EP1995435A1 - Dispositif de commande de moteur et vehicule a deux roues - Google Patents

Dispositif de commande de moteur et vehicule a deux roues Download PDF

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Publication number
EP1995435A1
EP1995435A1 EP07737894A EP07737894A EP1995435A1 EP 1995435 A1 EP1995435 A1 EP 1995435A1 EP 07737894 A EP07737894 A EP 07737894A EP 07737894 A EP07737894 A EP 07737894A EP 1995435 A1 EP1995435 A1 EP 1995435A1
Authority
EP
European Patent Office
Prior art keywords
isc
air
throttle
path
control device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP07737894A
Other languages
German (de)
English (en)
Other versions
EP1995435A4 (fr
Inventor
Osamu Miura
Daisuke Hamasaki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mikuni Corp
Original Assignee
Mikuni Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mikuni Corp filed Critical Mikuni Corp
Publication of EP1995435A1 publication Critical patent/EP1995435A1/fr
Publication of EP1995435A4 publication Critical patent/EP1995435A4/fr
Withdrawn legal-status Critical Current

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    • 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 to a moving body, particularly a two-wheeled vehicle that comprises the engine control device.
  • a device for example, refer to patent document 2) in which the device is housed in a casing that is formed in the throttle sleeve as a pre-assembled and pre-inspected unit comprising an electronic control device, throttle mechanism, throttle adjustment motor, and purge valve air volume sensor.
  • a device for example, patent document 2) in which a sensor unit, and a so-called ISC (Idle Speed Control) unit that controls the amount air during idling are integrated.
  • ISC Idle Speed Control
  • the throttle body and ECU case are formed such that they integrated together, even though precision is not particularly required for the ECU case, it is necessary that a suitable material be used for the throttle body in order to maintain the fully closed precision of the throttle, and there are cases in which the overall body becomes very expensive.
  • the aperture of the throttle body is determined by the required amount of air intake, so many variations having different aperture sizes must be set. Therefore, the cost further increases due to reasons such as it being impossible to perform mass production.
  • the location for placing an aggregate input/output terminal for inputting or outputting various kinds of information to or from the sensors of each of the cases, and for supplying power is limited.
  • the aggregate input/output terminal must be located on the outside of the integrated throttle body and case terminals themselves, and therefore, space for the aggregate input/output terminal itself and space for the wiring that is connected to the aggregate input/output terminal must be maintained on the outside of the integrated throttle body and case terminals themselves, so there is a problem in that the space occupied by the engine control device increases by that amount, and there is a decrease in the freedom for installing other devices.
  • the installation location of the aggregate input/output terminal becomes an important problem
  • the overall unit becomes large due to the handling of the bypass air path.
  • the shape of the O-ring or the like used for sealing the path becomes complex, thus the cost of parts increases and there is a decrease in the assembly efficiency, resulting in an overall increase in cost of the device.
  • the amount of space for housing the engine, including the engine control device is limited, so an efficient, space saving design of an overall engine control device, including the position of the wires for driving the throttle lever, and wiring for the power supply and output signals, is required.
  • the engine control device of the present invention comprises: a throttle body having an air-intake path; a sensor unit case that is formed in a process separate from the throttle body, and that houses a sensor unit comprising at least one sensor from among a TPS (Throttle Position Sensor) that detects the position of a valve that opens and closes the air-intake path, an air-intake pressure sensor that detects the pressure inside the air-intake path, and an air-intake temperature sensor that detects the temperature of the air-intake path; an ISC unit case that is formed in a process separate from the throttle body, that is separate from the sensor unit case, and that houses an ISC (Idle Speed Control) unit that controls the amount of air during idling operation; and installation means for attaching the sensor unit case and the ISC unit case to the throttle body.
  • TPS Gate Position Sensor
  • At least one of the sensor unit case and the ISC unit case is made of a material that is different than that of the throttle body.
  • the throttle body comprises a throttle lever that is located on one end of a throttle shaft and that rotates that throttle shaft; and at least one of the sensor unit case and the ISC unit case is attached on the side of the other end of the throttle shaft.
  • a bypass air path is formed in the throttle body.
  • the ISC unit comprises an ISC control valve that controls the opening and closing of the bypass air path, and drive means for driving that ISC control valve; and the ISC control valve is located further on the upper side than the throttle shaft when the engine control device is mounted in a moving body, where by moving in a two dimensional direction, the ISC control valve controls the opening and closing of said bypass air path.
