temperature of the intake passage. 'An ISC unit that stores an ISC (Idle Speed Control) unit that controls the air volume during idle rotation, separate from the sensor unit and case, created in a separate process from the case and the throttle body. And attach the sensor unit 'case and the ISC unit' case to the throttle body. And mounting means for, characterized by comprising a.
[0012] また、この発明に力かるエンジン制御装置は、上記発明において、前記センサュニ ット'ケースおよび前記 ISCユニット 'ケースの少なくともいずれかと、前記スロットルボ ディとはそれぞれ異なる材質によって作成されたものであることを特徴とする。  [0012] Further, in the above-described engine control device according to the present invention, at least one of the sensor unit 'case and the ISC unit' case and the throttle body are made of different materials. It is characterized by being.
[0013] また、この発明に力かるエンジン制御装置は、上記発明において、前記スロットルポ ディが、スロットルシャフトの一端に設けられた、当該スロットルシャフトを回動させるス ロットルレバーを備えており、前記センサユニット 'ケースおよび前記 ISCユニット'ケ ースの少なくともいずれ力が、前記スロットルシャフトの他端側に取り付けられたことを 特徴とする。  [0013] In the engine control device according to the present invention, in the above invention, the throttle body includes a throttle lever provided at one end of the throttle shaft for rotating the throttle shaft, At least one of the force of the sensor unit 'case and the ISC unit' case is attached to the other end side of the throttle shaft.
[0014] また、この発明に力かるエンジン制御装置は、上記発明において、前記スロットルポ ディにバイパスエア通路を形成したことを特徴とする。  [0014] Further, the engine control apparatus according to the present invention is characterized in that, in the above invention, a bypass air passage is formed in the throttle body.
[0015] また、この発明に力かるエンジン制御装置は、上記発明において、 ISCユニットが、 前記バイパスエア通路の開閉を制御する ISC制御弁と、当該 ISC制御弁を駆動する 駆動手段と、を備え、前記 ISC制御弁が、本装置が移動体に搭載された際の前記ス ロットシャフトよりも上側において、当該 ISC制御弁が二次元方向に移動することによ つて、前記バイパスエア通路の開閉を制御することを特徴とする。  [0015] Further, in the engine control device according to the present invention, in the above invention, the ISC unit includes: an ISC control valve that controls opening and closing of the bypass air passage; and a drive unit that drives the ISC control valve. The ISC control valve moves in a two-dimensional direction above the slot shaft when the apparatus is mounted on a moving body, thereby opening and closing the bypass air passage. It is characterized by controlling.
[0016] また、この発明に力かるエンジン制御装置は、上記発明において、前記駆動手段 1S ステッピングモータと、当該ステッピングモータの回転駆動を伝達する回転軸とか らなり、前記 ISC制御弁が、前記スロットルボディの所定位置に当接する凸部と、前記 回転軸に設けられた螺旋状の溝と回転させることで嵌合する螺旋状の溝と、を備え、 前記回転軸が正回転または逆回転することによって、前記スロットルボディの前記所 定位置と前記 ISC制御弁の前記凸部とが当接して当該 ISC制御弁の回転が抑止さ れ、かつ、前記螺旋状の溝が当該 ISC制御弁に設けられた螺旋状の溝との嵌合を保 持することによって、当該 ISC制御弁が前記回転軸の長手方向のいずれかに移動す ることを特徴とする。 [0016] Further, the engine control device according to the present invention is the engine control device according to the above-described invention, such as the driving means 1S stepping motor and a rotating shaft that transmits the rotational driving of the stepping motor. The ISC control valve includes a convex portion that contacts a predetermined position of the throttle body, and a spiral groove that is fitted by rotating with a spiral groove provided on the rotating shaft, When the rotation shaft rotates forward or backward, the predetermined position of the throttle body and the convex portion of the ISC control valve come into contact with each other to prevent the rotation of the ISC control valve, and the spiral The ISC control valve moves in one of the longitudinal directions of the rotating shaft by holding the fitting with the spiral groove provided in the ISC control valve. .
[0017] また、この発明に力かるエンジン制御装置は、上記発明において、前記 ISC制御弁 、前記回転軸の長手方向に対して先端がテーパ状をなし、当該長手方向に移動し て、当該 ISC制御弁と前記バイパスエア通路との間に生じる隙間面積を調整すること で、前記バイパスエア通路の開閉を制御することを特徴とする。  [0017] Further, in the engine control device according to the present invention, in the above invention, the ISC control valve has a tip that is tapered with respect to the longitudinal direction of the rotating shaft, and moves in the longitudinal direction so that the ISC The opening and closing of the bypass air passage is controlled by adjusting a gap area generated between the control valve and the bypass air passage.
[0018] また、この発明にかかるエンジン制御装置は、上記発明において、前記駆動手段 、前記 ISC制御弁を、本装置が移動体に搭載された際に上側から見た場合に、前 記スロットルシャフトの長手方向と略平行となる方向に移動するように駆動することで 、前記バイパスエア通路の開閉を制御することを特徴とする。  [0018] Further, the engine control device according to the present invention is the throttle control shaft according to the above invention, wherein the drive means and the ISC control valve are viewed from above when the device is mounted on a moving body. The opening and closing of the bypass air passage is controlled by driving so as to move in a direction substantially parallel to the longitudinal direction.
[0019] また、この発明にかかるエンジン制御装置は、上記発明において、前記駆動手段 、前記 ISC制御弁を、本装置が移動体に搭載された際に上側から見た場合に、前 記スロットルボアの長手方向と略直交となる方向に移動するように駆動することで、前 記バイパスエア通路の開閉を制御することを特徴とする。  [0019] Further, the engine control apparatus according to the present invention is the engine control apparatus according to the above-described invention, wherein the drive means and the ISC control valve are viewed from above when the present apparatus is mounted on a moving body. The opening and closing of the bypass air passage is controlled by driving so as to move in a direction substantially perpendicular to the longitudinal direction.
[0020] また、この発明に力かるエンジン制御装置は、上記発明において、前記バイパスェ ァ通路が、少なくとも前記スロットルボアの吸気側につながる上流側通路を有し、前 記駆動手段が、前記 ISC制御弁を、前記上流通路の長手方向と略直交となる方向に 移動するように駆動することで、前記バイパスエア通路の開閉を制御することを特徴 とする。  [0020] Further, in the engine control device according to the present invention, in the above invention, the bypass passage has an upstream passage connected to at least an intake side of the throttle bore, and the driving means includes the ISC control. The opening and closing of the bypass air passage is controlled by driving the valve so as to move in a direction substantially perpendicular to the longitudinal direction of the upstream passage.
[0021] また、この発明に力かるエンジン制御装置は、上記発明において、前記バイパスェ ァ通路力 S、少なくとも前記スロットルボアの吸気側につながる上流側通路および前記 スロットルボアの排気側につながる下流側通路を有し、前記上流側通路から前記下 流側通路へ少なくとも 3回以上曲げて連通していることを特徴とする。 [0022] また、この発明に力かるエンジン制御装置は、スロットノレボディと、前記スロットルポ ディに形成された吸気路を開閉するバルブと、前記バルブに装着されるスロットルシ ャフトと、前記スロットルシャフトを回動させる回動機構と、前記吸気路を開閉するバ ルブの位置を検出する TPSと、前記吸気路内の圧力を検出する吸気圧力センサと、 前記吸気路の温度を検出する吸気温度センサと、アイドル回転時の空気量を制御す る ISCと、を備え、前記 TPS、前記吸気圧力センサ、前記吸気温度センサおよび ISC 、前記吸気路を挟んで、前記回動機構とは反対側に配置したことを特徴とする。 [0021] Further, in the above-described invention, the engine control device according to the present invention is characterized in that the bypass passage force S, an upstream passage connected to at least an intake side of the throttle bore, and a downstream passage connected to an exhaust side of the throttle bore. It is characterized by being bent and communicated at least three times from the upstream side passage to the downstream side passage. [0022] Further, the engine control device according to the present invention includes a slot body, a valve for opening and closing an intake passage formed in the throttle body, a throttle shaft attached to the valve, and the throttle shaft. A rotation mechanism that rotates the intake passage, a TPS that detects a position of a valve that opens and closes the intake passage, an intake pressure sensor that detects a pressure in the intake passage, and an intake temperature sensor that detects the temperature of the intake passage And the ISC for controlling the amount of air during idle rotation, and disposed on the opposite side of the rotation mechanism across the TPS, the intake pressure sensor, the intake temperature sensor and ISC, and the intake passage It is characterized by that.
