EP2949905B1 - Verbrennungsmotor mit drosselvorrichtung und motorgetriebenes fahrzeug damit - Google Patents

Verbrennungsmotor mit drosselvorrichtung und motorgetriebenes fahrzeug damit Download PDF

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Publication number
EP2949905B1
EP2949905B1 EP14742815.5A EP14742815A EP2949905B1 EP 2949905 B1 EP2949905 B1 EP 2949905B1 EP 14742815 A EP14742815 A EP 14742815A EP 2949905 B1 EP2949905 B1 EP 2949905B1
Authority
EP
European Patent Office
Prior art keywords
throttle
angle
backlash
shaft
rotation angle
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.)
Active
Application number
EP14742815.5A
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English (en)
French (fr)
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EP2949905A4 (de
EP2949905A1 (de
Inventor
Manabu FUJITO
Kouji Sakai
Hiroto Watanabe
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.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
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Filing date
Publication date
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Publication of EP2949905A1 publication Critical patent/EP2949905A1/de
Publication of EP2949905A4 publication Critical patent/EP2949905A4/de
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Classifications

    • 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
    • F02D11/106—Detection of demand or actuation
    • 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2432—Methods of calibration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • 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
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like

Definitions

  • the present invention relates to an engine with a throttle device including a sensor that detects the opening of a throttle valve, and an engine-driven vehicle.
  • a conventional throttle device is described in, for example, patent literature 1.
  • the throttle device disclosed in patent literature 1 includes a butterfly throttle valve, a motor that drives the throttle valve, and a sensor configured to detect the opening of the throttle valve.
  • the throttle valve includes a disc-shaped valve element and a throttle shaft that rotates integrally with the valve element.
  • the throttle shaft is connected to the output shaft of the motor via a gear mechanism.
  • the gear mechanism decelerates the rotation of the motor and transfers it to the throttle shaft.
  • the gear mechanism includes a driving gear provided on the output shaft, a driven gear provided on the throttle shaft, and a transmission gear that meshes with the gears.
  • the transmission gear is provided on an intermediate shaft located between the output shaft and the throttle shaft.
  • the sensor detects the rotation angle of the intermediate shaft.
  • the throttle valve In a lightweight engine-driven vehicle such as a motorcycle, the throttle valve needs to accurately follow an accelerator handler because the power weight ratio (weight per unit horsepower) is low. To implement this, the opening of the throttle valve (the rotation angle of the throttle shaft) needs to be detected at a high accuracy.
  • Patent Literature 1 JP2010-19137 A / EP 2 143 914 A1 .
  • This problem can be solved to some extent by directly detecting the rotation angle of the throttle shaft using the sensor.
  • the sensor needs to be arranged near the end of the throttle shaft, and a projecting portion made of the sensor is formed on a side of the throttle device. That is, the throttle device becomes bulky, posing a new problem.
  • the rotation angle of the throttle shaft is smaller than that of the intermediate shaft, the resolution of the rotation angle detected by the sensor lowers.
  • the present invention has been made to solve the above-described problems, and has as its first object to provide an engine with a throttle device capable of accurately detecting the rotation angle of a throttle shaft while employing an arrangement that causes a sensor to detect the rotation angle of a rotating shaft different from the throttle shaft. It is the second object of the present invention to provide an engine-driven vehicle easy to drive because a throttle valve accurately follows a throttle handler.
  • an engine with a throttle device comprising a throttle valve provided in an intake passage of the engine, a throttle shaft that rotates integrally with a valve element of the throttle valve, a spring member that biases the valve element in a direction to close, a throttle valve driving motor connected to the throttle shaft via a gear mechanism, a sensor that detects a rotation angle of a rotating shaft different from the throttle shaft in the gear mechanism, and a throttle angle calculation unit that obtains the rotation angle of the throttle shaft using a detection value of the sensor, wherein the rotation angle of the rotating shaft detected by the sensor is defined as a detection angle, the rotation angle of the rotating shaft corresponding to an amount of backlash involved in a meshing portion of gears provided between the rotating shaft and the throttle shaft is defined as a backlash angle, and the throttle angle calculation unit calculates the rotation angle of the throttle shaft based on the rotation angle obtained by subtracting the backlash angle from the detection angle.
