JP2002256900A - Throttle control device for v-engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a throttle control device for a V-engine which can avoid upsizing of the whole engine when arranging a drive motor and can make maintenance available easily. SOLUTION: In this throttle control device, at least two cylinders 4a and 7a having the throttle valves 20 and 21, respectively are arranged so as to form a V-bank. The device is composed such that the opening degree of each of the throttle valves 20 and 21 is controlled by a drive motor 35 based on the operation amount of a throttle member by an artificial operation. In this case, the drive motor 35 is disposed, when watching it in the center line direction of the V-bank A, to be positioned therein.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a V-type engine in which the opening degree of a throttle valve is controlled by a drive motor based on a throttle opening / closing input by manually operating a throttle member such as a throttle grip and an accelerator pedal. It relates to a throttle control device.

[0002]

2. Description of the Related Art In recent years, there has been proposed a so-called electronic throttle control device in which an operation amount of a throttle grip or an accelerator pedal is detected, and a drive motor controls the opening of a throttle valve based on the operation amount. I have.

[0003] Such a throttle control device is, for example, V
When the motor is mounted on a motorcycle equipped with a mold engine, it is desirable to arrange the drive motor and the like as compact as possible due to its body structure and to facilitate maintenance.

[0004]

However, depending on the arrangement of the drive motor, there is a case where it is not possible to meet the above-mentioned demands for downsizing and maintenance. For example,
If the drive motor is disposed so as to face the outer end of the valve shaft of the throttle valve, the drive motor protrudes to the outside, and there is a concern that the size of the entire engine will increase accordingly. Further, when the drive motor is mounted on an engine or a vehicle body via a stay or the like, there is a problem that the number of parts increases.

[0005] The present invention has been made in view of the above-mentioned circumstances, and it is possible to avoid an increase in the size of the entire engine when disposing a drive motor, and to facilitate maintenance.
It is an object of the present invention to provide a throttle control device for a type engine.

[0006]

According to a first aspect of the present invention, at least two cylinders are arranged so as to form a V bank, and an opening degree of a throttle valve is adjusted based on a throttle operation amount by a manual operation of a throttle member. In a throttle control device for a V-type engine controlled by a drive motor, the drive motor is arranged so as to be located in the V bank when viewed in the center line direction of the V bank.

A second aspect of the present invention is characterized in that, in the first aspect, the throttle valve is controlled by an independent drive motor for each cylinder of the V bank.

According to a third aspect of the present invention, in the first or second aspect, the housing of the drive motor is integrally attached to the throttle body.

According to a fourth aspect of the present invention, in the first or second aspect, the housing of the drive motor is integrally mounted on a fuel supply pipe for supplying fuel to the fuel injection valve.

According to a fifth aspect of the present invention, in the first or second aspect, the housing of the drive motor is directly attached to the cylinder head with an elastic member interposed.

According to a sixth aspect of the present invention, in any one of the first to fifth aspects, the housing of the drive motor is provided with an air passage for extracting intake negative pressure.

[0012]

According to the throttle control device of the present invention, since the drive motors are arranged in the V bank, the drive motors can be arranged by effectively utilizing the free space of the engine, and the engine can be prevented from being enlarged. . In addition, maintenance can be easily performed from outside the V bank.

According to the second aspect of the present invention, the throttle valve is controlled by a drive motor independently disposed for each of the one and the other cylinders of the V bank. The operation can be continued by the drive motor described above, and the reliability and safety can be improved.

According to the third aspect of the present invention, the housing of the drive motor is integrally mounted on the throttle body.
The number of parts can be reduced as much as the stay or the like can be eliminated, and the assemblability to the engine can be improved by previously assembling the drive motor to the throttle body.

According to the fourth aspect of the present invention, since the housing of the drive motor is integrally mounted on the fuel supply pipe of the fuel injection valve, the number of parts can be reduced as in the third aspect, and the engine can be mounted on the engine. Can be improved.

According to the fifth aspect of the present invention, since the housing of the drive motor is directly mounted on the cylinder head via the elastic member, the mounting strength can be increased while avoiding the influence of engine vibration on the drive motor.

