JP2003074383A - Intake quantity control device for engine in small vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To maintain the position of the bottom of a luggage box as low as possible by rationally arranging a sensor for the control of fuel injection, an electronic control unit and a coupler around a throttle body in a small vehicle. SOLUTION: This small vehicle is provided with the throttle body 17 provided with an intake duct 17a and a throttle valve 21 between the luggage box 3 right under a seat 2 and an engine 5 arranged below the luggage box 3. The sensors 64, 73, 76 detecting the operation condition of the engine 5 and the electronic control unit 84 controlling the operation of a fuel injection valve 20 of the engine 5 depending on the output signals of the sensors 64, 73, 76 are fixed on one side surface of right and left side surfaces of the throttle body 17. The coupler 80 connected with the electronic control unit 84 with a joint mouth 80a facing the other side surface of right and left side surfaces of the throttle body 17 is arranged above the throttle body 17.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention provides an intake passage connected to an intake port of an engine between a luggage box immediately below a seat and an engine arranged below the luggage box, and a throttle valve for opening and closing the intake passage. The present invention relates to an intake air amount control device for an engine in a small vehicle, in which a provided throttle body is arranged.

[0002]

2. Description of the Related Art An intake air amount control device for an engine in such a small vehicle is already known, as disclosed in, for example, Japanese Patent Laid-Open No. 2000-138975.

Further, a boost negative pressure sensor, an intake air temperature sensor, an electronic control unit for processing these output signals, and a coupler for inputting and outputting to and from the electronic control unit are centrally provided on the upper portion of the throttle body to provide boosting. A fuel injection control device for an engine, which controls the operation of a fuel injection valve of the engine based on the output signals of a negative pressure sensor, an intake air temperature sensor, etc., is disclosed in, for example, Japanese Patent Application Laid-Open No. 11-294216. Already known.

[0004]

If the latter fuel injection control device is adopted as the intake air amount control device for the engine in the former small vehicle, the electronic control unit, the coupler, etc., largely protrude above the throttle body. Therefore, in order to avoid interference with them, the bottom of the upper luggage box needs to be moved upward, but this is not preferable because it causes a decrease in the volume of the luggage box.

The present invention has been made in view of such circumstances, and a sensor for controlling fuel injection, an electronic control unit and a coupler are provided around the throttle body so that the bottom of the luggage box can be kept at a position as low as possible. It is an object of the present invention to provide an intake air amount control device for an engine in the small vehicle, which is rationally arranged.

[0006]

In order to achieve the above object, the present invention has a luggage box under a seat, an engine under the luggage box, and an intake port of the vehicle. In a small vehicle with an intake passage extending in the front-rear direction and a throttle body equipped with a throttle valve that opens and closes the intake passage between a luggage box and an engine, a sensor that detects the operating state of the engine and an output signal of this sensor An electronic control unit that controls the operation of the fuel injection valve of the engine is attached to one side of the throttle body on the left and right sides, and is connected to the electronic control unit, and the coupling port with the external coupler is on the other side of the throttle body. The first feature is that the facing coupler is arranged above the throttle body.

According to the first feature, the distributed arrangement of the sensor and the electronic control unit and the coupler makes it possible to easily arrange them even in a narrow space around the throttle body. Since the flattening is possible, even if it is arranged above the throttle body, it is not necessary to move the bottom portion of the upper luggage box almost upward, and the volume of the luggage box can be expanded.

Moreover, since the coupling opening of the coupler with the external coupler is directed to the side opposite to the electronic control unit, the external coupler can be easily connected to the coupler without being disturbed by the electronic control unit or the engine. , Easy to assemble and maintain.

In addition to the first feature of the present invention, the valve shaft of the throttle valve is arranged in the left-right direction orthogonal to the intake passage, and the throttle drum is provided at one end of the valve shaft opposite to the electronic control unit. The second feature is that the throttle cable that is fixed and connected to this throttle drum is arranged so that it passes below the coupling port of the coupler.