  • an engine-driven vehicle including an engine with a throttle device according to the above-described invention.
  • the backlash involved in the meshing portion between the gears located between the rotating shaft and the throttle shaft is substantially removed. For this reason, since the rotating shaft and the throttle shaft substantially integrally rotate, the rotation angle of the throttle shaft can accurately be obtained.
  • an engine with a throttle device capable of accurately detecting the rotation angle of a throttle shaft while employing an arrangement that causes a sensor to detect the rotation angle of a rotating shaft different from the throttle shaft.
  • the engine-driven vehicle according to the present invention is easy to drive because it includes the above-described throttle device, and the throttle valve accurately follows the throttle handler.
  • a driver sits astride a seat 2 and drives while gripping a steering handlebar 3 with hands.
  • Reference numeral 4 denotes a front wheel; 5, a front fork; 6, an engine; and 7, a rear wheel.
  • the steering handlebar 3 is provided with an accelerator handler (not shown) to be operated by the driver.
  • the engine 6 is a four-stroke engine, and includes a crank case 11, and a cylinder body 12 and a cylinder head 13 attached on the crank case 11.
  • the cylinder body 12 is attached on the crank case 11 such that the axis points the upper front side of the motorcycle 1.
  • An inlet pipe 14 is attached to the rear surface of the cylinder head 13.
  • a throttle valve driving unit 22 of an electric throttle device 21 to be described later is attached to the upstream end of the inlet pipe 14.
  • the throttle device 21 is formed from the throttle valve driving unit 22 shown in Fig. 2 and a throttle angle calculation unit 23 shown in Fig. 6 .
  • the throttle valve driving unit 22 includes a butterfly throttle valve 24, a throttle valve driving motor 26 connected to the throttle valve 24 via a gear mechanism 25, and the like.
  • Fig. 2 illustrates only the main members of the throttle valve driving unit 22 while omitting members such a throttle body.
  • the throttle valve 24 includes one throttle shaft 27, and a plurality of disc-shaped valve elements 28 attached to the throttle shaft 27.
  • the throttle shaft 27 is rotatably supported by the throttle body (not shown) while extending in the width direction of the motorcycle 1.
  • the throttle shaft 27 rotates integrally with the valve elements 28.
  • the throttle shaft 27 extends through a torsion coil spring 29 (see Fig. 3 ).
  • the torsion coil spring 29 biases the valve elements 28 in the closing direction.
  • One end of the torsion coil spring 29 is hooked on a valve gear 30 attached to the throttle shaft 27, and the other end is hooked on the throttle body.
  • the throttle shaft 27 rotates integrally with the valve gear 30.
  • valve elements 28 are provided in an intake passage 31.
  • the intake passage 31 extends from an air cleaner (not shown) into the cylinder head 13 via the throttle body and the inlet pipe 14.
  • the gear mechanism 25 forms a two-stage gear reducer, and is formed from four gears including the valve gear 30.
  • the four gears include the valve gear 30, a pinion gear 32 that meshes with the valve gear 30, a wheel gear 33 that rotates integrally with the pinion gear 32, and a motor gear 34 that meshes with the wheel gear 33.
  • These gears are made of plastic.
  • the pinion gear 32 and the wheel gear 33 are integrally formed so as to form one intermediate gear 35.
  • the valve gear 30 is formed from a so-called sector gear, and includes a fan-shaped gear forming portion 30a. As shown in Fig. 4 , the valve gear 30 includes a full close stopper 36 and a full open stopper 37. The full close stopper 36 is used to set the full close position of the throttle valve 24. As shown in Fig. 2 , the full close stopper 36 is formed to have an L-shaped section and provided at one end of the gear forming portion 30a in the rotational direction. When the full close stopper 36 abuts against an adjusting bolt 38 (see Fig. 4 ) on the throttle body side, rotation of the valve gear 30 in a direction to close the throttle valve 24 is regulated.
  • an adjusting bolt 38 see Fig. 4
  • the full open stopper 37 is formed into a plate shape standing on the valve gear 30 and provided at the other end of the gear forming portion 30a in the rotational direction.
  • the full open stopper 37 abuts against a pressure wall 39 of the valve body, as indicated by the alternate long and two short dashed line in Fig. 4 , rotation of the valve gear 30 in a direction to open the throttle valve 24 is regulated.