[0023] また、この発明にかかるエンジン制御装置は、上記発明において、前記回動機構 が、駆動源からの駆動力によって回動されるァクチユエータであることを特徴とする。  [0023] Further, in the engine control apparatus according to the present invention as set forth in the invention described above, the rotating mechanism is an actuator that is rotated by a driving force from a driving source.
[0024] また、この発明にかかるエンジン制御装置は、上記発明において、前記回動機構 力 アクセルに連絡されるワイヤによって作動されるレバーによって駆動されることを 特徴とする。  [0024] Further, the engine control device according to the present invention is characterized in that, in the above-mentioned invention, the engine control device is driven by a lever operated by a wire connected to the turning mechanism force accelerator.
[0025] また、この発明に力かるエンジン制御装置は、吸気路を備えたスロットルボディと、 前記スロットルボディとは別工程において作成された、前記吸気路を開閉するバルブ の位置を検出する TPS、前記吸気路内の圧力を検出する吸気圧力センサおよび前 記吸気路の温度を検出する吸気温度センサの少なくとも一つのセンサからなるセン サユニットを格納するセンサユニット 'ケースと、前記スロットルボディに対して、前記 センサユニット ·ケースを取り付けする取り付け手段と、を備え、前記センサユニット · ケースが、集合入力端子を収納する集合入力端子カバーを有し、前記集合入力端 子カバーが、前記スロットルボディの上流側に向けて入力部が配置されていることを 特徴とする。  [0025] Further, an engine control device according to the present invention includes a throttle body provided with an intake passage, and a TPS that is created in a separate process from the throttle body and detects a position of a valve that opens and closes the intake passage. A sensor unit housing a sensor unit comprising at least one of an intake pressure sensor for detecting the pressure in the intake passage and an intake temperature sensor for detecting the temperature of the intake passage. Mounting means for attaching the sensor unit and the case, the sensor unit and the case having a collective input terminal cover for accommodating the collective input terminal, and the collective input terminal cover is located upstream of the throttle body. It is characterized by the fact that the input part is arranged toward the side.
[0026] また、この発明に力かる二輪車は、上記発明のエンジン制御装置を備えたことを特 徴とする。  [0026] Further, a motorcycle according to the present invention is characterized by including the engine control device of the present invention.
発明の効果  The invention's effect
[0027] 以上説明したように、この発明によれば、センサユニット 'ケースと、センサユニット' ケースとは別体で形成された ISCユニット 'ケースとを、スロットルボディに対して、別 々に取り付けることによって、エンジン制御装置全体をより小型化できるとともに、取り 付け時の調整をより簡易にし、それによつて小型化および低コストィ匕を実現するェン ジン制御装置およびエンジン装置を備えた移動体 (特に二輪車)が得られるという効 果を奏する。 [0027] As described above, according to the present invention, the sensor unit 'case and the ISC unit' case formed separately from the sensor unit 'case are separately attached to the throttle body. This makes it possible to reduce the overall size of the engine control device and make adjustments during installation easier, thereby reducing the size and cost. An effect is obtained that a moving body (especially a two-wheeled vehicle) including a gin control device and an engine device is obtained.
図面の簡単な説明  Brief Description of Drawings
[0028] [図 1]図 1は、この発明の本実施の形態に力、かるエンジン制御装置を示す正面図であ る。  [0028] FIG. 1 is a front view showing an engine control apparatus that is effective in the present embodiment of the present invention.
[図 2]図 2は、この発明の本実施の形態に力、かるエンジン制御装置を示す上面図であ る。  [FIG. 2] FIG. 2 is a top view showing an engine control apparatus which is effective in the present embodiment of the present invention.
[図 3]図 3は、この発明の本実施の形態に力かるエンジン制御装置を示す右側面図 である。  [Fig. 3] Fig. 3 is a right side view showing an engine control apparatus which is effective in the present embodiment of the present invention.
[図 4]図 4は、この発明の本実施の形態に力かるエンジン制御装置を示す左側面図 である。  [FIG. 4] FIG. 4 is a left side view showing an engine control device that is effective in the present embodiment of the present invention.
[図 5]図 5は、図 1の A— Aにおける断面図である。  FIG. 5 is a cross-sectional view taken along line AA in FIG.
[図 6-1]図 6—1は、図 4の B— Bにおける断面図である。  [Fig. 6-1] Fig. 6-1 is a cross-sectional view along BB in Fig. 4.
[図 6-2]図 6— 2は、図 4の B— Bにおける断面図である。  [Fig. 6-2] Fig. 6-2 is a cross-sectional view along BB in Fig. 4.
[図 6-3]図 6— 3は、 ISC制御弁 25を Cの方向力 見た図である。  [Fig. 6-3] Fig. 6-3 shows the ISC control valve 25 as seen from the C direction force.
[図 7]図 7は、スロットルボディの正面図である。  FIG. 7 is a front view of the throttle body.
[図 8]図 8は、スロットルボディの左側面図である。  FIG. 8 is a left side view of the throttle body.
[図 9]図 9は、この発明の本実施の形態に力、かるエンジン制御装置を示す分解斜視 図である。  [Fig. 9] Fig. 9 is an exploded perspective view showing an engine control device which applies force to this embodiment of the present invention.
[図 10]図 10は、バイパスエア通路を示す説明図である。  FIG. 10 is an explanatory view showing a bypass air passage.
[図 11]図 11は、バイパスエア通路を示す説明図である。  FIG. 11 is an explanatory view showing a bypass air passage.
[図 12]図 12は、バイパスエア通路を示す説明図である。  FIG. 12 is an explanatory view showing a bypass air passage.
[図 13]図 13は、センサユニット 'ケースの別の構成例を示す説明図（斜視図）である。  FIG. 13 is an explanatory view (perspective view) showing another configuration example of the sensor unit 'case.
[図 14]図 14は、センサユニット 'ケースの別の構成例を示す説明図（斜視図）である。 符号の説明  FIG. 14 is an explanatory view (perspective view) showing another configuration example of the sensor unit 'case. Explanation of symbols
[0029] 1 スロットルボディ [0029] 1 Throttle body
2 ISCユニット 'ケース  2 ISC unit 'case
3, 101 センサユニット 'ケース 集合入出力端子カバー 3, 101 Sensor unit 'case Collective I / O terminal cover
集合入出力端子 Collective input / output terminals
スロットノレレノく一 Slot Norereno Kuichi
リターンスプリング Return spring
スロットル弁 Throttle valve
スロットノレねじ Slot screw
ブラケット  Bracket
アジャストねじ  Adjustment screw
ナット  Nut
ねじ (ISCユニット 'ケース固定用） ねじ (センサユニット 'ケース固定用) ねじ (ISCユニット 'ケース固定用） ねじ (ブラケット固定用）  Screw (ISC unit 'for fixing the case) Screw (sensor unit' for fixing the case) Screw (ISC unit 'for fixing the case) Screw (for fixing the bracket)
ねじ (ブラケット固定用）  Screw (for fixing bracket)
ねじ (センサユニット 'ケース固定用) スロットノレシャフト Screw (for sensor unit 'case fixing) Slot shaft
, 103 吸気温度センサ , 103 Intake air temperature sensor
バイパスエア穴  Bypass air hole
バイパスエア通路（上流側）  Bypass air passage (upstream side)
ISCステツパモータ  ISC stepper motor
回転防止部 Anti-rotation part
(25 - 1^25 -4) ISC制御弁 ノ ィパスエア通路（中間） ねじ (ISCステツパモータ固定用） 回転軸(25-1 ^ 25 -4) ISC control valve Non-pass air passage (intermediate) Screw (for fixing ISC stepper motor) Rotating shaft
, 104 TPS , 104 TPS
〇リング  〇 Ring
ヮッシャ 34 パッキン ヮ sha 34 Packing
35 シール  35 seal
36 リング  36 rings
50 吸気圧力センサ用穴  50 Hole for intake pressure sensor
51 吸気温度センサ用孔  51 Hole for intake air temperature sensor
53 ねじ孔（ISCユニット 'ケース固定用）  53 Screw hole (ISC unit 'For case fixing)
54, 106 ねじ孔（センサユニット 'ケース固定用）  54, 106 Screw hole (Sensor unit for case fixing)
55 ねじ孔（ISCユニット 'ケース固定用）  55 Screw hole (ISC unit 'For case fixing)
57 ねじ孔（ISCステツパモータ固定用）  57 Screw hole (for fixing ISC stepper motor)
58, 107 ねじ孔（センサユニット 'ケース固定用）  58, 107 Screw hole (Sensor unit for case fixing)
60 バイパスエア通路（中間）  60 Bypass air passage (middle)
61 バイパスエア通路（下流側）  61 Bypass air passage (downstream)
102 集合入出力端子カバー  102 I / O terminal cover
105 吸気圧力センサ  105 Intake pressure sensor
106, 107 ねじ孔（センサユニット 'ケース固定用）  106, 107 Screw hole (Sensor unit 'For case fixing)
発明を実施するための最良の形態  BEST MODE FOR CARRYING OUT THE INVENTION
[0030] 以下に添付図面を参照して、この発明に力、かるエンジン制御装置およびエンジン 装置を備えた移動体 (特に二輪車)の好適な実施の形態について詳細に説明する。 なお、この発明は本実施の形態に限らず、種々変更可能である。  [0030] Exemplary embodiments of a mobile body (particularly a two-wheeled vehicle) equipped with an engine control device and an engine device according to the present invention will be described below in detail with reference to the accompanying drawings. Note that the present invention is not limited to this embodiment, and various modifications can be made.
[0031] (エンジン制御装置の構成）  [0031] (Configuration of engine control device)