According to the sixth aspect of the present invention, since the air passage for taking out the intake negative pressure is formed in the housing of the drive motor, the conventional dedicated air hose can be eliminated, and the area around the engine can be simplified.

[0018]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIGS. 1 to 3 are views for explaining a throttle control apparatus for a V-type engine according to an embodiment (first embodiment) of the first aspect of the present invention. FIGS. FIG. 3 is a sectional side view and a plan view of a V-type engine provided with a control device, and FIG. 3 is a plan view of a drive motor.

In FIG. 1, reference numeral 1 denotes a water-cooled four-cycle V-type four-cylinder engine employed in a motorcycle. This engine 1 has a front side and rear side blocks 2 and 3 which are provided at predetermined positions on the front and rear sides of the vehicle. Arranged so as to form a bank angle,
A common crankshaft (not shown) is mounted on a body frame (not shown) with the vehicle width direction facing.

The front block 2 is formed integrally with a front part of a crankcase (not shown), and is connected to a front cylinder block 4 having a pair of left and right front cylinders 4a, 4a by bolts. A front cylinder head 5 is provided, and a front head cover 6 is mounted on the upper mating surface of the cam case portion 5a of the front cylinder head 5.

The rear block 3 is integrally formed at the rear of the crankcase, and is connected to a rear cylinder block 7 having a pair of left and right rear cylinders 7a, 7a, as described above, and to an upper mating surface of the rear cylinder block 7. A rear cylinder head 8 is provided, and a rear head cover 9 is attached to a cam case portion 8a of the rear cylinder head 8.

In the recesses forming the combustion chambers of the front and rear cylinder heads 5, 8, intake valve openings 5b, 8b and exhaust valve openings 5c, 8c are opened.
The b and 8b are opened and closed by intake valves 11 and 11, and the exhaust valve openings 5c and 8c are opened and closed by exhaust valves 12 and 12.
The intake valve 11 and the exhaust valve 12 are each an intake camshaft 1
0, driven to open and close by an exhaust camshaft (not shown).

A front exhaust pipe (not shown) is provided at the left and right front exhaust ports 5d opening to the front of the vehicle of the front cylinder head 5 and a left and right rear exhaust port 8d opening to the rear of the rear cylinder head 8 at the vehicle. Is connected to a rear exhaust pipe (not shown).

The intake valve opening 5 of the front cylinder head 5
Left and right front intake ports 5 extending from b to the inside of V bank A
e is connected to a downstream end of the front intake pipe 15. Left and right intake ports 8 e extending from the intake valve opening 8 b of the rear cylinder head 8 to the inside of the V bank A are connected to the rear intake pipe 1.
6 is connected. The front and rear intake pipes 15, 16
Extend substantially vertically upward so as to be symmetrical.

Front and rear throttle bodies 17, 18 are connected to the upstream ends of the front and rear intake pipes 15, 16, respectively. The air suction ports of the throttle bodies 17, 18 are air cleaners (not shown). Open inside. Butterfly type throttle valves 20, 21 are arranged in the intake passages 17a, 18a of the throttle bodies 17, 18 so as to be openable and closable between a fully closed position and a fully open position. The front left and right throttle valves 20 are connected by a common valve shaft 22, and the rear left and right throttle valves 21 are connected by a common valve shaft 23. Each valve shaft 2
Return springs (not shown) for urging the throttle valves 20 and 21 to the fully closed position are disposed on the throttle valves 2 and 23. At the right end of the front valve shaft 22, a throttle opening sensor 24 is mounted.

Valve holes 15b, 16b communicating with the intake ports 5e, 8e are formed on the front and rear sides of the downstream end flange portions 15a, 16a of the front and rear intake pipes 15, 16, respectively. Fuel injection valves 25 and 26 are mounted so that the injection nozzles are located in the valve holes 15b and 16b.
The fuel injection valves 25, 26 are located between the intake pipes 15, 16 and the cam case parts 5a, 8a, and are arranged so as to be parallel to each other and vertically upward. The fuel from each of the fuel injection valves 25 and 26 is injected toward the back surface of the head of the intake valve 11 through the intake ports 5e and 8e.