  • valve gear 30 can rotate only by a designed rotation angle ⁇ 1 (see Fig. 4 ) from the full close position (full close abutting position) where the full close stopper 36 abuts against the adjusting bolt 38 to the full open position (full open abutting position) where the full open stopper 37 abuts against the pressure wall 39.
  • the intermediate gear 35 formed from the pinion gear 32 and the wheel gear 33 is fixed to one end of an intermediate shaft 40 (see Figs. 2 and 3 ) and rotatably supported by the throttle body via the intermediate shaft 40.
  • the pinion gear 32 is provided at one end of the wheel gear 33 adjacent to the intake passage 31. Because of a backlash in the meshing portion to the valve gear 30, as shown in Fig. 5 , the pinion gear 32 can rotate only by a backlash angle ⁇ with respect to the valve gear 30.
  • a line C1 indicates the pitch circle of the pinion gear 32
  • a line C2 indicates the pitch circle of the wheel gear 33.
  • a ring magnet 41 is attached to the other end of the wheel gear 33 in the axial direction.
  • the ring magnet 41 is formed into a ring shape and fixed on the axis of the wheel gear 33 so as to be located on the same axis as the wheel gear 33.
  • the ring magnet 41 is magnetized so as to divide magnetic poles 41a and 41b (see Fig. 2 ) by a virtual line perpendicular to the axis when viewed from the axial direction of the wheel gear 33.
  • An angle sensor 42 is arranged at a position facing the ring magnet 41.
  • the angle sensor 42 detects the rotation angle of a rotating shaft 43 formed from the intermediate gear 35 and the intermediate shaft 40, and is formed from a vector detection hole IC.
  • the angle sensor 42 forms a "sensor" in the present invention.
  • the angle sensor 42 is supported by the throttle body while forming a predetermined gap with respect to the ring magnet 41. That is, the angle sensor 42 detects the rotation angle of the rotating shaft 43 different from the throttle shaft 27 in the gear mechanism 25.
  • a detection angle that is a rotation angle of the rotating shaft 43 detected by the angle sensor 42 is sent to the throttle angle calculation unit 23 (to be described later) as a signal.
  • the motor gear 34 is provided on an output shaft 44 of the throttle valve driving motor 26. That is, rotation of the motor 26 is transferred from the motor gear 34 to the valve gear 30 (throttle shaft 27) via the wheel gear 33 and the pinion gear 32.
  • the motor 26 is supported by the throttle body. The operation of the motor 26 is controlled by the throttle angle calculation unit 23 to be described later.
  • the throttle angle calculation unit 23 obtains the rotation angle of the throttle shaft 27 using the detection angle detected by the angle sensor 42, and operates the throttle shaft 27 so as to interlock with the accelerator handler.
  • the throttle angle calculation unit 23 is formed from an ECU 54 (Electronic Control Unit) including a CPU 51, a nonvolatile memory 52, a motor driver 53, and the like.
  • the throttle angle calculation unit 23 is provided in a control device 55 (see Fig. 1 ) arranged under the seat 2 of the motorcycle 1.
  • the control device 55 controls the operation of the engine 6 of the motorcycle 1.
  • the CPU 51 includes an AD (analog/digital converter) 56 that receives a signal.
  • the angle sensor 42, an accelerator manipulation amount sensor 57, and the like are connected to the AD 56.
  • the accelerator manipulation amount sensor 57 detects the manipulation amount of the accelerator handler and sends it to the AD 56 as a signal.
  • the nonvolatile memory 52 is used to store programs to be used by the CPU 51, numerical data calculated by the CPU 51, and the like.
  • the nonvolatile memory 52 corresponds to a "storage device" in the present invention.
  • the motor driver 53 is used to drive the throttle valve driving motor 26.
  • the CPU 51 calculates the rotation angle of the throttle shaft 27 using a throttle angle calculation program to be described later.
  • a rotation angle ⁇ 2 of the throttle shaft 27 is calculated by calculation using the detection angle of the angle sensor 42, the backlash angle ⁇ , the designed rotation angle ⁇ 1, and the like.