まず、この発明の本実施の形態に力、かるエンジン制御装置の構成について説明す る。図 1はこの発明の本実施の形態に力かるエンジン制御装置を示す正面図であり、 図 2はこの発明の本実施の形態に力かるエンジン制御装置を示す上面図であり、図 3はこの発明の本実施の形態に力かるエンジン制御装置を示す右側面図であり、図 4はこの発明の本実施の形態に力かるエンジン制御装置を示す左側面図である。  First, the configuration of the engine control device that is effective in the present embodiment of the present invention will be described. FIG. 1 is a front view showing an engine control device that works according to this embodiment of the present invention, FIG. 2 is a top view showing the engine control device that works according to this embodiment of the present invention, and FIG. FIG. 4 is a right side view showing an engine control apparatus that works according to the present embodiment of the invention, and FIG. 4 is a left side view showing the engine control apparatus that works according to the present embodiment of the invention.
[0032] 図 1〜図 4において、エンジン制御装置は、二輪車の特に排気量の少なレ、（たとえ ば 50〜250cc)小型エンジン用であり、スロットルボディ 1と、アイドル回転時の空気 量を制御する ISCユニット（詳細は後述する）を格納する ISCユニット 'ケース 2と、セ ンサユニット（詳細は後述する）を格納するセンサユニット ·ケース 3とから構成される。 そしてセンサユニット 'ケース 3は、スロットノレボディ 1とは別工程において作成される。 また ISCユニット 'ケース 2も、スロットルボディ 1とは別工程において作成される。 ISC ユニット.ケース 2は、さらに、センサユニット 'ケース 3とは別体として、スロットルボディ 1に取り付けられる。 [0032] In Figs. 1 to 4, the engine control device is a motorcycle with a particularly small displacement (for example, (50 to 250cc) for small engines, ISC unit 'case 2' for storing throttle body 1 and ISC unit (details will be described later) for controlling the air volume during idle rotation, and sensor unit (details will be described later) Sensor unit to store the case. The sensor unit 'case 3 is created in a separate process from the slot body 1. The ISC unit 'case 2' is also created in a separate process from throttle body 1. The ISC unit.Case 2 is further attached to the throttle body 1 as a separate body from the sensor unit 'Case 3.
[0033] スロットルボディ 1と ISCユニット 'ケース 2とは、別の材質、たとえば、スロットルボディ 1が金属、より具体的にはアルミダイカストで形成され、 ISCユニット 'ケース 2が樹脂 で形成されるものであるとよレ、。同様に、スロットルボディ 1とセンサユニット 'ケース 3と は、別の材質、たとえば、スロットルボディ 1が金属、より具体的にはアルミダイカストで 形成され、センサユニット 'ケース 3が樹脂で形成されるものであるとよい。  [0033] Throttle body 1 and ISC unit 'case 2' are different materials, for example, throttle body 1 is made of metal, more specifically, aluminum die casting, and ISC unit 'case 2 is made of resin. That's right. Similarly, throttle body 1 and sensor unit 'case 3 are made of different materials, for example, throttle body 1 is made of metal, more specifically, aluminum die casting, and sensor unit' case 3 is made of resin. It is good to be.
[0034] ISCユニット 'ケース 2とセンサユニット 'ケース 3とは、同一の材質であってもよぐ異 なる材質であってもよい。 ISCユニット 'ケース 2 ·センサユニット 'ケース 3の材質によ つては、断熱性に優れたものを用いて、 ISCユニット 'ケース 2に収納される上記 ISC ユニットおよびセンサユニット 'ケース 3に収納されるセンサユニットを熱力も保護する ようにすることちできる。  [0034] The ISC unit 'case 2' and the sensor unit 'case 3 may be made of the same material or different materials. Depending on the material of the ISC unit 'case 2 and sensor unit' case 3, the ISC unit 'case 2 and the above ISC unit and sensor unit' can be stored in the case 3 are made of materials with excellent heat insulation. It is possible to protect the sensor unit from thermal power.
[0035] このように、スロットルボディ 1と ISCユニット 'ケース 2を別体とするとともに、スロット ルボディ 1とセンサユニット 'ケース 3を別体として、機械的要素と電気的要素とを別生 産にすることで、生産コストをより低く押さえるとともに組付け後の性能をも向上させる こと力 Sできる。さらに、 ISCユニット 'ケース 2と、センサユニット 'ケース 3とを別体で作 成し、スロットルボディ 1に別々に組み付けることで、両者を一体化して組み付けるより も、組み付け時の調整作業をより簡易におこなうことができる。  [0035] In this way, the throttle body 1 and the ISC unit 'case 2 are separated from each other, and the throttle body 1 and the sensor unit' case 3 are separated from each other, so that the mechanical element and the electrical element are produced separately. By doing so, the production cost can be reduced and the performance after assembly can be improved. In addition, ISC unit 'Case 2' and sensor unit 'Case 3 are made separately and assembled separately to throttle body 1, making adjustment work easier when assembled than when integrating them together. Can be done.
[0036] また、スロットルボディ 1は、バタフライバルブ式を採用し、スロットルレバー 6は、リタ ーンスプリング 7、スロットル弁 8、スロットル弁 8をスロットルシャフト 19 (後述する図 5、 図 6— 1、図 6— 2、図 9などを参照）を固定するためのスロットルねじ 9、ブラケット 10、 アジャストねじ 11、アジャストねじ 11用のナット 12などを備えている。また、スロットノレ レバー 6を回動駆動するためのワイヤをガイドするブラケット 10は、ねじ 16および 17 によって、スロットルボディ 1に固定される。 [0036] The throttle body 1 adopts a butterfly valve type, and the throttle lever 6 includes a return spring 7, a throttle valve 8, and a throttle valve 8 as a throttle shaft 19 (FIGS. 5, 6-1, and 6 described later). — (Refer to Fig. 9, etc.) Throttle screw 9, bracket 10, adjustment screw 11, nut 12 for adjustment screw 11, etc. are provided. In addition, the bracket 10 for guiding the wire for rotationally driving the slot knob lever 6 includes screws 16 and 17. By this, the throttle body 1 is fixed.
[0037] また、 ISCユニット 'ケース 2には、 ISCユニット 'ケース 2と一体で形成された、集合 入出力端子 5を収納する集合入出力端子カバー 4を備えてレ、る。集合入出力端子力 バー 4はその入力部がスロットルボディ 1の上流側に向いている。これによつて、配線 をより効率的に配置することができる。そして、 ISCユニット 'ケース 2は、図 4に示すよ うに、 ISCユニット 'ケース固定用のねじ 13および 15によって、スロットルボディ 1に直 接に固定される。同様にして、センサユニット 'ケース 3は、センサユニット 'ケース固定 用ねじ 14および 18によって、スロットノレボディ 1に直接に固定される。  [0037] The ISC unit 'case 2 is provided with a collective input / output terminal cover 4 that is formed integrally with the ISC unit' case 2 and accommodates the collective input / output terminals 5. The input / output terminal force bar 4 of the collective input / output terminal force bar 4 faces the upstream side of the throttle body 1. As a result, the wiring can be arranged more efficiently. As shown in FIG. 4, the ISC unit “case 2” is directly fixed to the throttle body 1 by screws 13 and 15 for fixing the ISC unit “case”. Similarly, the sensor unit “case 3” is directly fixed to the slot body 1 by the sensor unit “case fixing screws 14 and 18”.
[0038] このように、スロットルボディ 1は、スロットルシャフト 19の一端すなわち、図 1におい て向かって右側に設けられた、スロットルシャフト 19を回動させるスロットルレバー 6を 備えており、これに対して ISCユニット 'ケース 2およびセンサユニット 'ケース 3は、ス ロットノレシャフト 19の他端側、すなわち図 1において向かって左側に取り付けられる。 これによつて、スロットノレシャフト 19が回動するに際して、回動の妨げにならない位置 に ISCユニット'ケース 2およびセンサユニット ·ケース 3の両ケースあるいはレ、ずれか 一つのケースを配置することができ、より省スペース化を実現することができる。  As described above, the throttle body 1 includes the throttle lever 6 that rotates the throttle shaft 19 provided on one end of the throttle shaft 19, that is, on the right side in FIG. The ISC unit “case 2” and the sensor unit “case 3” are attached to the other end of the slot shaft 19, that is, on the left side in FIG. As a result, when the slot shaft 19 rotates, it is possible to arrange both the ISC unit 'case 2 and the sensor unit case 3 in a position that does not hinder the rotation or only one case. And more space saving can be realized.
[0039] これによつて、 TPS29、吸気圧力センサ、吸気温度センサ 20および ISCユニット 25 は、吸気路であるスロットルベアを挟んで、回動機構であるスロットルレバー 6とは反 対側に配置する。  Accordingly, the TPS 29, the intake pressure sensor, the intake air temperature sensor 20 and the ISC unit 25 are arranged on the opposite side of the throttle lever 6 which is a rotation mechanism, with the throttle bear being the intake passage interposed therebetween. .
[0040] また、回動機構であるスロットルレバー 6は、図示を省略する駆動源からの駆動力に よって回動されるァクチユエータであってもよい。また、スロットルレバー 6は、図示を 省略するアクセルに連絡されるワイヤによって作動されるレバーによって駆動されるよ うにしてもよい。  [0040] Further, the throttle lever 6 that is a rotating mechanism may be an actuator that is rotated by a driving force from a driving source (not shown). Further, the throttle lever 6 may be driven by a lever operated by a wire connected to an accelerator (not shown).