  • the drive means comprises a stepping motor and a rotating shaft that transmits the rotation drive of that stepping motor; and the ISC control valve comprises a convex section that comes in contact with a specified position of the throttle body, and a spiral-shaped groove that fits with a spiral-shaped groove that is formed in the rotation shaft when rotated; such that when the rotating shaft rotates forward or in reverse, the specified position on the throttle body comes in contact with the convex section of the ISC control valve to restrain the rotation of the ISC control valve, and by maintaining the fit between the spiral-shaped groove with the spiral-shaped groove that is formed in the ISC control valve, the ISC control valve moves in either lengthwise direction of the rotating shaft.
  • the ISC control valve is tapered on the tip end in the lengthwise direction of the rotating shaft and controls the opening and closing of the bypass air path by moving in that lengthwise direction in order to adjust the surface area of the space that exists between the ISC control valve and the bypass air path.
  • the drive means controls the opening and closing of the bypass air path by moving the ISC control valve in a direction that is parallel with the lengthwise direction of the throttle bore when viewed from above when the engine control device is mounted in a moving body.
  • the drive means controls the opening and closing of the bypass air path by moving the ISC control valve in a direction orthogonal to the lengthwise direction of the throttle bore when viewed from above when the engine control device is mounted in a moving body.
  • the bypass air path has at least an upstream path that connects to the air-intake side of the throttle bore; and the drive means controls the opening and closing of the bypass air path by moving the ISC control valve in a direction orthogonal to the lengthwise direction of the upstream path.
  • the bypass air path has at least an upstream side path that connects to the air-intake side of the throttle bore, and a downstream side path that connects to the exhaust side of the throttle bore; with the bypass air path being continuous and turning at least three times from the upstream side path to the downstream side path.
  • the engine control device of the present invention comprises: a throttle body; a valve that opens or closes an air-intake path that is formed in the throttle body; a throttle shaft that is mounted in the valve; a rotation mechanism that rotates the throttle shaft; a Throttle Position Sensor (TPS) that detects the position of the valve that opens or closes the air-intake path; an air-intake pressure sensor that detects the pressure inside said air-intake path; an air-intake temperature sensor that detects the temperature of the air-intake path; and an ISC that controls the amount of air during idling; wherein the TPS, the air-intake pressure sensor, the air-intake temperature sensor and ISC are located on the opposite side of the air-intake path from the drive mechanism.
  • TPS Throttle Position Sensor
  • the drive mechanism is an actuator that is rotated by the driving force from a drive source.
  • the drive mechanism is driven by a lever that is operated by a wire that is linked to an axle.
  • the engine control device of the present invention comprises: a throttle body having an air-intake path; a sensor unit case that is formed in a process separate from the throttle body, and that houses a sensor unit comprising at least one sensor from among a TPS (Throttle Position Sensor) that detects the position of a valve that opens and closes said air-intake path, an air-intake pressure sensor that detects the pressure inside the air-intake path, and an air-intake temperature sensor that detects the temperature of the air-intake path; and installation means for attaching the sensor unit case and the ISC unit case to the throttle body; wherein the sensor unit case has an aggregate cover that houses an aggregate input terminal; and the input section of the aggregate input terminal is located on the upstream side of the throttle body.
  • TPS Gate Position Sensor
  • the two-wheeled vehicle of the present comprises the engine control device of the invention described above.
  • FIG. 1 is a front view showing the engine control device of an embodiment of the present invention
  • Fig. 2 is a top view showing the engine control device of an embodiment of the present invention
  • FIG. 3 is a right side view showing the engine control device of an embodiment of the present invention
  • FIG. 4 is a left side view showing the engine control device of an embodiment of the present invention.
  • the engine control device is for a two-wheeled vehicle and particularly a compact engine having little exhaust (for example, a 50 to 250cc engine), and comprises: a throttle body 1; an ISC unit case 2 that houses an ISC unit (described in detail later) that controls the amount of air during idling; and a sensor unit case 3 that houses a sensor unit (described in detail later).
  • the sensor unit case 3 is made in a separate process from the throttle body 1.
  • the ISC unit case 2 is also made in a separate process from the throttle body 1.
  • the ISC unit case 2 is attached to the throttle body 1 as a separate body from the sensor unit case 3.
  • the throttle body 1 and ISC unit case 2 be made of different materials; for example, the throttle body 1 can be made of metal, and more specifically, formed by aluminum die cast, and the ISC unit case 2 can be made of plastic or resin.
  • the throttle body 1 and the sensor unit case 3 be made of different materials; for example, the throttle body 1 can be made of metal, and more specifically, formed by aluminum die cast, and the sensor unit case 3 can be made of plastic or resin.