  • the CPU 51 sends a control signal to the motor driver 53 to operate the throttle valve driving motor 26 such that the difference between the rotation angle ⁇ 2 of the throttle shaft 27 calculated by executing the throttle angle calculation program and a target rotation angle ⁇ 3 corresponding to the manipulation amount of the accelerator handler becomes 0.
  • the throttle angle calculation program is configured as shown in the flowchart of Fig. 7 , and recorded in the nonvolatile memory 52.
  • the CPU 51 reads out the throttle angle calculation program from the nonvolatile memory 52 as needed and uses it.
  • the throttle angle calculation program employs a configuration for calculating the actual backlash angle ⁇ and then calculating the rotation angle ⁇ 2 of the throttle shaft 27.
  • the backlash angle ⁇ is assumed to be calculated upon shipment from the factory or upon power-on.
  • step S1 Calculation of the backlash angle ⁇ is performed in steps S1 to S3 of the flowchart shown in Fig. 7 .
  • Calculation of the rotation angle ⁇ 2 of the throttle shaft 27 is performed in step S4.
  • step S1 first, the CPU 51 causes the throttle valve driving motor 26 to close the throttle valve 24.
  • the CPU 51 acquires an output value A of the angle sensor 42 in a state in which the throttle valve 24 is at the full close abutting position.
  • the full close abutting position is the position of the throttle valve 24 when the full close stopper 36 abuts against the adjusting bolt 38.
  • step S2 first, the CPU 51 causes the throttle valve driving motor 26 to open the throttle valve 24.
  • the CPU 51 acquires an output value B of the angle sensor 42 in a state in which the throttle valve 24 is at the full open abutting position.
  • the full open abutting position is the position of the throttle valve 24 when the full open stopper 37 abuts against the pressure wall 39 of the throttle body.
  • the motor operates the throttle valve 24 from the full close abutting position to the full open abutting position in this way, the rotation angle ⁇ 2 of the throttle shaft 27 increases, as shown in Fig. 8 .
  • the abscissa of Fig. 8 represents the output value of the angle sensor 42, and the ordinate represents the rotation angle ⁇ 2 of the throttle shaft 27.
  • the output value of the angle sensor 42 increases from the output value A to an output value C only by the amount of backlash, and after that, the throttle shaft 27 starts rotating. That is, the output value of the angle sensor 42 acquired at the full open abutting position includes the backlash.
  • the CPU 51 subtracts a second operation angle from a first operation angle to be described later to obtain the backlash angle ⁇ in step S3.
  • the first operation angle is a rotation angle of the throttle valve 24 including the backlash.
  • the "rotation angle of the throttle valve 24 including a backlash" can be obtained by subtracting the output value A of the angle sensor 42 when the throttle valve 24 is fully closed by driving of the motor 26 from the output value B of the angle sensor 42 when the throttle valve 24 is fully opened by driving of the motor 26.
  • the second operation angle is the true rotation angle of the throttle valve 24 and corresponds to the rotation angle ⁇ 2 of the throttle valve 24 throttle shaft 27 when the valve elements 28 of the throttle valve 24 are moved from the full close position to the full open position.
  • a designed value such as the designed rotation angle ⁇ 1 shown in Fig. 4 or a measured value obtained by performing measurement while actually operating the throttle valve 24 can be used.
  • step S3 When step S3 is executed, the backlash angle ⁇ corresponding to the difference between the output value C and the output value A shown in Fig. 8 is calculated.
  • the CPU 51 stores, in the nonvolatile memory 52, the backlash angle ⁇ calculated in the above-described way.
  • step S4 the CPU 51 calculates the rotation angle ⁇ 2 of the throttle shaft 27 based on the rotation angle obtained by subtracting the backlash angle ⁇ from the detection angle of the angle sensor 42.
  • the detection angle is a rotation angle of the rotating shaft 43 detected by the angle sensor 42.
  • the CPU 51 executes steps S1 to S3 at the time of shipment from the factory and executes step S4 after power-on.
  • the backlash angle ⁇ to be used when executing step S4 is read out from the nonvolatile memory 52 and used.
  • the CPU 51 operates based on an operation program shown in the flowchart of Fig. 9 .
  • step P1 of the flowchart shown in Fig. 9 the CPU 51 reads out the backlash angle ⁇ from the nonvolatile memory 52 in step P2.
  • step P3 the CPU 51 acquires the current rotation angle, that is, the detection angle of the rotating shaft 43 using the angle sensor 42.