[0041] 図 5は、図 1の A—Aにおける断面図である。図 5において、スロットノレボアの向かつ て右側が上流側で、吸気方向は右側から左側である。符号 8はスロットル弁であり、 図 5においては、ほぼ全閉の状態である。このスロットル弁 8力 スロットルシャフト 19 の回動によって、図 5において反時計回りに回動し、吸気を可能にする。また、符号 2 1は、アイドル時においてスロットル弁 8が全閉している際に、吸気を確保するための バイパスエア穴である。このように、バイパスエア穴 21によって形成されたバイパスェ ァ通路 22は、スロットルボディ 1に、スロットル弁 8を挟んで、吸気の上流側と下流側 に形成し、スロットノレボアに通じるようにする（図 12参照）。特に、本装置であるェンジ ン制御装置が、移動体 (特に二輪車）に搭載された際のスロットシャフト 19よりも上側 に設けるとなおよい。 FIG. 5 is a cross-sectional view taken along the line AA in FIG. In FIG. 5, the right side of the slot nore bore is the upstream side, and the intake direction is from the right side to the left side. Reference numeral 8 denotes a throttle valve. In FIG. 5, the throttle valve is almost fully closed. The throttle valve 8 force is rotated counterclockwise in FIG. 5 by the rotation of the throttle shaft 19 to enable intake. Reference numeral 21 denotes a bypass air hole for securing intake when the throttle valve 8 is fully closed during idling. In this way, the bypass air formed by the bypass air hole 21 is The air passage 22 is formed on the upstream side and the downstream side of the intake air with the throttle valve 8 sandwiched between the throttle body 1 and communicates with the slot nore bore (see FIG. 12). In particular, the engine control device which is the present device is more preferably provided above the slot shaft 19 when mounted on a mobile body (especially a two-wheeled vehicle).
[0042] (ISCユニットの構成）  [0042] (Configuration of ISC unit)
図 6—1および図 6— 2は、図 4の B— Bにおける断面図である。また、図 6— 3は、 IS C制御弁 25を、 Cの方向（図 6—1の左側）から見た図である。図 6—1および図 6— 2 において、符号 23は ISCステツパモータであり、 ISCユニット 'ケース 2の中には ISC ユニットとが格納されている。 ISCユニットは、 ISC制御弁 25と、その ISC制御弁 25を 駆動する ISCステツパモータ 23とからなる。また、符号 26はバイパスエア通路であり、 27は ISCステツパモータ 23の固定用のねじであり、このねじ 27で、 ISCステツパモー タ 23をスロットルボディ 1に固定する。 ISCステツパモータ 23は、駆動制御されること によって、回転軸 28を正転 ·逆転させることが可能である。回転軸 28の表面には、螺 旋状の溝が設けられている。  Figures 6-1 and 6-2 are cross-sectional views taken along the line BB in Figure 4. FIG. 6-3 is a view of the IS C control valve 25 as viewed from the direction C (left side of FIG. 6-1). In FIGS. 6-1 and 6-2, reference numeral 23 denotes an ISC stepper motor, and the ISC unit 'case 2 stores the ISC unit. The ISC unit includes an ISC control valve 25 and an ISC stepper motor 23 that drives the ISC control valve 25. Reference numeral 26 is a bypass air passage, and 27 is a screw for fixing the ISC stepper motor 23. The screw 27 fixes the ISC stepper motor 23 to the throttle body 1. The ISC stepper motor 23 can drive the rotary shaft 28 forward and backward by being driven and controlled. A spiral groove is provided on the surface of the rotary shaft 28.
[0043] ISC制御弁 25は、先端部 25— 1と、後端部 25— 2とからなる。先端部 25— 1は、先 端の凸部へ向かってテーパ部を有する形状（三角錐に似た形状）になっている。後 端部 25— 2は、図 6— 3、図 9に示すように、先端部 25— 1の三角錐形状の底部よりも 直径が長ぐ円周を囲むような凸部を備える。なお、図 6— 1および図 6— 2に示すよう に、 ISC制御弁 25の移動する空間にスプリングを設けるようにしてもよレ、。スプリング を設けることによって、 ISC制御弁 25の開閉をより確実におこなわしめること可能とな る。  [0043] The ISC control valve 25 includes a front end portion 25-1 and a rear end portion 25-2. The tip portion 25-1 has a shape (a shape similar to a triangular pyramid) having a tapered portion toward the convex portion at the tip end. As shown in FIGS. 6-3 and 9, the rear end portion 25-2 is provided with a convex portion surrounding the circumference having a diameter longer than that of the bottom portion of the triangular pyramid shape of the front end portion 25-1. As shown in FIGS. 6-1 and 6-2, a spring may be provided in the space in which the ISC control valve 25 moves. By providing a spring, the ISC control valve 25 can be opened and closed more reliably.
[0044] また、 ISC制御弁 25の内部は、図 6 _ 3に示すように、回転軸 28の螺旋状の溝と嵌 合するように、回転軸 28の螺旋状の溝と同様の螺旋状の溝が形成された嵌合穴 25 _4が設けられている。さらに、 ISC制御弁 25の外周には、図 6— 3、図 9に示すよう に、凸部 25— 3を有している。この凸部 25— 3が、図 8に示す回転防止部 24に当接 し、回転軸 28が回転してもその回転にあわせて ISC制御弁 25が回転しないようにし ている。  [0044] Further, as shown in FIG. 6_3, the inside of the ISC control valve 25 has a spiral shape similar to that of the spiral groove of the rotary shaft 28 so as to be fitted to the spiral groove of the rotary shaft 28. A fitting hole 25_4 in which a groove is formed is provided. Further, as shown in FIGS. 6-3 and 9, the outer periphery of the ISC control valve 25 has a convex portion 25-3. This convex portion 25-3 is in contact with the rotation preventing portion 24 shown in FIG. 8, and prevents the ISC control valve 25 from rotating in accordance with the rotation of the rotating shaft 28.
[0045] すなわち、 ISCステツパモータ 23は、 ISC制御弁 25の内部の螺旋状の溝部と回転 軸 28の螺旋状の溝部とを嵌合させ、 ISC制御弁 25をスロットルボディ 1に設けられた 挿入穴に挿入する状態で、 ISCステツパモータ 23をねじ 27で、スロットノレボディ 1に 固定する。その際、 ISC制御弁 25の後端部分力 スロットルボディ 1に設けられた回 転防止部 24 (図 6— 1 ,図 6— 2，図 8を参照）に当接し、 ISC制御弁 25の回転がおこ なわれないようになる。 [0045] That is, the ISC stepper motor 23 rotates with the spiral groove inside the ISC control valve 25. The ISC stepper motor 23 is fixed to the slot body 1 with the screw 27 while the ISC control valve 25 is inserted into the insertion hole provided in the throttle body 1 with the spiral groove of the shaft 28 fitted. At that time, the rear end partial force of the ISC control valve 25 abuts against the anti-rotation part 24 (see Fig. 6-1, Fig. 6-2, and Fig. 8) provided on the throttle body 1, and the ISC control valve 25 rotates. Will not be performed.
[0046] 図 8はスロットルボディの左側面図である。図 8において、符号 57は、 ISCステツパ モータ 23の固定用ねじ孔であり、 ISC制御弁 25を揷入する穴の周囲に 2つ設けられ ている。また、 ISC制御弁 25を揷入する穴には、 ISC制御弁 25の回転を防止するた めの回転防止部 24が設けられている。いずれも、スロットルボディ 1に設けられている  FIG. 8 is a left side view of the throttle body. In FIG. 8, reference numeral 57 denotes a screw hole for fixing the ISC stepper motor 23, and two are provided around the hole into which the ISC control valve 25 is inserted. Further, a rotation preventing portion 24 for preventing the rotation of the ISC control valve 25 is provided in the hole for inserting the ISC control valve 25. Both are provided on the throttle body 1
[0047] 回転防止部 24は、図 8に示すように断面が略長円の形状をした溝であり、直径が 短い部分は、後端部 25— 2よりも若干大きぐ凸部 25— 3を考慮した直径よりは短くし てある。したがって、 ISC制御弁 25をスロットノレボディ 1の挿入穴に挿入した場合に、 後端部 25— 2は上記長円部分にはめ込むことができる力 凸部 25— 3があるために 、上記長円部分にはめ込まれた状態で回転することができないようになつている。こ のような構成にすることによって、 ISC制御弁 25を防止（抑止）している。 [0047] The anti-rotation portion 24 is a groove having a substantially oval cross section as shown in FIG. 8, and a portion having a short diameter has a convex portion 25-3 slightly larger than the rear end portion 25-2. It is shorter than the diameter considering the above. Therefore, when the ISC control valve 25 is inserted into the insertion hole of the slot body 1, the rear end portion 25-2 has a force convex portion 25-3 that can be fitted into the oval portion. It is designed so that it cannot be rotated while being inserted into the part. With this configuration, the ISC control valve 25 is prevented (suppressed).
[0048] このような状態において、回転軸 28の螺旋状の溝と ISC制御弁 25の螺旋状の溝（ 嵌合穴 25— 4)を嵌合させ、回転軸 28を所定の方向へ回転させると、 ISC制御弁 25 は回転が抑止されているので、回転軸 28の螺旋状の溝が ISC制御弁 25に設けられ た螺旋状の溝との嵌合を保持することによって、回転軸 28の長手方向に沿って、 IS Cステツパモータ 23に近づく方向に移動させることができるとともに、回転軸 28を上 記所定の方向と反対方向へ回転させると、 ISC制御弁 25は、回転軸 28の長手方向 に沿って、 ISCステツパモータ 23から遠ざ力^)方向に移動させることができる。  [0048] In such a state, the spiral groove of the rotary shaft 28 and the spiral groove (fitting hole 25-4) of the ISC control valve 25 are fitted, and the rotary shaft 28 is rotated in a predetermined direction. Since the rotation of the ISC control valve 25 is inhibited, the helical groove of the rotary shaft 28 maintains the fitting with the helical groove provided in the ISC control valve 25, so that the rotary shaft 28 Along with the longitudinal direction, the ISC stepper motor 23 can be moved toward the ISC stepper motor 23, and when the rotary shaft 28 is rotated in a direction opposite to the predetermined direction, the ISC control valve 25 Can be moved away from the ISC stepper motor 23 in the direction of the force ^).