  • the ISC unit case 2 and sensor unit case 3 can be made of the same material or can be made of different material. Depending on the material used for the ISC unit case 2 and sensor unit case 3, it is possible to use cases having excellent heat resistance, and thus protect the ISC unit that is housed in the ISC unit case 2, and the sensor unit that is housed in the sensor unit case 3 from heat.
  • the throttle body 1 and the sensor unit case 3 are also made to be separate, and by producing the mechanical elements and electrical elements separately, it is possible to keep production costs low, and improve performance after assembly. Furthermore, by making the ISC unit case 2 separate from the sensor unit case 3, and by installing them separately in the throttle body 1, it is possible to more easily perform the work of adjustment during installation than when both are integrated together and installed.
  • the throttle body 1 is a butterfly valve type, where the throttle lever 6 comprises a return spring 7, throttle valve 8, a throttle screw 9 that attaches the throttle valve 8 to a throttle shaft 19 (refer to FIG. 5 , FIG. 6-1 , FIG. 6-2 , and FIG. 9 that will be described later), a bracket 10, an adjustment screw 11, and a nut 12 for the adjustment screw 11.
  • the bracket 10 guides a wire for rotating and driving the throttle lever 6 and is attached to the throttle body 1 by screws 16 and 17.
  • the ISC unit case 2 comprises an aggregate input/output terminal cover 4 that is formed into a single body with the ISC unit case 2 and that houses an aggregate input/output terminal 5.
  • the input section of the aggregate input/output terminal cover 4 faces toward the upstream side of the throttle body 1. This makes it possible to more efficiently arrange the wiring.
  • the ISC unit case 2 is directly attached to the throttle body 1 by screws 13 and 15 for attaching the ISC unit case 2.
  • the sensor unit case 3 is directly attached to the throttle body 1 by screws 14 and 18 for attaching the sensor unit case 3.
  • the throttle body 1 comprises a throttle lever 6 that is located on one end of the throttle shaft 19, or in other words the end on the right side in FIG. 1 , and that rotates the throttle shaft 19, while at the same time, the ISC unit case 2 and sensor unit case 3 are installed on the other end of the throttle shaft 19, or in other words, the end on the left side in FIG. 1 .
  • the ISC unit case 2 and sensor unit case 3 are installed on the other end of the throttle shaft 19, or in other words, the end on the left side in FIG. 1 .
  • the TPS 29, air-intake pressure sensor, air-intake temperature sensor 20 and ISC unit 25 are located on the opposite side of the throttle bore, which is the air-intake path, from the throttle lever 6, which is the rotation mechanism.
  • the throttle lever 6, which is the rotation mechanism, can be an actuator that is rotated by a driving force from a drive source that is not shown in the figures. Moreover, the throttle lever 6 can be driven by a lever that is operated by a wire not shown in the figures that is linked to the axle.
  • FIG. 5 is a cross-sectional view of the section A-A in FIG. 1 .
  • the right side of the throttle bore is the upstream side, and from the right side to the left side is the air-intake direction.
  • reference number 8 is a throttle valve, and in the figure it is nearly in the completely closed state. This throttle valve 8 rotates in the counterclockwise direction of FIG. 5 as the throttle shaft 19 rotates, allowing air intake.
  • reference number 21 is a bypass air hole for maintaining air intake during idling when the throttle valve 8 is completely closed.
  • a bypass air path 22 that is formed in this way by the bypass air hole 21 is formed on both sides of the throttle valve 8 on the upstream side and downstream side of the intake so that air goes through the throttle bore (see FIG. 12 ).
  • this device which is the engine control device, be located further on the upstream side than the throttle shaft 19 when mounted in a moving body (especially a two-wheeled vehicle).
  • FIG. 6-1 and FIG. 6-2 are cross-sectional views of section B-B in FIG. 4 .
  • FIG. 6-3 is a view of the ISC control valve 25 as seen in the direction C (from left side in FIG. 6-1 ).
  • reference number 23 is an ISC stepper motor, and the ISC unit is housed inside the ISC unit case 2.
  • the ISC unit comprises: an ISC control valve 25, and an ISC stepper motor 23 that drives that ISC control valve 25.
  • the reference number 26 is the bypass air path, and 27 is a screw for attaching the stepper motor 23, such that the ISC stepper motor 23 is attached to the throttle body 1 by this screw 27.
  • the ISC stepper motor 23 can rotate the rotating shaft 28 forward and reverse. A spiral shaped groove is formed on the surface of the rotating shaft 28.
  • the ISC control valve 25 comprises a tip-end section 25-1 and a rear-end section 25-2.
  • the tip-end section 25-1 is shaped such that it has a tapered section that tapers toward the convex section of the tip end (triangular cone shape).
  • the rear-end section 25-2 comprises a convex section around the circumference that has a longer diameter than the bottom section of the triangular cone shape of the tip-end section 25-1.
  • a spring may be placed in the space where the ISC control valve 25 moves. By using a spring, it is possible to more reliably open and close the ISC control valve 25.
  • a spiral shaped fitting hole 25-4 which is formed with a screw shaped groove that is similar to the spiral shaped groove of the rotating shaft 28, is provided on the inside of the ISC control valve 25 so that it fits with the spiral shaped groove of the rotating shaft 28.