  • step P4 the CPU 51 determines whether the detection angle is smaller than the backlash angle ⁇ . In other words, the CPU 51 determines whether the rotation angle of the rotating shaft 43 detected by the angle sensor 42 is a rotation angle between the backlash angle ⁇ and the rotation angle at the time of fully closing the throttle. If this determination results in YES, that is, when the detection angle is smaller than the backlash angle ⁇ , the process advances to step P5, and the CPU 51 sets the rotation angle ⁇ 2 of the throttle shaft 27 as the rotation angle at the time of fully closing the throttle.
  • step P6 the CPU 51 calculates the rotation angle ⁇ 2 of the throttle shaft 27 based on the value obtained by subtracting the backlash angle ⁇ from the detection angle.
  • step P7 the CPU 51 operates the motor 26 such that the rotation angle ⁇ 2 of the throttle shaft 27 matches the target rotation angle.
  • Steps P3 to P7 are repetitively executed until power-off in step P8.
  • the backlash involved in the meshing portion of the gears located between the rotating shaft 43 and the throttle shaft 27 is substantially removed. For this reason, since the rotating shaft 43 and the throttle shaft 27 substantially integrally pivot, the rotation angle ⁇ 2 of the throttle shaft 27 can accurately be obtained.
  • the throttle angle calculation unit 23 sets the rotation angle ⁇ 2 of the throttle shaft 27 as the rotation angle at the time of fully closing the throttle when the rotation angle of the rotating shaft 43 detected by the angle sensor 42 is a rotation angle between the backlash angle ⁇ and the rotation angle at the time of fully closing the throttle.
  • the throttle angle calculation unit 23 calculates the backlash angle ⁇ by subtracting the true second operation angle of the throttle valve 24 from the first operation angle of the throttle valve 24 including the backlash obtained based on the detection value of the angle sensor 42.
  • the backlash angle ⁇ can easily and accurately be calculated by calculation.
  • the device includes the nonvolatile memory 52 that stores the backlash angle ⁇ calculated by the throttle angle calculation unit 23.
  • the throttle angle calculation unit 23 calculates the backlash angle ⁇ upon shipment from the factory and stores it in the nonvolatile memory 52. After that, when operating the engine, the throttle angle calculation unit 23 calculates the rotation angle ⁇ 2 of the throttle shaft 27 using the backlash angle ⁇ read out from the nonvolatile memory 52.
  • the backlash angle ⁇ need not be calculated every time the device is powered on. That is, according to this embodiment, it is possible to provide an engine with a throttle device capable of quickly starting.
  • the motorcycle 1 according to this embodiment includes the above-described throttle device 21 and is easy to drive because the throttle valve 24 accurately follows the throttle handler.
  • a throttle angle calculation program and an operation program can be configured as shown in Figs. 10 and 11 .
  • the same reference numerals as described in Figs. 1 to 9 denote the same or similar members in Figs. 10 and 11 , and a detailed description thereof will be omitted.
  • the throttle angle calculation program employs a configuration that rotates a rotating shaft 43 until the teeth of a pinion gear 32 hit those of a valve gear 30, and detects a backlash angle ⁇ based on the rotation angle at this time, although details will be described later.
  • a CPU 51 of a throttle angle calculation unit 23 causes a throttle valve driving motor 26 to close a throttle valve 24.
  • the CPU 51 acquires an output value A of an angle sensor 42 in a state in which the throttle valve 24 is at the full close abutting position.
  • the output value A corresponds to a "first output value" in the invention described in claim 5.
  • step S20 the CPU 51 acquires an output value D of the angle sensor 42 in a state in which the rotating shaft 43 is at a control full close position to be described later.
  • the control full close position is the position of the rotating shaft 43 when the pinion gear 32 rotates only by the amount of backlash with respect to the valve gear 30.
  • the throttle valve driving motor 26 applies a predetermined small torque to a throttle shaft 27.
  • the predetermined small torque here is a torque smaller than the initial torque of a torsion coil spring 29. That is, the torque rotates only the rotating shaft 43 without rotating the throttle shaft 27 against the spring force of the torsion coil spring 29.