[0049] これによつて、 ISC制御弁 25は、回転軸 28の長手方向には移動可能に配置してい る力 回転防止部 24によって回転しないため、回転軸 28を所定の方向へ回転させる と、 ISC制御弁 25が、回転軸 28の長手方向に沿って、 ISCステツパモータ 23に近づ く方向に移動するとともに、回転軸 28を上記所定の方向と反対方向へ回転させること によって、 ISC制御弁 25は、回転軸 28の長手方向に沿って、 ISCステツパモータ 23 力 遠ざかる方向に移動する。 ISC制御弁 25が、 ISCステツパモータ 23から遠ざかる 方向に移動し、所定の位置で、 ISC制御弁 25のテーパ部がバイパスエア通路に当 接する。図 6— 2がこの状態である。この状態で、ノくィパスエア通路は遮断させ、空気 の流れが遮断される。 Accordingly, the ISC control valve 25 is not rotated by the force rotation prevention unit 24 that is arranged so as to be movable in the longitudinal direction of the rotating shaft 28. Therefore, when the rotating shaft 28 is rotated in a predetermined direction. The ISC control valve 25 moves along the longitudinal direction of the rotary shaft 28 in a direction approaching the ISC stepper motor 23, and the rotary shaft 28 is rotated in the direction opposite to the predetermined direction. 25 is an ISC stepper motor 23 along the longitudinal direction of the rotary shaft 28. Force Move away. The ISC control valve 25 moves in a direction away from the ISC stepper motor 23, and at a predetermined position, the tapered portion of the ISC control valve 25 comes into contact with the bypass air passage. Figure 6-2 shows this state. In this state, the no-pass air passage is blocked and the air flow is blocked.
[0050] そして、回転軸 28が上記所定の方向に回転することによって、 ISCステツパモータ  [0050] Then, by rotating the rotating shaft 28 in the predetermined direction, the ISC stepper motor
23に近づく方向に移動する。その移動量に応じて、バイパスエア通路と ISC制御弁 2 5の凸部のテーバ部分との間隔が開く。このように、 ISC制御弁 25とバイパスエア通 路との間に生じる隙間面積を調整することで、 ISCステツパモータ 23の回転駆動を制 御するだけでバイパスエア通路 60の開閉を制御することができる（図 6 _ 1を参照）。 すなわち、 ISCステツパモータ 23の回転方向および回転量によって、バイパスエア通 路 60の開閉および開口量の制御をすることができる。  Move toward 23. The distance between the bypass air passage and the convex portion of the ISC control valve 25 is increased according to the amount of movement. In this way, by adjusting the clearance area generated between the ISC control valve 25 and the bypass air passage, the opening and closing of the bypass air passage 60 can be controlled simply by controlling the rotational drive of the ISC stepper motor 23. (See Figure 6_1). That is, the opening / closing of the bypass air passage 60 and the opening amount can be controlled by the rotation direction and the rotation amount of the ISC stepper motor 23.
[0051] ISC制御弁 25は、本装置であるエンジン制御装置力 たとえば二輪車などの移動 体に搭載された際に上側から見た場合、すなわち図 2の上面図において、スロットノレ シャフト 19の長手方向（図 2において水平方向）と略平行となる方向に駆動すること で、バイパスエア通路の開閉を制御する。  [0051] When the ISC control valve 25 is viewed from above when mounted on a moving body such as a motorcycle such as a motorcycle, that is, the longitudinal direction of the slot shaft 15 in the top view of FIG. By driving in a direction substantially parallel to (horizontal direction in Fig. 2), the opening and closing of the bypass air passage is controlled.
[0052] また、 ISC制御弁は、同様に、本装置であるエンジン制御装置力 たとえば二輪車 などの移動体に搭載された際に上側から見た場合（図 2の上面図において）、スロット ルボアの長手方向（図 2において垂直方向）と略直交となる方向に駆動することで、 バイパスエア通路の開閉を制御する。  [0052] Similarly, when the ISC control valve is viewed from above (in the top view of Fig. 2) when mounted on a moving body such as a motorcycle, such as the engine control device power of the present device, the throttle bore of the throttle bore By driving in a direction substantially perpendicular to the longitudinal direction (vertical direction in Fig. 2), the opening and closing of the bypass air passage is controlled.
[0053] (センサユニットの構成）  [0053] (Configuration of sensor unit)
図 7はスロットルボディの正面図であり、図 8はスロットルボディの左側面図である。 いずれも、 ISCユニット 'ケース 2およびケース内のユニットをはずした状態であり、力、 つセンサユニット 'ケース 3およびケース内の各センサをはずした状態（ただし、 TPS2 9の一部はスロットルシャフト 19に装着した状態）である。  FIG. 7 is a front view of the throttle body, and FIG. 8 is a left side view of the throttle body. In either case, the ISC unit 'case 2 and the unit in the case are removed, and the force and sensor unit' case 3 and each sensor in the case are removed (however, part of the TPS2 9 is the throttle shaft 19 In a state of being mounted on).
[0054] 図 7および図 8において、符号 29は TPSである。また図 8において、符号 50は吸気 圧力センサ用穴であり、 51は吸気温度センサ用孔であり、符号 53および符号 55は、 ISCユニット 'ケース 2の固定用ねじ孔であり、符号 54および符号 58は、センサュニッ ト 'ケース 3の固定用ねじ孔である。また、図 1において、符号 20は、吸気温度センサ 用孔 51を介してスロットルボア内に突出した吸気温度センサの先端である。 In FIG. 7 and FIG. 8, reference numeral 29 is TPS. In FIG. 8, reference numeral 50 is an intake pressure sensor hole, 51 is an intake air temperature sensor hole, 53 and 55 are screw holes for fixing the ISC unit 'case 2, and 54 and 58 is a screw hole for fixing the sensor unit “case 3”. In FIG. 1, reference numeral 20 denotes an intake air temperature sensor. This is the tip of the intake air temperature sensor that protrudes into the throttle bore through the use hole 51.
[0055] (エンジン制御装置の組み立て） [0055] (Assembly of engine control device)
図 9は、この発明の本実施の形態に力かるエンジン制御装置を示す分解斜視図で ある。図 9において、符号 30は〇リングであり、符号 31はヮッシャであり、符号 32はス ロットルシャフト 19用のスプリングヮッシャであり、符号 33はスロットルシャフト 19用の ナットであり、符号 34はパッキンであり、符号 35はシールであり、符号 36はリングであ る。  FIG. 9 is an exploded perspective view showing an engine control device that is useful in the present embodiment of the present invention. In FIG. 9, reference numeral 30 is a ring, reference numeral 31 is a washer, reference numeral 32 is a spring washer for the throttle shaft 19, reference numeral 33 is a nut for the throttle shaft 19, and reference numeral 34 is It is a packing, the symbol 35 is a seal, and the symbol 36 is a ring.
[0056] ISCユニット 'ケース 2は、 Oリング 30を介してスロットルボディ 1に取り付けることで、 I SCステツパモータ 23をほこりや水分から防御する。 ISCステツパモータ 23と ISC制御 弁 25との間にヮッシャ 31を設けることによって、 ISC制御弁 25の回転をより円滑にお こなわせることができる。  [0056] The ISC unit 'case 2 is attached to the throttle body 1 via the O-ring 30 to protect the ISC stepper motor 23 from dust and moisture. By providing a washer 31 between the ISC stepper motor 23 and the ISC control valve 25, the ISC control valve 25 can be rotated more smoothly.
[0057] また、スロットルシャフト 19用のスプリングヮッシャ 32と、スロットルシャフト 19用のナ ット 33を用いてスロットルレバー 6をスロットルシャフト 19に確実に固定することができ る。また、パッキン 34およびシール 35によって、スロットルボア側から侵入するほこり や水分力 TPS28を防御する。また、リング 36は、スロットルシャフトの回動をより円 滑におこなわせることができる。  In addition, the throttle lever 6 can be securely fixed to the throttle shaft 19 by using the spring washer 32 for the throttle shaft 19 and the nut 33 for the throttle shaft 19. In addition, the packing 34 and seal 35 protect against dust and moisture TPS28 entering from the throttle bore side. In addition, the ring 36 can turn the throttle shaft more smoothly.
[0058] (バイパスエア通路の構成）  [0058] (Configuration of bypass air passage)
図 10〜図 12は、バイパスエア通路を示す説明図であり、図 10は、図 1と同様にェ ンジン制御装置を示す正面図であり、図 11は、図 2と同様にエンジン制御装置の上 面図であり、図 12は、図 8と同様に図 10の A— Aにおける断面図である。  10 to 12 are explanatory views showing the bypass air passage, FIG. 10 is a front view showing the engine control device as in FIG. 1, and FIG. 11 is a view of the engine control device as in FIG. FIG. 12 is a cross-sectional view taken along the line AA of FIG.
[0059] 図 10〜図 12において、符号 22が上流側バイパスエア通路であり、符号 61が下流 側バイパスエア通路であり、符号 26および符号 60が、上流側バイパスエア通路 22 および下流側バイパスエア通路 61をつなぐバイパスエア通路（中間バイパスエア通 路）である。図 11において、中間バイパスエア通路 26および 60は直交しており、レヽ わゆる逆 L字型をしており、左下において上流側バイパスエア通路 22と略垂直につ ながっており、右上において下流側バイパスエア通路 61とつながっている。  10 to 12, reference numeral 22 is an upstream bypass air passage, reference numeral 61 is a downstream bypass air passage, and reference numerals 26 and 60 are upstream bypass air passage 22 and downstream bypass air passage. This is a bypass air passage (intermediate bypass air passage) that connects passage 61. In FIG. 11, the intermediate bypass air passages 26 and 60 are orthogonal to each other, have a slightly inverted L shape, and are connected substantially perpendicularly to the upstream bypass air passage 22 in the lower left and in the upper right. It is connected to the downstream bypass air passage 61.