  • the ISC stepper motor 23 is such that with the spiral shaped groove section on the inside of the ISC control valve 25 fitted with the spiral shaped groove section of the rotating shaft 28, and with the ISC control valve 25 inserted into a insertion hole that is formed in the throttle body 1, the ISC stepper motor 23 is attached to the throttle body 1 with the screw 27.
  • the rear end section of the ISC control valve 25 comes in contact with the rotation prevention unit 24 that is provided in the throttle body 1 (see, FIG. 6-1 , FIG, 6-2 , and FIG. 8 ) so that ISC control valve 25 does not rotate.
  • FIG. 8 is a left side view of the throttle body 1.
  • the reference number 57 are screw holes for attaching the ISC stepper motor 23, with two holes 57 being provided around the circumference of the insertion hole in which the ISC control valve 25 is inserted.
  • the rotation prevention unit 24 for preventing the ISC control valve 25 from rotating is also located in the insertion hole in which the ISC control valve 25 is inserted. Both are located in the throttle body 1.
  • the rotation prevention unit 24 is a groove having an oval shaped cross section as shown in FIG. 8 , where the section having the short diameter is a little larger than the rear end section 25-2, and is less than a diameter that takes into consideration the convex sections 25-3. Therefore, when the ISC control valve 25 is inserted into the insertion hole in the throttle body 1, the rear end section 25-2 fits inside this oval section, however, since there are the convex sections 25-3, the rear end section 25-2 cannot rotate while inside the oval section. This kind of construction prevents (restrains) the ISC control valve 25 from rotating.
  • the ISC control valve 25 is positioned such that it can moved in the lengthwise direction of the rotating shaft 28, however it does not rotate due to the rotation prevention unit 24, so when the rotating shaft 28 rotates in a specified direction, the ISC control valve 25 moves along the lengthwise direction of the rotating shaft 28 in the direction going toward the ISC stepper motor 23, and when the rotating shaft 28 rotates in the direction opposite that specified direction, the ISC control valve 25 moves along the lengthwise direction of the rotating shaft 28 in the direction going away from the ISC stepper motor 23.
  • the taper section of the ISC control valve 25 will come in contact with the bypass air path at a specified position. This state is shown in FIG. 6-2 . In this state, the bypass air path is blocked, and thus the flow of air is blocked.
  • the ISC control valve 25 moves in the direction toward the ISC stepper motor 23.
  • the space between the bypass air path and the tapered section of the convex section of the ISC control valve 25 opens according to the amount of movement.
  • the ISC control valve 25 When the ISC control valve 25 is viewed from the top with the engine control device of the present invention being mounted in a moving body such as a two-wheeled vehicle, or in other words, in the top view of FIG. 2 , driving the ISC control valve 25 in a direction that is parallel with the lengthwise direction of the throttle shaft 19 (horizontal direction in FIG. 2 ) controls the opening and closing of the bypass air path.
  • the ISC control valve 25 when the ISC control valve 25 is viewed from the top with the engine control device of the present invention being mounted in a moving body such as a two-wheeled vehicle (in the top view of FIG. 2 ), driving the ISC control valve 25 in a direction that is orthogonal to the lengthwise direction of the throttle bore (vertical direction in FIG. 2 ) controls the opening and closing of the bypass air path.
  • FIG. 7 is a front view of the throttle body 1
  • FIG. 8 is a right side view of the throttle body 1. Both figures show the sate in which the ISC unit case 2 and the units inside the case are separated, and the state in which the sensor unit case 3 and each of the sensors in the case are separated (however, part of the TPS 29 is mounted to the throttle shaft 19).
  • reference number 29 is the TPS.
  • reference number 50 is a hole for an air-intake pressure sensor
  • reference number 51 is a hole for an air-intake temperature sensor
  • reference numbers 53 and 55 are screw holes for attaching the ISC unit case 2
  • reference numbers 54 and 58 are screw holes for attaching the sensor unit case 3.
  • reference number 2 is the tip end of the air-intake temperature sensor that protrudes inside the throttle bore via the hole 51 for the air-intake temperature sensor.
  • FIG. 9 is an exploded pictorial view showing the engine control device of an embodiment of the present invention.
  • reference number 30 is an O-ring
  • reference number 31 is a washer
  • reference 32 is a spring washer for the throttle shaft 19
  • reference number 33 is a nut for the throttle shaft 19
  • reference number 34 is packing
  • reference number 35 is a seal
  • reference number 36 is a ring.
  • the ISC stepper motor 23 is protected from dust and moisture.
  • a washer 31 between the ISC stepper motor 23 and ISC control valve 25 it is possible to rotate the ISC control valve 25 more smoothly.
  • the throttle lever 6 it is possible to securely attach the throttle lever 6 to the throttle shaft 19 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 the TPS 28 from dust and moisture that enters from the throttle bore.
  • the ring 36 makes it possible to rotate the throttle shaft 19 more smoothly.