According to the second feature, interference between the throttle cable and the wire harness of the external coupler coupled to the coupler can be avoided, and the assembling property and the maintainability can be improved.

Further, in addition to the second feature, the present invention is characterized in that the throttle cable connected to the throttle drum is arranged so as to extend rearward, then bend in a U-shape and extend forward. It is characterized by 3.

According to the third feature, even when the throttle body swings together with the engine, the U-shaped bent portion of the throttle cable flexibly bends,
Prevents excessive stress from occurring in the throttle cable,
The durability can be secured.

In addition to the second or third feature of the present invention, the throttle drum further includes a return spring for urging the throttle drum in the closing direction of the throttle valve and a pulling force against the urging force of the return spring. The third feature is that the throttle cable is connected to a single throttle cable to open the throttle valve, and the throttle cable is pulled out through the lower portion of the throttle drum.

According to the fourth feature, even though the throttle drum and the coupler coupling port are arranged on the same side of the throttle body, a comparatively large work is performed around the coupling port of the coupler without being disturbed by the throttle cable. A space can be secured and an external coupler can be easily connected to the coupling port.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below based on an embodiment of the present invention shown in the accompanying drawings.

FIG. 1 is a side view of a motorcycle equipped with an intake air amount control device according to the present invention, and FIG. 2 is an enlarged sectional view of part 2 of FIG.
3 is a sectional view taken along line 3-3 of FIG. 2, FIG. 4 is an exploded perspective view of the intake air amount control device, FIG. 5 is a side view of the intake air amount control device, and FIG. 7 is a view taken in the direction of arrow 7 of FIG. 5, FIG. 8 is a view taken in the direction of arrow 8 of FIG. 7, FIG. 9 is a sectional view taken along line 9-9 of FIG. 7, FIG. 10 is a sectional view taken along line 10-10 of FIG. 5, and FIG. 11-11 in FIG.
13 is a sectional view taken along line 12-12 of FIG. 5, and FIG.
12 is an enlarged view of the bypass valve peripheral portion of FIG. 12, FIG. 14 is a sectional view taken along line 14-14 of FIG. 5, and FIG. 15 is 15-15 of FIG.
A line enlarged cross-sectional view, FIG. 16 (A) is a side view seen from the measuring groove side of the bypass valve, FIG. 16 (B) is a side view seen from the key groove side of the bypass valve, and FIG. FIG.

First, referring to FIGS. 1 to 3, the motorcycle 1
Is a scooter type in which a power unit 4 is arranged immediately below a luggage box 3 which is long in the front-rear direction and which also serves as a lid for the tandem type seat 2. The power unit 4 is
An engine 5 in which the cylinder block 6 is greatly tilted forward,
A continuously variable transmission 8 in which a transmission case 10 extending rearward is integrally connected to one side of a crankcase 9 of the engine 5.
The rear wheel 16 as a drive wheel is pivotally supported at the rear end of the mission case 10.

In the body frame 11 of the motorcycle 1, a pair of left and right upper frames 11a, 11a for supporting the luggage box 3 and a pair of left and right down tubes 11b, 11b extending upward from the head pipe are connected to each other. While upper brackets 12 and 12 are provided on the upper portion, a pair of left and right lower brackets 13 and 13 is formed on the upper surface of the crankcase 9 of the engine 5,
The lower brackets 13 and 1 are formed in the middle of a crank-shaped engine hanger 14 which is rockably supported at both ends.
3 is swingably supported. Power unit 4
Is supported by the body frame 11 so as to be vertically swingable, and a rear cushion unit 26 is mounted between the rear frames 11, 11 and the mission case 10 to cushion the vertical swing.