[0060] このように、バイパスエア通路は、少なくともスロットルボアの吸気側につながる上流 側バイパスエア通路 22とスロットルボアの排気側につながる下流側バイパスエア通 路 61を有し、上流側バイパスエア通路 22から、下流側バイパスエア通路 61へ、中間 バイパスエア通路 26, 60を介することで、少なくとも 3回以上曲げて連通している。 [0060] Thus, the bypass air passage includes at least the upstream bypass air passage 22 connected to the intake side of the throttle bore and the downstream bypass air passage connected to the exhaust side of the throttle bore. It has a passage 61 and is bent and communicated at least three times or more by passing the intermediate bypass air passages 26 and 60 from the upstream bypass air passage 22 to the downstream bypass air passage 61.
[0061] このようにすることで、スロットルボディ 1を金型を用いて作成する際に、より容易に バイパスエア通路用の孔を作成することができる。また、上述のように逆 L字に曲げる ことによって、 ISC制御弁 25による、空気量の調節をより容易におこなわしめることが できる。 In this way, when the throttle body 1 is created using a mold, the bypass air passage hole can be created more easily. Further, the air volume can be adjusted more easily by the ISC control valve 25 by bending it into an inverted L shape as described above.
[0062] (センサユニット 'ケースの別の構成例）  [0062] (Another configuration example of the sensor unit 'case)
図 13は、センサユニット 'ケースの別の構成例を示す説明図（斜視図）である。図 13 において、センサユニット 'ケース 101は、集合入出力端子カバー 102と、吸気温度 センサ 103と、 TPS104と、吸気圧力センサ 105と、ねじ孔（センサユニット 'ケース固 定用） 106, 107とを含む。そして、ねじ孔 106と、図 8に示したねじ孔 54力 ねじ孔 1 07と、図 8に示したねじ孔 58がそれぞれ対応する。  FIG. 13 is an explanatory view (perspective view) showing another configuration example of the sensor unit 'case. In Fig. 13, the sensor unit 'case 101 has a collective I / O terminal cover 102, an intake air temperature sensor 103, a TPS104, an intake pressure sensor 105, and screw holes (for sensor unit' case fixing) 106, 107. Including. The screw hole 106 corresponds to the screw hole 54 force screw hole 107 shown in FIG. 8 and the screw hole 58 shown in FIG.
[0063] このセンサユニット 'ケース 101は、上述したセンサユニット 'ケース 3の代わりに、ス ロットルボディ 1に取り付けることができる。図 13において、 C方向矢印が取り付け面 である。また、 A方向矢印が、スロットルボアの上流側であり、 B方向矢印が、スロット ルボアの下流側である。このセンサユニット 'ケース 101の特徴の一つは、集合入出 力端子カバー 102に収納された集合入出力端子が、スロットルボアの上流側（すなわ ち、 A方向矢印側）を向いている点である。  This sensor unit 'case 101 can be attached to the throttle body 1 instead of the sensor unit' case 3 described above. In Fig. 13, the arrow in the C direction is the mounting surface. The A direction arrow is the upstream side of the throttle bore, and the B direction arrow is the downstream side of the throttle bore. One of the features of this sensor unit 'case 101 is that the collective input / output terminal housed in the collective input / output terminal cover 102 faces the upstream side of the throttle bore (that is, the arrow A direction). is there.
[0064] 図 14は、センサユニット 'ケースのさらに別の構成例を示す説明図（斜視図）である 。図 14は、図 13のセンサユニット 'ケースの天地を逆転させて取り付ける場合の例を 示している。スロットルボアの上流側と下流側の向きに応じて、図 13のように、集合入 力端子カバー 102が下側に配置される場合と、図 14のように、集合入力端子カバー が上側に配置される場合とがある。いずれにせよ、吸気温度センサ 103は、スロットノレ バルブ 8よりも上流側に、吸気圧力センサ 105は、スロットノレバルブ 8よりも下流側に、 それぞれ配置されるのが望ましレ、。  FIG. 14 is an explanatory view (perspective view) showing still another configuration example of the sensor unit 'case. FIG. 14 shows an example in which the sensor unit of FIG. Depending on the direction of the upstream and downstream sides of the throttle bore, the collective input terminal cover 102 is arranged on the lower side as shown in Fig. 13, and the collective input terminal cover is arranged on the upper side as shown in Fig. 14. May be. In any case, it is desirable that the intake air temperature sensor 103 is disposed upstream of the slot valve 8 and the intake pressure sensor 105 is disposed downstream of the slot valve 8.
[0065] このように、スロットノレボディ 1とは別工程において作成された TPS、吸気圧力セン サおよび吸気温度センサの少なくとも一つのセンサからなるセンサユニットを格納す るセンサユニット 'ケース 101と、スロットルボディ 1に対して、前記センサユニット'ケー スを取り付けする取り付け手段（図示を省略するねじ）と、を備え、センサユニット'ケ ース 101が、図示を省略する集合入力端子を収納する集合入力端子カバー 102を 有し、集合入力端子カバー 102が、スロットルボディ 1の上流側、すなわちスロットノレ ボアの上流側に向けて入力部が配置されているので、配線をスロットルボアの上流側 力 容易に引き回すことができ、配線の自由度が増し、配線のレイアウトをより効率的 なものにすることができる。 [0065] As described above, the sensor unit 'case 101 that stores at least one sensor of the TPS, the intake pressure sensor, and the intake air temperature sensor, which is created in a separate process from the slot body 1, and the throttle For the body 1, the sensor unit Mounting unit (screw not shown), and the sensor unit case 101 has a collective input terminal cover 102 for housing a collective input terminal (not shown), and the collective input terminal cover Since the input part is arranged toward the upstream side of the throttle body 1, that is, the upstream side of the slot nore bore, the wiring can be easily routed upstream of the throttle bore and the degree of freedom of wiring is increased. Therefore, the wiring layout can be made more efficient.
[0066] 以上説明したように、この発明の実施の形態によれば、吸気路を備えたスロットルポ ディと、スロットルボディ 1とは別工程において作成された、 TPS,吸気圧力センサお よび吸気温度センサの少なくとも一つのセンサからなるセンサユニットを格納するセン サユニット.ケース 3と、スロットノレボディ 1とは別工程において作成された、センサュニ ット.ケース 3とは別体の、 ISCユニット 'ケース 2と、スロットルボディ 1に対して、センサ ユニット ·ケース 3および ISCユニット 'ケース 2をそれぞれ取り付けする取り付け手段と してのねじ 13, 14, 15, 18を備えてレ、る。 [0066] As described above, according to the embodiment of the present invention, the TPS, the intake pressure sensor, and the intake air temperature, which are created in separate processes from the throttle body having the intake passage and the throttle body 1, are described. A sensor unit that houses a sensor unit consisting of at least one sensor of the sensor; a sensor unit created in a separate process from Case 3 and Slot Nore Body 1; an ISC unit 'case that is separate from Case 3 2 and the throttle body 1 are equipped with screws 13, 14, 15, 18 as mounting means for mounting the sensor unit case 3 and the ISC unit 'case 2 respectively.
[0067] そのため、各ユニットの取り付け時の微調整などを考慮すると、センサユニット'ケー ス 3と ISCユニット 'ケース 2とを別々にスロットルボディ 1に組み付けることができるの で、組み立て効率をより向上させることができる。  [0067] Therefore, considering fine adjustment when installing each unit, the sensor unit 'Case 3 and the ISC unit' Case 2 can be assembled separately to the throttle body 1, thus further improving assembly efficiency. Can be made.
[0068] また、この発明の実施の形態によれば、スロットルシャフト 19の一端にスロットルレバ 一 6を備え、センサユニット 'ケース 3および ISCユニット 'ケース 2力 スロットルシャフ ト 19の他端側に取り付けられているので、スロットルレバー 6の回動の障害にはなら ず、また、 ISCユニットによるアイドル時の空気量の制御をするためのバイパスエア通 路をスロットルレバー 6を取り回さなくてよい分だけ、エンジン制御装置全体の大きさ を抑制することができる。  Further, according to the embodiment of the present invention, the throttle shaft 19 is provided with the throttle lever 6 at one end, and is attached to the other end of the sensor unit 'case 3 and ISC unit' case 2 force throttle shaft 19. Therefore, it does not hinder the rotation of the throttle lever 6, and the bypass air path for controlling the air amount during idling by the ISC unit does not have to be routed. Only the size of the entire engine control device can be suppressed.
[0069] また、この発明の実施の形態によれば、 ISC制御弁 25が、回転軸 28の長手方向に 対して先端 25— 1がテーパ状をなし、長手方向に移動して、 ISC制御弁 25とバイパ スエア通路 60との間に生じる隙間面積を調整することで、前記バイパスエア通路の 開閉を制御するので、 ISCステツパモータ 23の回転駆動を制御することによって、高 レ、精度で空気量の調整をおこなうことができる。  [0069] Further, according to the embodiment of the present invention, the ISC control valve 25 is configured such that the tip 25-1 is tapered with respect to the longitudinal direction of the rotary shaft 28, and moves in the longitudinal direction. Since the opening and closing of the bypass air passage is controlled by adjusting the clearance area formed between the air passage 25 and the bypass air passage 60, the rotational amount of the ISC stepper motor 23 can be controlled to control the amount of air with high accuracy. Adjustments can be made.
産業上の利用可能性 この発明にかかるエンジン制御装置は、二輪車などの内燃機関を備えた移動体に 活用するのに有用であり、特に小型の排気量のエンジンにおいて用いられるのに適 している。 Industrial applicability The engine control device according to the present invention is useful for use in a moving body including an internal combustion engine such as a two-wheeled vehicle, and is particularly suitable for use in a small engine having a displacement.