A common fuel supply unit 27 is connected to each of the fuel injection valves 25 and 26. The fuel supply unit 27 is formed by connecting the right end of the front fuel supply pipe 28 in the vehicle width direction and the right end of the rear fuel supply pipe 29 in a U-shape with a connecting pipe 30 in plan view, and is integrated. The throttle bodies 17 and 18 are arranged to surround the outside.

The upper end of each fuel injection valve 25 on the front side is inserted and connected to a connection port 28a branched from the front fuel supply pipe 28, and is connected to a connection port 29a branched from the rear fuel supply pipe 29. The upper end of each fuel injection valve 26 on the rear side is inserted and connected.

A fuel pump (not shown) is connected to an upstream end (left end) of the rear fuel supply pipe 29 via a fuel supply hose 31, and a downstream end of the front fuel supply pipe 28 (not shown). A regulator 32 for adjusting the fuel pressure is connected to the left end), and a return pipe 3 from the regulator 32 is connected to the regulator 32.
Reference numeral 3 is connected to a fuel tank (not shown).

The throttle valves 20, 21 and a throttle grip (not shown) are connected via a throttle control device. The throttle control device includes an operation amount detection sensor (not shown) for detecting an operation amount (rotation amount) of a throttle grip by a driver, a drive motor 35 for opening and closing each of the throttle valves 20 and 21, And a controller (not shown) for controlling the drive of the drive motor 35 based on the detection value from the detection sensor.

The drive motor 35 has a rotating shaft 35
a is directed parallel to the valve shafts 22 and 23, and is disposed in a space surrounded by the throttle bodies 17 and 18 in the V bank A.

The drive motor 35 is housed in a housing 36 made of aluminum die-cast, and the housing 36 is connected to a throttle body 17 and a stay via a stay (not shown).
And 18 so as to be bridged. The housing 36 is integrally formed with a gear case 37. As shown in FIG. 3, a reduction gear mechanism is housed in the gear case 37. The reduction gear mechanism meshes with a throttle gear 38 fixed to the center of the front valve shaft 22, a rotating gear 39 fixed to the rotating shaft 35 a of the drive motor 35, and both gears 38, 39. An intermediate gear train 40 is provided.
Reference numeral 0 denotes a large reduction gear 40a meshing with the rotary gear 39, and a small reduction gear 40b meshing with the throttle gear 38.

The front valve shaft 22 and the rear valve shaft 23 are connected via a link mechanism 41. The link mechanism 41 is configured such that a drive link member 42 fixed to the left end of the front valve shaft 22 and a driven link member 43 fixed to the left end of the rear valve shaft 23 are rotated by an arm member 44. It is of a schematic structure movably connected so that when the front valve shaft 22 rotates, the rear valve shaft 23 rotates in synchronization with the rotation.

Next, the operation and effect of this embodiment will be described.

When the driver turns the throttle grip, the drive motor 35 rotates in accordance with the operation amount, and this rotation is transmitted through the gears 39, 40, and 38 to the front valve shaft 2.
2 and the front throttle valve 20 rotates with the rotation of the valve shaft 22. The rotation of the front valve shaft 22 is transmitted to the rear valve shaft 23 via the link mechanism 41, and the valve shaft 23 rotates in synchronization with the valve shaft 22, and rotates with the rotation of the valve shaft 23. The rear throttle valve 21 rotates.

According to the throttle control device of this embodiment, when the drive motor 35 is viewed in the direction of the center line of the V bank A, it
Since it was placed in the space surrounded by 7, 17, 18, and 18,
The drive motor 35 can be disposed by effectively utilizing the empty space of the engine 1, thereby avoiding an increase in the size of the engine and responding to a demand for compactness. When performing maintenance, the fuel tank can be easily removed from above the V bank A by removing the fuel tank, thereby improving workability.

The housing 36 of the drive motor 35
Is fixed so as to bridge the throttle bodies 17 and 18 via stays, so that the mounting strength of the drive motor 35 can be secured and the throttle body 1 can be secured.
The connection strength between 7, 18 can be increased.