  • FIG. 10 to FIG. 12 are explanatory drawings showing the bypass air path, where FIG. 10 is a front view similar to that of FIG. 1 showing the engine control device; FIG 11 is a top view similar to that of FIG. 2 of the engine control device; and FIG. 12 is a cross-sectional view similar to that of FIG. 8 of section A-A in FIG. 10 .
  • reference number 22 is the upstream side of the bypass air path
  • reference number 61 is the downstream side of the bypass air path
  • reference number 26 and reference number 60 are bypass air paths (intermediate bypass air paths) that connect the upstream bypass air path 22 with the downstream bypass air path 61.
  • the intermediate bypass air paths 26 and 60 are orthogonal forming a so-called inverted L shape, and are such that they connect vertically with the upstream bypass air path 22 at the lower left, and connect with the downstream bypass air path 61 at the upper right.
  • the bypass air path comprises at least an upstream bypass air path 22 that connects to the air-intake side of the throttle bore, and a downstream bypass air path 61 that connects to the exhaust side of the throttle bore, such that the bypass air path turns at least three times or more from the upstream bypass air path 22 to the downstream bypass air path 61 via the intermediate bypass air paths 26, 60.
  • FIG. 13 is an explanatory drawing (pictorial view) showing an example of different construction of a sensor unit case.
  • the sensor unit case 101 includes an aggregate input/output terminal cover 102, air-intake temperature sensor 103, TPS 104, air-intake pressure sensor 105, and screw holes (for attaching the sensor unit case) 106, 107.
  • the screw hole 106 corresponds to the screw hole 54 shown in FIG. 8
  • the screw hole 107 corresponds with the screw hole 58 shown in FIG. 8 .
  • 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 indicates the installation surface.
  • the arrow in the A direction indicates the upstream side of the throttle bore
  • the arrow in the B direction indicates the downstream side of the throttle bore.
  • the aggregate input/output terminal that is housed inside the aggregate input/output terminal cover 102 faces the upstream side of the throttle bore (in other words, the side of the arrow in the A direction).
  • FIG. 14 is an explanatory drawing (pictorial view) showing another example of different construction of a sensor unit case.
  • FIG. 14 shows an example in which the sensor unit case shown in FIG. 13 is installed upside down.
  • the aggregate input/output terminal cover 102 may be arranged on the bottom as shown in FIG. 13 , or the aggregate input/output terminal cover 102 may be arranged on top as shown in FIG. 14 .
  • This example comprises a sensor unit case 101, which houses a sensor unit having at least one sensor from among a TPS that is made in a process separate from that of the throttle body 1, an air-intake pressure sensor and air-intake temperature sensor, and installation means (screw not shown in the figure) for attaching the sensor unit case 101 to the throttle body 1, where the sensor unit case 101 has an aggregate input/output terminal cover 102 that houses an aggregate input/output terminal (not shown in the figure), and the aggregate input/output terminal cover 102 is located upstream from the throttle body 1, or in other words, the input section is located such that it faces toward the upstream side of the throttle bore, so it is possible to easily run the wiring from the upstream side of the throttle bore, increasing the freedom in running the wiring, and thus it is possible to more efficiently layout the wiring.
  • the sensor unit case 101 which houses a sensor unit having at least one sensor from among a TPS that is made in a process separate from that of the throttle body 1, an air-intake pressure sensor and air-intake temperature sensor, and
  • the embodiments of the present invention comprise: a throttle body 1 that comprises an air-intake path; a sensor unit case 3 that houses a sensor unit that is formed in a separate process from the throttle body 1 and that comprises at least one sensor from among a TPS, air-intake pressure sensor and air-intake temperature sensor; an ISC unit case 2 that is separate from the sensor unit 3 and that is formed in a process separate from the throttle body 1, and screws 13, 14, 15, 18 as installation means for attaching the sensor unit case 3 and ISC unit case 2 to the throttle body 1.
  • the embodiments of the present invention comprise a throttle lever 6 on one end of the throttle shaft 19, and the sensor unit case 3 and ISC unit case 2 are attached on the side of the other end of the throttle shaft 19, so they do not hinder the rotation of the throttle lever 6, and it is possible to suppress the overall size of the engine control device by the amount that it is no longer necessary to take the bypass air path for controlling the amount of air during idling of the ISC unit around the throttle lever 6.
  • the tip end 25-1 of the ISC control valve 25 is tapered in the lengthwise direction of the rotating shaft 28, and by moving the ISC valve 25 in the lengthwise direction to adjust the surface area of the space that occurs between the ISC control valve 25 and the bypass air path 60 it is possible to control the opening and closing of the bypass air path, so by controlling the rotation drive of the ISC stepper motor 23 it is possible to adjust the amount of air with high accuracy.
  • the engine control device of the present invention is useful when applied to a moving body such as a two-wheeled vehicle that comprises an internal combustion engine, and particularly is useful when applied to an engine with a small amount of exhaust.