Claims

請求の範囲 The scope of the claims
[1] 吸気路を備えたスロットルボディと、 [1] A throttle body with an intake passage;
前記スロットルボディとは別工程において作成された、前記吸気路を開閉するバル ブの位置を検出する TPS (Throttle Position Sensor)、前記吸気路内の圧力を 検出する吸気圧力センサおよび前記吸気路の温度を検出する吸気温度センサの少 なくとも一つのセンサ力、らなるセンサユニットを格納するセンサユニット 'ケースと、 前記スロットルボディとは別工程において作成された、前記センサユニット 'ケースと は別体の、アイドル回転時の空気量を制御する ISC (Idle Speed Control)ュニッ トを格納する ISCユニット 'ケースと、  TPS (Throttle Position Sensor) that detects the position of the valve that opens and closes the intake passage, the intake pressure sensor that detects the pressure in the intake passage, and the temperature of the intake passage, which are created in a process separate from the throttle body At least one sensor force of the intake air temperature sensor that detects the sensor unit, the sensor unit storing the sensor unit 'case, and the sensor unit' case prepared separately from the throttle body , ISC unit 'case that stores the ISC (Idle Speed Control) unit that controls the amount of air during idle rotation, and
前記スロットルボディに対して、前記センサユニット 'ケースおよび前記 ISCユニット' ケースをそれぞれ取り付けする取り付け手段と、  Attachment means for attaching the sensor unit 'case and the ISC unit' case to the throttle body,
を備えたことを特徴とするエンジン制御装置。  An engine control device comprising:
[2] 前記センサユニット 'ケースおよび前記 ISCユニット 'ケースの少なくともいずれかと、 前記スロットルボディとはそれぞれ異なる材質によって作成されたものであることを特 徴とする請求項 1に記載のエンジン制御装置。 [2] The engine control device according to claim 1, wherein at least one of the sensor unit 'case and the ISC unit' case and the throttle body are made of different materials.
[3] 前記スロットルボディは、スロットルシャフトの一端に設けられた、当該スロットルシャ フトを回動させるスロットルレバーを備えており、 [3] The throttle body includes a throttle lever provided at one end of a throttle shaft for rotating the throttle shaft.
前記センサユニット 'ケースおよび前記 ISCユニット 'ケースの少なくともいずれかは 、前記スロットルシャフトの他端側に取り付けられたことを特徴とする請求項 1に記載 のエンジン制御装置。  The engine control device according to claim 1, wherein at least one of the sensor unit 'case and the ISC unit' case is attached to the other end side of the throttle shaft.
[4] 前記スロットルボディにバイパスエア通路を形成したことを特徴とする請求項 1に記 載のエンジン制御装置。  4. The engine control device according to claim 1, wherein a bypass air passage is formed in the throttle body.
[5] ISCユニットは、前記バイパスエア通路の開閉を制御する ISC制御弁と、当該 ISC 制御弁を駆動する駆動手段と、を備え、  [5] The ISC unit includes an ISC control valve that controls opening and closing of the bypass air passage, and drive means that drives the ISC control valve.
前記 ISC制御弁は、本装置が移動体に搭載された際の前記スロットシャフトよりも上 側において、当該 ISC制御弁が二次元方向に移動することによって、前記バイパス エア通路の開閉を制御することを特徴とする請求項 4に記載のエンジン制御装置。  The ISC control valve controls the opening and closing of the bypass air passage by moving the ISC control valve in a two-dimensional direction above the slot shaft when the apparatus is mounted on a moving body. The engine control device according to claim 4, wherein:
[6] 前記駆動手段は、ステッピングモータと、当該ステッピングモータの回転駆動を伝 達する回転軸とからなり、 [6] The drive means transmits a stepping motor and rotational drive of the stepping motor. A rotating shaft that reaches
前記 ISC制御弁は、前記スロットルボディの所定位置に当接する凸部と、前記回転 軸に設けられた螺旋状の溝と回転させることで嵌合する螺旋状の溝と、を備え、 前記回転軸が正回転または逆回転することによって、前記スロットルボディの前記 所定位置と前記 ISC制御弁の前記凸部とが当接して当該 ISC制御弁の回転が抑止 され、かつ、前記螺旋状の溝が当該 ISC制御弁に設けられた螺旋状の溝との嵌合を 保持することによって、当該 ISC制御弁が前記回転軸の長手方向のいずれかに移動 することを特徴とする請求項 5に記載のエンジン制御装置。  The ISC control valve includes a convex portion that comes into contact with a predetermined position of the throttle body, and a spiral groove that is engaged with a spiral groove provided on the rotation shaft, and the rotation shaft Is rotated in the forward or reverse direction, the predetermined position of the throttle body and the convex portion of the ISC control valve come into contact with each other to prevent the rotation of the ISC control valve, and the spiral groove 6. The engine according to claim 5, wherein the ISC control valve moves in any one of the longitudinal directions of the rotating shaft by holding the fitting with a spiral groove provided in the ISC control valve. Control device.
[7] 前記 ISC制御弁は、前記回転軸の長手方向に対して先端がテーパ状をなし、当該 長手方向に移動して、当該 ISC制御弁と前記バイパスエア通路との間に生じる隙間 面積を調整することで、前記バイパスエア通路の開閉を制御することを特徴とする請 求項 6に記載のエンジン制御装置。 [7] The tip of the ISC control valve has a tapered shape with respect to the longitudinal direction of the rotating shaft, and moves in the longitudinal direction to reduce the clearance area generated between the ISC control valve and the bypass air passage. 7. The engine control device according to claim 6, wherein the opening and closing of the bypass air passage is controlled by adjustment.
[8] 前記駆動手段は、前記 ISC制御弁を、本装置が移動体に搭載された際に上側から 見た場合に、前記スロットノレシャフトの長手方向と略平行となる方向に移動するように 駆動することで、前記バイパスエア通路の開閉を制御することを特徴とする請求項 4 に記載のエンジン制御装置。 [8] The drive means moves the ISC control valve in a direction substantially parallel to the longitudinal direction of the slot shaft when the apparatus is mounted on a moving body when viewed from above. The engine control device according to claim 4, wherein opening and closing of the bypass air passage is controlled by driving.
[9] 前記駆動手段は、前記 ISC制御弁を、本装置が移動体に搭載された際に上側から 見た場合に、前記スロットノレボアの長手方向と略直交となる方向に移動するように駆 動することで、前記バイパスエア通路の開閉を制御することを特徴とする請求項 4に 記載のエンジン制御装置。 [9] The drive means moves the ISC control valve in a direction substantially perpendicular to the longitudinal direction of the slot nore bore when the apparatus is mounted on a moving body when viewed from above. The engine control device according to claim 4, wherein opening and closing of the bypass air passage is controlled by driving.
[10] 前記バイパスエア通路は、少なくとも前記スロットルボアの吸気側につながる上流側 通路を有し、 [10] The bypass air passage has at least an upstream side passage connected to the intake side of the throttle bore,
前記駆動手段は、前記 ISC制御弁を、前記上流通路の長手方向と略直交となる方 向に移動するように駆動することで、前記バイパスエア通路の開閉を制御することを 特徴とする請求項 4に記載のエンジン制御装置。  The drive means controls the opening and closing of the bypass air passage by driving the ISC control valve so as to move in a direction substantially perpendicular to the longitudinal direction of the upstream passage. Item 5. The engine control device according to Item 4.
[11] 前記バイパスエア通路は、少なくとも前記スロットルボアの吸気側につながる上流側 通路および前記スロットルボアの排気側につながる下流側通路を有し、 [11] The bypass air passage has at least an upstream passage connected to the intake side of the throttle bore and a downstream passage connected to the exhaust side of the throttle bore,
前記上流側通路から前記下流側通路へ少なくとも 3回以上曲げて連通していること を特徴とする請求項 4に記載のエンジン制御装置。 Bending at least three times or more from the upstream passage to the downstream passage. The engine control device according to claim 4, wherein:
[12] スロットルボディと、 [12] Throttle body,
前記スロットルボディに形成された吸気路を開閉するバルブと、  A valve that opens and closes an intake passage formed in the throttle body;
前記バルブに装着されるスロットルシャフトと、  A throttle shaft attached to the valve;
前記スロットルシャフトを回動させる回動機構と、  A rotation mechanism for rotating the throttle shaft;
前記吸気路を開閉するバルブの位置を検出する TPS (Throttle Position Sens or)と、  TPS (Throttle Position Sens or) that detects the position of the valve that opens and closes the intake passage,
前記吸気路内の圧力を検出する吸気圧力センサと、  An intake pressure sensor for detecting the pressure in the intake passage;
前記吸気路の温度を検出する吸気温度センサと、  An intake air temperature sensor for detecting the temperature of the intake passage;
アイドル回転時の空気量を制御する ISCと、  ISC that controls the amount of air during idle rotation,
を備え、  With
前記 TPS、前記吸気圧力センサ、前記吸気温度センサおよび ISCは、前記吸気路 を挟んで、前記回動機構とは反対側に配置したことを特徴とするエンジン制御装置。  The engine control device according to claim 1, wherein the TPS, the intake pressure sensor, the intake temperature sensor, and the ISC are arranged on the opposite side of the rotation mechanism with the intake passage interposed therebetween.
[13] 前記回動機構は、駆動源からの駆動力によって回動されるァクチユエータであるこ とを特徴とする請求項 12に記載のエンジン制御装置。  13. The engine control apparatus according to claim 12, wherein the rotation mechanism is an actuator that is rotated by a driving force from a driving source.
[14] 前記回動機構は、アクセルに連絡されるワイヤによって作動されるレバーによって 駆動されることを特徴とする請求項 12に記載のエンジン制御装置。 14. The engine control device according to claim 12, wherein the rotation mechanism is driven by a lever that is operated by a wire connected to an accelerator.
[15] 吸気路を備えたスロットルボディと、 [15] A throttle body with an intake passage;
前記スロットルボディとは別工程において作成された、前記吸気路を開閉するバノレ ブの位置を検出する TPS (Throttle Position Sensor)、前記吸気路内の圧力を 検出する吸気圧力センサおよび前記吸気路の温度を検出する吸気温度センサの少 なくとも一つのセンサ力、らなるセンサユニットを格納するセンサユニット 'ケースと、 前記スロットルボディに対して、前記センサユニット 'ケースを取り付けする取り付け 手段と、  TPS (Throttle Position Sensor), which is created in a separate process from the throttle body, which detects the position of the vano lev that opens and closes the intake passage, the intake pressure sensor which detects the pressure in the intake passage, and the temperature of the intake passage At least one sensor force of the intake air temperature sensor for detecting the sensor unit 'case that houses the sensor unit, and mounting means for attaching the sensor unit case to the throttle body;
を備え、  With
前記センサユニット 'ケースは、集合入力端子を収納する集合入力端子カバーを有 し、  The sensor unit's case has a collective input terminal cover for housing the collective input terminal,
前記集合入力端子カバーは、前記スロットルボディの上流側に向けて入力部が配 置されて!、ることを特徴とするエンジン制御装置。 The collective input terminal cover has an input portion arranged upstream of the throttle body. An engine control device characterized by being placed!
前記請求項 1〜： 15のいずれか一つに記載のエンジン制御装置を備えたことを特徴 とする二輪車。  A motorcycle comprising the engine control device according to any one of claims 1 to 15.
PCT/JP2007/054347 2006-03-07 2007-03-06 Engine control device and two-wheeled vehicle WO2007105546A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP07737894A EP1995435A4 (en) 2006-03-07 2007-03-06 Engine control device and two-wheeled vehicle
CN2007800074126A CN101395360B (en) 2006-03-07 2007-03-06 Engine control device and two-wheeled vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006-061641 2006-03-07
JP2006061641A JP2007239560A (en) 2006-03-07 2006-03-07 Engine controller and two wheeler