  • the output value D is the detection angle of the angle sensor 42 when the rotating shaft 43 rotates in this way. In this embodiment, the output value D corresponds to a "second output value" in the invention described in claim 5.
  • step S30 the CPU 51 subtracts the output value A (first output value) from the output value D (second output value), thereby calculating a backlash angle ⁇ . After that, the CPU 51 calculates a rotation angle ⁇ 2 of the throttle shaft 27 in step S4, as in the first embodiment.
  • the throttle angle calculation program shown in Fig. 10 is incorporated in the operation program shown in Fig. 11 and executed after power-on. That is, after power-on in step P1 of the flowchart shown in Fig. 11 , the CPU 51 executes steps S1, S20 and S30 of the throttle angle calculation program to obtain the backlash angle ⁇ .
  • the backlash angle ⁇ is stored in a nonvolatile memory 52 by the CPU 51.
  • step P2 the CPU 51 reads out the backlash angle ⁇ from the nonvolatile memory 52.
  • step P3 the CPU 51 acquires the current rotation angle, that is, the detection angle of the rotating shaft 43 using the angle sensor 42.
  • step P4 the CPU 51 determines whether the detection angle is smaller than the backlash angle ⁇ . In other words, the CPU 51 determines whether the rotation angle of the rotating shaft 43 detected by the angle sensor 42 is a rotation angle between the backlash angle ⁇ and the rotation angle at the time of fully closing the throttle.
  • step P5 the process advances to step P5, and the CPU 51 sets the rotation angle ⁇ 2 of the throttle shaft 27 as the rotation angle at the time of fully closing the throttle.
  • step P6 the CPU 51 calculates the rotation angle ⁇ 2 of the throttle shaft 27 based on the value obtained by subtracting the backlash angle ⁇ from the detection angle.
  • step P7 the CPU 51 operates the motor 26 such that the rotation angle ⁇ 2 of the throttle shaft 27 matches the target rotation angle.
  • the operation program according to this embodiment is repetitively executed until power-off in step P8. That is, the CPU 51 calculates the rotation angle ⁇ 2 of the throttle shaft 27 using the backlash angle ⁇ read out from the nonvolatile memory 52 until power-off.
  • the CPU 51 of the throttle angle calculation unit 23 detects the first output value (output value A) of the angle sensor 42 when the throttle valve 24 is fully closed by driving of the throttle valve driving motor 26.
  • the CPU 51 detects the second output value (output value D) of the angle sensor 42 when the throttle valve driving motor 26 applies a torque smaller than the initial torque of the torsion coil spring 29 to the throttle shaft 27 in a direction to open the throttle valve 24.
  • the CPU 51 subtracts the first output value from the second output value, thereby calculating the backlash angle ⁇ .
  • the backlash angle ⁇ can be calculated every time the device is powered on. It is therefore possible to remove an increase in the backlash angle ⁇ caused by aging as well and more accurately obtain the rotation angle ⁇ 2 of the throttle shaft 27.
  • the device includes the nonvolatile memory 52 that stores the backlash angle ⁇ calculated by the throttle angle calculation unit 23.
  • the throttle angle calculation unit 23 calculates the backlash angle ⁇ upon power-on and stores it in the nonvolatile memory 52.
  • the throttle angle calculation unit 23 calculates the rotation angle ⁇ 2 of the throttle shaft 27 using the backlash angle ⁇ read out from the nonvolatile memory 52 until power-off.
  • the rotating shaft 43 whose rotation angle is detected by the angle sensor 42 can be formed as shown in Fig. 12 .
  • the same reference numerals as described in Figs. 1 to 11 denote the same or similar members in Fig. 12 , and a detailed description thereof will be omitted.
  • the pinion gear 32 of the rotating shaft 43 shown in Fig. 12 is formed from a fixed portion 61 formed integrally with the wheel gear 33, a movable portion 62 that is rotatable with respect to the fixed portion 61, and a torsion coil spring 63 that biases the movable portion 62 in one direction toward the fixed portion 61.
  • the movable portion 62 is rotatably supported by the intermediate shaft 40 while being arranged on a side of the fixed portion 61 in the axial direction.
  • the pinion gear 32 forms a so-called scissors gear
  • an error caused by the backlash can be solved.
  • the throttle device 21 described in the first or second embodiment can obtain the same effects using a simple gear, unlike the case where the scissors gear is used.