The cylinder head 7 joined to the front end of the cylinder block 6 is formed with an intake port 7a having an upstream end opening rearward of the vehicle body.
A throttle body 17 that connects the intake passage 17a to a is attached to the cylinder head 7 via a connecting tube 15. At that time, the throttle body 17 is connected to the intake passage 17 between the luggage box 3 and the engine 5.
a is in the front-rear direction and is substantially horizontal (in the illustrated example, slightly downward)
It is arranged so as to extend to. Therefore, the throttle body 17 is a horizontal type. An air cleaner 19 is connected to the rear end of the throttle body 17 via an intake duct 18 passing above the engine hanger 14.

A fuel injection valve 20 for injecting fuel toward the downstream end of the intake port 7a is attached to the cylinder head 7.

Now, the intake air amount control device of the present invention including the throttle body 17 will be described in detail.

As shown in FIGS. 4 to 8, a butterfly type throttle valve 21 for opening and closing the intake passage 17a of the throttle body 17 is arranged, and a valve shaft 22 for supporting the butterfly valve 21 has an intake passage 17a. Is horizontally rotatably supported on both left and right side walls of the throttle body 17. A throttle drum 23 is fixed to one end of the valve shaft 22 that projects to one side of the throttle body 17, and a single throttle cable 24 and a return spring 25 that biases the throttle valve 21 in the closing direction are attached to the throttle drum 23. Is connected, and the throttle valve 21 is opened by pulling the throttle cable 24 by a throttle operating member (not shown).

A connecting flange 27, which is parallel to the intake passage 17a and orthogonal to the valve shaft 22, is integrally formed on the outer wall of the throttle body 17 from which the other end of the valve shaft 22 projects.
A control block 28 made of synthetic resin, which is formed separately from the throttle body 17, is detachably joined to the connecting flange 27 with a plurality of bolts 29, 29, ....
A bypass 30 is formed between the throttle body 17 and the control block 28 to bypass the throttle valve 21 and connect to the intake passage 17a.

As shown in FIGS. 4, 9 and 13, the bypass 30 is provided for the throttle valve 2 of the intake passage 17a.
1. The bypass inlet 3 formed in the throttle body 17 so that the upstream side from 1 communicates with the joint surface of the connecting flange 27.
1i and a bypass outlet 31o bored in the throttle body 17 so that the downstream side of the intake valve 17a from the throttle valve 21 communicates with the joint surface of the connecting flange 27,
A bypass upstream groove 32i formed on the joint surface of the connecting flange 27 and connecting one end to the bypass inlet 31i; and a bypass downstream groove 32o formed on the joint surface of the connecting flange 27 and connecting one end to the bypass outlet 31o; A valve hole inlet 33i formed in the control block 28 and connected to the other end of the bypass upstream groove 32i, a valve hole outlet 33o formed in the control block 28 and connected to the other end of the bypass downstream groove 32o, and these valve hole inlets The control block 28 includes a bottomed cylindrical valve hole 34 formed in parallel with the intake passage 17a so as to communicate between the valve 33i and the valve hole outlet 33o. At that time, the valve hole 34 is arranged above the bypass inlet 31i and the bypass outlet 31o, and the valve hole inlet 33i and the valve hole outlet 33o are opened on the lower surface of the valve hole 34.

In FIGS. 12 and 13, a piston-shaped bypass valve 35 for controlling the amount of communication between the valve hole inlet 33i and the valve hole outlet 33o is slidably fitted in the valve hole 34, and the valve valve 34 is slidably fitted. A drive member 37 for axially driving the drive motor 35 is connected to the drive shaft 35 through an Oldham joint 50 so as to be displaceable in the radial direction. The output shaft 39a of the step motor 39 has a screw mechanism 40 attached to the drive member 37. Are connected through. That is, the output shaft 39a formed on the screw shaft is screwed into the screw hole 41 of the drive member 37, and the output shaft 39a
By rotating a, the drive member 37 can be moved back and forth in the axial direction, and the bypass valve 35 can also be moved back and forth via the Oldham joint 50.