Further, the front throttle valve 20 is rotationally driven by one drive motor 35, and the front throttle valve 20 is rotated.
Rotation of the throttle valve 2 on the rear side via the link mechanism 41.
1, the four throttle valves 20, 21 can be synchronously rotated with a low-cost and simple structure.

In the above embodiment, the drive motor 35
Is described to the valve shaft 22 via the gears 39, 40, 38 as an example, but the present invention is not limited to this. For example, a link mechanism, a wire mechanism, or Drive motor 3 by the combination of
5 may be transmitted to the valve shaft 22.

For example, FIG. 4 shows a modification of the speed reduction mechanism of the drive motor. In the figure, the same reference numerals as those in FIG. This is an example in which a large reduction gear 40a is meshed with a rotary gear 39 of a drive motor 35, and a gear shaft 40c of the large reduction gear 40a and the valve shaft 22 are connected via a link mechanism 45. The link mechanism 45 has a structure in which a drive link member 46 fixed to the gear shaft 40c and a driven link member 47 fixed to the valve shaft 22 are rotatably connected by an arm member 47. The same effect as the above embodiment can be obtained. Reference numeral 48 denotes a return spring that constantly biases the throttle valve 20 to the fully closed position.

FIG. 5 is a view for explaining a throttle control device according to a second embodiment of the present invention. In the figure, the same reference numerals as those in FIG. 2 indicate the same or corresponding parts,
The description of the overlapping symbols will be omitted.

In the throttle control device of this embodiment, 1
One drive motor 50 is arranged at the center in the V bank A, and this drive motor 50 is connected to each of the rotating shafts 50a, 50a.
Are arranged in a direction perpendicular to the valve shafts 22 and 23.
A worm gear 51 is mounted on each of the rotary shafts 50a, and the worm gears 51 are mounted on the respective valve shafts 22, 23.
Worm wheels 52, 52 attached to and fixed to the worm wheel.

In the present embodiment, the front and rear valve shafts 22, 23 are driven by one drive motor 50 disposed in the V bank A.
, The four throttle valves 20 and 21 can be rotated synchronously with a low-cost and simple structure, and the same effects as in the first embodiment can be obtained.

FIGS. 6 and 7 are views for explaining a throttle control device according to an embodiment (third embodiment) of the first and third aspects of the present invention, in which the same reference numerals as those in FIG. 2 denote the same parts. Or a corresponding part is shown.

In the throttle control device of this embodiment, the drive motor 55 is disposed between the left and right front and rear throttle bodies 17 and 18 in the V bank A, and is mounted so as to bridge the two throttle bodies 17 and 18. Fixed.

The drive motor 55 is arranged with the rotating shaft 55a directed parallel to the front and rear valve shafts 22 and 23. The rotating shaft 55a and each of the valve shafts 22 and 23 are linked by a link mechanism 56. Are linked. This link mechanism 56
A drive member 57 fixed to the rotating shaft 55a and driven members 58 fixed to the left ends of the valve shafts 22 and 23 are connected by link arms 59. The arrow a indicates the motor rotation direction, and the arrow b indicates the throttle valve rotation direction.

According to the present embodiment, the drive motor 55
It is arranged at the left end in the bank A, and the front and rear valve shafts 22 and 23 are rotationally driven by a single drive motor 55 via a link mechanism 56, so that the structure is low-cost and simple. And the four throttle valves 20, 21
Can be rotated synchronously, and the same effects as in the first and second embodiments can be obtained.

In the present embodiment, since the drive motor 55 is fixed to the front and rear throttle bodies 17 and 18 by bridging it, the number of parts can be reduced as compared with the case where the drive motor 55 is fixed via another member such as a stay. By assembling the drive motor 55 integrally with the throttle bodies 17 and 18 in advance, it is possible to improve the assembling property to the engine. Further, the drive motor 55 functions as a reinforcing member for the two throttle bodies 17 and 18, so that reinforcement by another member can be eliminated.

FIG. 8 is a diagram for explaining a throttle control device according to an embodiment (fourth embodiment) of the second, third, and sixth aspects of the present invention. In the figure, the same reference numerals as those in FIG. 2 indicate the same or corresponding parts.