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  • 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)
EP07737894A 2006-03-07 2007-03-06 Dispositif de commande de moteur et vehicule a deux roues Withdrawn EP1995435A4 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006061641A JP2007239560A (ja) 2006-03-07 2006-03-07 エンジン制御装置および二輪車
PCT/JP2007/054347 WO2007105546A1 (fr) 2006-03-07 2007-03-06 Dispositif de commande de moteur et vehicule a deux roues

Publications (2)

Publication Number Publication Date
EP1995435A1 true EP1995435A1 (fr) 2008-11-26
EP1995435A4 EP1995435A4 (fr) 2011-12-07

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP07737894A Withdrawn EP1995435A4 (fr) 2006-03-07 2007-03-06 Dispositif de commande de moteur et vehicule a deux roues

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EP (1) EP1995435A4 (fr)
JP (1) JP2007239560A (fr)
CN (1) CN101395360B (fr)
WO (1) WO2007105546A1 (fr)

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Publication number Priority date Publication date Assignee Title
JP5162333B2 (ja) * 2008-05-29 2013-03-13 本田技研工業株式会社 汎用エンジンの吸気制御装置
JP2010255572A (ja) * 2009-04-27 2010-11-11 Keihin Corp スロットルボディ半製品の成形用金型装置
JP5235797B2 (ja) * 2009-06-22 2013-07-10 本田技研工業株式会社 スロットルボディのカプラ配置
JP5889106B2 (ja) * 2012-05-24 2016-03-22 株式会社ミクニ ロータリ式バルブ
JP6125297B2 (ja) * 2013-04-01 2017-05-10 株式会社ケーヒン バイパス制御装置付きスロットルボディ組立体
BR112015020570B1 (pt) * 2013-03-14 2022-03-15 Hitachi Astemo, Ltd Conjunto de corpo de acelerador com dispositivo de controle de ultrapassagem anexado
JP6144233B2 (ja) * 2014-06-03 2017-06-07 愛三工業株式会社 車両用スロットル弁制御装置
JP6788712B1 (ja) * 2019-08-23 2020-11-25 株式会社ケーヒン 電動アクチュエータ及び該電動アクチュエータを用いた吸気制御装置
JP7444616B2 (ja) * 2020-01-17 2024-03-06 株式会社ミクニ スロットル装置

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US5711271A (en) * 1995-05-05 1998-01-27 Robert Bosch Gmbh Throttle apparatus for an internal combustion engine
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CN101395360A (zh) 2009-03-25
JP2007239560A (ja) 2007-09-20
CN101395360B (zh) 2011-08-10
EP1995435A4 (fr) 2011-12-07

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