  • the manufacturing cost can be suppressed low as compared to the case where the scissors gear is used.
  • the present invention is applicable to any vehicle as long as it includes an engine with a throttle device.
  • the present invention is applicable to, for example, a scooter, a motor tricycle, a four wheel vehicle, an off-road vehicle, a snowmobile, a small planning boat, and the like.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (7)

  1. Ein Motor (6) mit einer Drosselvorrichtung (21), der folgende Merkmale aufweist:
    ein Drosselventil (24), das in einem Einlassdurchgang (31) des Motors (6) bereitgestellt ist;
    eine Drosselwelle (27), die dazu ausgebildet ist, sich integriert mit einem Ventilelement (28) des Drosselventils (24) zu drehen;
    ein Federbauglied (29), das dazu ausgebildet ist, das Ventilelement (28) in einer Richtung zum Schließen vorzuspannen;
    einen Drosselventilantriebsmotor (26), der über einen Getriebemechanismus (25) mit der Drosselwelle (27) verbunden ist;
    einen Sensor (42), der dazu ausgebildet ist, einen Drehwinkel einer Drehwelle (43), die sich von der Drosselwelle (27) unterscheidet, in dem Getriebemechanismus (25) zu erfassen; und
    eine Drosselwinkelberechnungseinheit (23), die dazu ausgebildet ist, einen Drehwinkel der Drosselwelle (27) unter Verwendung eines Erfassungswertes des Sensors (42) zu erhalten, dadurch gekennzeichnet, dass
    die Drosselwinkelberechnungseinheit (23) den Drehwinkel der Drosselwelle (27) basierend auf dem Drehwinkel berechnet, der durch Subtrahieren eines Spielwinkels (α) von einem Erfassungswinkel erhalten wird,
    wobei der Erfassungswinkel als der durch den Sensor (42) erfasste Drehwinkel der Drehwelle (43) definiert ist, und
    der Spielwinkel (α) als der Drehwinkel der Drehwelle (43) definiert ist, der einer Größe eines Spiels entspricht, das einen Einrückabschnitt von Zahnrädern betrifft, die zwischen der Drehwelle (43) und der Drosselwelle (27) bereitgestellt sind.
  2. Der Motor (6) mit der Drosselvorrichtung (21) gemäß Anspruch 1, bei dem die Drosselwinkelberechnungseinheit (23) dazu ausgebildet ist, den Drehwinkel der Drosselwelle (27) als den Drehwinkel zu einem Zeitpunkt eines vollständigen Schließens des Drosselventils (24) einzustellen, wenn der durch den Sensor (42) erfasste Drehwinkel der Drehwelle (43) ein Drehwinkel zwischen dem Spielwinkel (α) und dem Drehwinkel zu dem Zeitpunkt des vollständigen Schließens des Drosselventils (24) ist.
  3. Der Motor (6) mit der Drosselvorrichtung (21) gemäß Anspruch 1 oder 2, bei dem die Drosselwinkelberechnungseinheit (23) dazu ausgebildet ist, den Spielwinkel (α) durch Subtrahieren eines wahren zweiten Operationswinkels des Drosselventils (24) von einem ersten Operationswinkel des Drosselventils (24) einschließlich des basierend auf dem Erfassungswert des Sensors (42) erhaltenen Spiels zu berechnen,
    wobei der erste Operationswinkel ein Drehwinkel der Drosselwelle (27) ist, der durch Subtrahieren eines Ausgabewertes des Sensors (42), wenn das Drosselventil (24) durch Antreiben des Drosselventilantriebsmotors (26) vollständig geschlossen ist, von dem Ausgabewert des Sensors (42), wenn das Drosselventil (24) durch Antreiben des Drosselventilantriebsmotors (26) vollständig geöffnet ist, erhalten wird, und
    der zweite Operationswinkel ein Drehwinkel der Drosselwelle (27) basierend auf einem konzipierten Wert oder einem gemessenen Wert ist, wenn das Ventilelement (28) des Drosselventils (24) von einer vollständig geschlossenen Postition zu einer vollständig geöffneten Postition bewegt wird.