Publications (1)

Publication Number Publication Date
WO2007105546A1 true WO2007105546A1 (en) 2007-09-20

Family

ID=38509381

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2007/054347 WO2007105546A1 (en) 2006-03-07 2007-03-06 Engine control device and two-wheeled vehicle

Country Status (4)

Country Link
EP (1) EP1995435A4 (en)
JP (1) JP2007239560A (en)
CN (1) CN101395360B (en)
WO (1) WO2007105546A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009287476A (en) * 2008-05-29 2009-12-10 Honda Motor Co Ltd Intake air control device for general purpose engine

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010255572A (en) * 2009-04-27 2010-11-11 Keihin Corp Die device for molding throttle body semi-finished product
JP5235797B2 (en) * 2009-06-22 2013-07-10 本田技研工業株式会社 Throttle body coupler arrangement
JP5889106B2 (en) * 2012-05-24 2016-03-22 株式会社ミクニ Rotary valve
JP6125297B2 (en) * 2013-04-01 2017-05-10 株式会社ケーヒン Throttle body assembly with bypass controller
CN105008711B (en) * 2013-03-14 2017-11-17 株式会社京浜 Throttle body assembly with by-pass governing device
JP6144233B2 (en) * 2014-06-03 2017-06-07 愛三工業株式会社 Throttle valve control device for vehicle
JP6788712B1 (en) * 2019-08-23 2020-11-25 株式会社ケーヒン Electric actuator and intake control device using the electric actuator
JP7444616B2 (en) * 2020-01-17 2024-03-06 株式会社ミクニ throttle device

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09508954A (en) 1994-12-07 1997-09-09 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング Equipment for internal combustion engines
JPH09250374A (en) 1996-03-12 1997-09-22 Mitsubishi Motors Corp Throttle body integrated with sensor
JP2000045914A (en) * 1998-08-04 2000-02-15 Keihin Corp Throttle system
JP2002349397A (en) 2001-05-24 2002-12-04 Honda Motor Co Ltd Intake air amount control device for engine
JP2005120897A (en) * 2003-10-16 2005-05-12 Mikuni Corp Throttle control device

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2245931A (en) * 1990-07-10 1992-01-15 Rover Group I.c. engine air intake throttle body
US5711271A (en) * 1995-05-05 1998-01-27 Robert Bosch Gmbh Throttle apparatus for an internal combustion engine
JP3986850B2 (en) * 2001-04-27 2007-10-03 株式会社ケーヒン Engine intake air amount control device
JP4052996B2 (en) * 2003-11-06 2008-02-27 株式会社ケーヒン Engine intake air amount control device

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09508954A (en) 1994-12-07 1997-09-09 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング Equipment for internal combustion engines
JPH09250374A (en) 1996-03-12 1997-09-22 Mitsubishi Motors Corp Throttle body integrated with sensor
JP2000045914A (en) * 1998-08-04 2000-02-15 Keihin Corp Throttle system
JP2002349397A (en) 2001-05-24 2002-12-04 Honda Motor Co Ltd Intake air amount control device for engine
JP2005120897A (en) * 2003-10-16 2005-05-12 Mikuni Corp Throttle control device

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP1995435A4 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009287476A (en) * 2008-05-29 2009-12-10 Honda Motor Co Ltd Intake air control device for general purpose engine

Also Published As

Publication number Publication date
CN101395360A (en) 2009-03-25
JP2007239560A (en) 2007-09-20
EP1995435A4 (en) 2011-12-07
CN101395360B (en) 2011-08-10
EP1995435A1 (en) 2008-11-26

Similar Documents

Publication Publication Date Title
WO2007105546A1 (en) Engine control device and two-wheeled vehicle
US6371080B1 (en) Throttle device for internal-combustion engine
US6591809B2 (en) Throttle device for internal-combustion engine
EP1647808B1 (en) Controller and astride riding type vehicle
JP4509025B2 (en) Sensor module unit and throttle device including sensor module unit
JP4192716B2 (en) Method of manufacturing throttle device for internal combustion engine
EP2143914B1 (en) Throttle apparatus and motorcycle having the same
JP4376017B2 (en) Electronically controlled throttle control device
JP5871997B2 (en) Flap device and intake system
JP5325068B2 (en) Engine intake system
JP4794769B2 (en) Engine control device, ECU (Electronic Control Unit) and ECU case
JP2007092648A (en) Throttle valve controller
EP1571313A1 (en) Integrated supply unit for internal combustion engines
US6763850B1 (en) Throttle control mechanism and sensor mounted on a throttle body
JP2006046349A (en) Engine control device, throttle body, and motorcycle
EP1867852B1 (en) Engine intake system
JP2006336616A (en) Flow rate controller and intake device for engine
US7273034B2 (en) Throttle control apparatus
EP2354497A1 (en) Air delivery device for internal combustion engines
JP4188397B2 (en) Engine intake system
JP4972070B2 (en) Valve unit and manufacturing method thereof
JP2005337206A (en) Throttle body
JP2005054805A (en) Engine control system and motorcycle
JP2004225707A (en) Engine control device, ecu case, collected input/output terminal, and two-wheeler
CN113818967A (en) Throttle device of engine

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 07737894

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 200780007412.6

Country of ref document: CN

NENP Non-entry into the national phase

Ref country code: DE

WWE Wipo information: entry into national phase

Ref document number: 2007737894

Country of ref document: EP