In the throttle control device of the present embodiment, two drive motors 60, 60 are arranged in the V bank A, and the front valve shaft 22 and the rear valve shaft 23 are independently controlled by each drive motor 60. It is configured to be driven. Each of the drive motors 60 is housed in a housing 62 integrally formed with a gear case 61, and has the same basic structure as that of the first embodiment (see FIG. 3).

Each of the drive motors 60 is fixedly attached to the front and rear throttle bodies 17 and 18 so as to be bridged.
Each gear case 61 is connected to the center of the valve shafts 22 and 23 inside the V bank A.

An air passage (not shown) for taking out the intake negative pressure is formed on the joint surface between the drive motors 60 and the throttle bodies 17 and 18. Since the air passage is formed by using the mounting surface of the drive motor 60 and the throttle bodies 17 and 18 in this manner, a dedicated air hose can be eliminated, and the area around the engine can be simplified.

According to this embodiment, the two drive motors 6
0, the respective valve shafts 22 and 23 are independently driven to rotate, so that if one motor fails for some reason, the operation can be continued by the other drive motor, and reliability and safety can be improved. Can be increased.

Further, since each of the drive motors 60 is fixed to the front and rear throttle bodies 17, 18, the number of parts can be reduced as compared with the case where the drive motors 60 are fixed via separate members such as stays. The same effects as in the embodiment can be obtained.

In the above embodiment, each drive motor 6
Although the case where the gear case 61 of 0 is arranged toward the inside of the V bank A has been described, in the present invention, the gear case 61 is arranged toward the outside of the V bank A, and the outer ends 22a, 23a May be driven (see a two-dot chain line in FIG. 8).

FIGS. 9 and 10 are views for explaining a throttle control device according to an embodiment (fifth embodiment) of the first and fourth aspects of the present invention. In the drawings, the same reference numerals as those in FIGS. 1 and 2 indicate the same or corresponding parts.

The throttle control device according to the present embodiment includes a front fuel supply pipe 28 and a rear fuel supply pipe 29 for supplying high-pressure fuel to each of the fuel injection valves 25 and 26, and a front and rear throttle bodies 17 and 18, respectively. And one drive motor 6
5 is mounted and fixed inside the V bank A and over the lower surfaces of the central portions of both fuel supply pipes 28 and 29.

The fuel injection valves 25, 26 are inserted and connected to valve holes 17b, 18b formed on the downstream side of the throttle valves 20, 21 of the throttle bodies 17, 18, respectively. Are arranged so as to be inclined inward with respect to the axis of. In addition, each valve shaft 22,
23 are connected to each other by a link mechanism 41 having the same structure as that of the first embodiment.

The drive motor 65 is housed in a housing 62 integrally formed with a gear case 61 and connected to the rear valve shaft 23. The basic structure of the drive motor 65 is the same as that of the first and fourth embodiments. The same is true.

According to the present embodiment, the drive motor 65 is
Since the drive motor 65 is arranged in the bank A and is fixed by bridging the front and rear fuel supply pipes 28 and 29, the number of parts can be reduced as compared with the case where the drive motor 65 is fixed via another member such as a stay. In addition, the drive motor 65 functions as a reinforcing member for the fuel supply pipes 28 and 29,
Reinforcement by another member can be unnecessary.

FIGS. 11 and 12 are views for explaining a throttle control device according to an embodiment (sixth embodiment) of the second and fourth aspects of the present invention, and are the same as FIGS. 9 and 10 in the drawings. Symbols indicate the same or corresponding parts.

The throttle control device according to the present embodiment includes a front fuel supply pipe 28 and a rear fuel supply pipe 29 for supplying high-pressure fuel to each of the fuel injection valves 25 and 26, and a front and rear throttle bodies 17 and 18, respectively. Between the two drive motors 6
6,66 in V-bank A and both fuel supply pipes 28,2
9 are arranged below both ends.

The valve shafts 22 'of the front throttle bodies 17 and the valve shafts 23' of the rear throttle bodies 18 are described.
Are independent of each other, and the front and rear valve shafts 22
'And 23' are connected by link mechanisms 41 and 41. The link mechanism 41 has the same structure as in the first and fifth embodiments.