  4. Der Motor (6) mit der Drosselvorrichtung (21) gemäß Anspruch 3, der ferner eine Speichervorrichtung (52) aufweist, die dazu ausgebildet ist, den durch die Drosselwinkelberechnungseinheit (23) berechneten Spielwinkei (α) zu speichern, wobei die Drosselwinkelberechnungseinheit (23) dazu ausgebildet ist, den Spielwinkel (α) auf die Auslieferung aus einer Fabrik hin zu berechnen, den Spielwinkel (α) in der Speichervorrichtung (52) zu speichern, und beim späteren Betreiben des Motors (6) den Drehwinkel der Drosselwelle (27) unter Verwendung des aus der Speichervorrichtung (52) ausgelesenen Spielwinkels (α) zu berechnen.
  5. Der Motor (6) mit der Drosselvorrichtung (21) gemäß Anspruch 1 oder 2, bei dem die Drosselwinkelberechnungseinheit (23) dazu ausgebildet ist, Folgendes zu erfassen:
    einen ersten Ausgabewert des Sensors (42), wenn das Drosselventil (24) durch Antreiben des Drosselventilantriebsmotors (26) vollständig geschlossen ist, und
    einen zweiten Ausgabewert des Sensors (42), wenn der Drosselventilantriebsmotor (26) ein Drehmoment auf die Drosselwelle (27), das kleiner ist als ein Anfangsdrehmoment des Federgliedes (29), in einer Richtung zum Öffnen des Drosselventils (24) ausübt, und
    den Spielwinkel (α) durch Subtrahieren des ersten Ausgabewertes von dem zweiten Ausgabewert zu berechnen.
  6. Der Motor (6) mit der Drosselvorrichtung (21) gemäß Anspruch 5, der ferner eine Speichervorrichtung (52) aufweist, die dazu ausgebildet ist, den durch die Drosselwinkelberechnungseinheit (23) berechneten Spielwinkel (α) zu speichern,
    wobei die Drosselwinkelberechnungseinheit (23) dazu ausgebildet ist, den Spielwinkel (α) auf das Einschalten hin zu berechnen, den Spielwinkel (α) in der Speichervorrichtung (52) zu speichern, und den Drehwinkel der Drosselwelle (27) unter Verwendung des aus der Speichervorrichtung (52) ausgelesenen Spielwinkels (α) bis zum Ausschalten zu berechnen.
  7. Ein motorgetriebenes Fahrzeug (1), das einen Motor (6) mit einer Drosselvorrichtung (21) gemäß einem der Anspräche 1 bis 6 umfasst.
EP14742815.5A 2013-01-22 2014-01-22 Verbrennungsmotor mit drosselvorrichtung und motorgetriebenes fahrzeug damit Active EP2949905B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013009066 2013-01-22
PCT/JP2014/051264 WO2014115767A1 (ja) 2013-01-22 2014-01-22 スロットル装置付きエンジンおよびエンジン駆動式乗り物

Publications (3)

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EP2949905A1 EP2949905A1 (de) 2015-12-02
EP2949905A4 EP2949905A4 (de) 2016-11-30
EP2949905B1 true EP2949905B1 (de) 2017-09-06

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EP (1) EP2949905B1 (de)
JP (1) JP5823051B2 (de)
WO (1) WO2014115767A1 (de)

Family Cites Families (5)

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Publication number Priority date Publication date Assignee Title
JP4383369B2 (ja) * 2005-02-25 2009-12-16 日産ディーゼル工業株式会社 電制スロットル装置
JP2006257923A (ja) * 2005-03-16 2006-09-28 Denso Corp 内燃機関の電子スロットル制御装置
JP2010019137A (ja) * 2008-07-09 2010-01-28 Yamaha Motor Co Ltd スロットル装置およびそれを備えた自動二輪車
JP5294904B2 (ja) * 2009-01-29 2013-09-18 富士重工業株式会社 エンジン制御装置
JP5149215B2 (ja) * 2009-02-02 2013-02-20 富士重工業株式会社 エンジン制御装置

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* Cited by examiner, † Cited by third party
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Also Published As

Publication number Publication date
EP2949905A4 (de) 2016-11-30
JPWO2014115767A1 (ja) 2017-01-26
WO2014115767A1 (ja) 2014-07-31
JP5823051B2 (ja) 2015-11-25
EP2949905A1 (de) 2015-12-02

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