Each of the drive motors 65 is housed in a housing 62 integrally formed with a gear case 61, and is connected to a front valve shaft 22 'and a rear valve shaft 23', respectively.

According to the present embodiment, the two drive motors 6
6, the front and rear valve shafts 22 'and 23' are driven to rotate, so that if one of the motors fails due to any cause, the operation can be continued by the other driving motor, and the reliability and reliability can be improved. Safety can be improved.

In each of the above embodiments, the case where the drive motor is mounted and fixed to the throttle body or the fuel supply pipe has been described. In the present invention, however, the drive motor is directly mounted and fixed to the cylinder head via an elastic member. Well,
This is the invention of claim 5. In this case, the mounting strength of the drive motor can be increased, and the engine vibration is absorbed by the elastic member, so that the influence on the drive motor can be suppressed.

[Brief description of the drawings]

FIG. 1 is a sectional side view for explaining a throttle control device for a V-type engine according to a first embodiment of the present invention.

FIG. 2 is a plan view of an engine provided with the throttle control device.

FIG. 3 is a plan view showing a reduction gear mechanism of a drive motor of the throttle control device.

FIG. 4 is a plan view showing a speed reduction mechanism according to a modification of the embodiment.

FIG. 5 is a plan view illustrating a throttle control device according to a second embodiment of the present invention;

FIG. 6 is a plan view for explaining a throttle control device according to a third embodiment of the present invention.

FIG. 7 is a side view showing a link mechanism of a drive motor of the throttle control device.

FIG. 8 is a plan view for explaining a throttle control device according to a fourth embodiment of the present invention.

FIG. 9 is a sectional side view for explaining a throttle control device according to a fifth embodiment of the present invention.

FIG. 10 is a plan view of the throttle control device.

FIG. 11 is a sectional side view for explaining a throttle control device according to a sixth embodiment of the present invention.

FIG. 12 is a plan view of the throttle control device.

[Explanation of symbols]

 1 V engine 4a, 7a Cylinder 20, 21 Throttle valve 35, 50, 55, 60, 65, 66 Drive motor 36, 62 Housing 17, 18 Throttle body 25, 26 Fuel injection valve 28, 29 Fuel supply pipe A V bank

 ──────────────────────────────────────────────────続 き Continued on front page (72) Inventor Sadahisa Suzuki 2500 Shinkai, Iwata-shi, Shizuoka Yamaha Motor Co., Ltd. (72) Inventor Haruhiko Samoto 2500 Shinkai, Iwata-shi, Shizuoka Yamaha Motor Co., Ltd. 72) Inventor Ichisuke Uehira 2500 Shinkai, Iwata City, Shizuoka Prefecture Yamaha Motor Co., Ltd. F term (reference) 3G065 AA00 AA04 BA01 CA22 CA23 CA34 CA40 DA04 GA41 HA03 HA14 HA21

Claims (6)

[Claims] At least two cylinders are arranged so as to form a V bank, a throttle valve is provided for each cylinder, and an opening degree of each throttle valve is determined based on a throttle operation amount by a manual operation of a throttle member. In a throttle control device for a V-type engine controlled by:
A throttle control device for a V-type engine, wherein the drive motor is disposed so as to be located in the V bank when viewed in the center line direction of the V bank. 2. The throttle control device for a V-type engine according to claim 1, wherein the throttle valve is controlled by an independent drive motor for each cylinder of the V bank. 3. The throttle control device for a V-type engine according to claim 1, wherein a housing of the drive motor is integrally mounted on a throttle body. 4. The throttle control device for a V-type engine according to claim 1, wherein a housing of the drive motor is integrally attached to a fuel supply pipe for supplying fuel to a fuel injection valve. . 5. The throttle control device for a V-type engine according to claim 1, wherein the housing of the drive motor is directly attached to the cylinder head via an elastic member. 6. The throttle control device for a V-type engine according to claim 1, wherein an air passage for extracting intake negative pressure is formed in the housing of the drive motor.