The step motor 39 is inserted into an actuator housing 42 which is provided coaxially with the valve hole 34 and opens on one side surface of the control block 28, and the seal member 4 is inserted into the opening of the actuator housing 42.
It is held by a plug 44 that is screwed in via 3.

As shown in FIGS. 16 (A) and 16 (B), the bypass valve 35 is provided with a relatively deep cylindrical bottomed hollow portion 45 that opens toward the bottom of the valve hole 34, and this bottomed hollow portion 45. A notch-shaped key groove 47 and a measuring groove 48 that communicate the inside and outside of the hollow portion 45 are provided, and the key groove 47 has a valve hole 34.
A key 49 standing upright from the bottom of the bypass valve engages with it to allow the bypass valve 35 to slide and to prevent its rotation.
The metering groove 48 is arranged corresponding to the valve hole outlet 33o, and has a wide groove portion 48a extending in the axial direction of the bypass valve 35 with a constant groove width, and is connected to one end of the wide portion 48a. Taper part 4 to reduce
It consists of 8b.

As shown in FIGS. 13 and 15, the Oldham joint 50 has a first square hole 51 provided in the bypass valve 35 adjacent to the bottomed hollow portion 45 and a first square hole 51. 1 and a joint member 53 fitted to enable sliding in the lateral direction X, and this joint member 5
3, and the driving member 37 is fitted with a second square hole 52 which is fitted so as to be slidable in a second lateral direction Y which is perpendicular to the first lateral direction X. The driving member 37 is formed to be relatively long so as to penetrate the joint member 53, and has a large flange 37 a that abuts against the joint member 53 and one end surface of the bypass valve 35 at one end thereof. A small flange 37b located in the bottomed hollow portion 45 is formed at the other end of the joint member 53. Between the small flange 37b and the bypass valve 35, a holding spring for urging the valve 35 toward the large flange 37a. 54 is contracted. Therefore, the bypass valve 35 is elastically sandwiched in the axial direction by the large flange 37a and the holding spring 54 on the drive member 37, and the axial both sides of the valve 35 have first and second square holes 51, 52. Alternatively, they are communicated with each other through a sliding gap between the valve 35 and the valve hole 34. Further, the joint member 53 includes the step portion 35 a facing the first square hole 51 of the bypass valve 35 and the large flange 3 of the drive member 37.
It is sandwiched with 7a in the axial direction.

As is apparent from FIGS. 9, 13 and 14, the bypass valve 35 and the step motor 39, which are arranged in parallel with and parallel to the intake passage 17a, are provided in the throttle valve 21 with the valve shaft 22 arranged horizontally. It is located above. Moreover, the bypass valve 35 is arranged toward the upstream side of the intake passage 17a, and the step motor 39 is arranged toward the downstream side of the intake passage 17a.
The bypass downstream groove 32o is formed longer than the bypass downstream groove 32o.

By arranging the valve hole 34 and thus the bypass valve 35 in parallel with the intake passage 17a, the intake amount control device can be made compact. Further, the step motor 39 and the bypass valve 35 are the throttle valve shaft 2
2 It can be arranged in a well-balanced manner upward, which also contributes to downsizing of the intake air amount control device.

In FIGS. 12 and 13, the actuator housing 42 has a larger diameter than the valve holes 34 arranged coaxially in front of the actuator housing 42, and the annular step 5 is formed at the boundary with the valve hole 34.
5 is formed. A seal member 57 is sandwiched between the annular step portion 55 and the front end surface of the step motor 39 mounted on the actuator housing 42. That is, since the seal member 57 is held in a fixed position between the front end surface of the step motor 39 and the annular step portion 55 at the same time when the step motor 39 is mounted on the actuator housing 42, the assembling property is good.

The seal member 57 is composed of an annular reinforcing plate 58 made of synthetic resin and an elastic covering 59 made of rubber which is molded and joined to the reinforcing plate 58 so as to wrap it. A pair of front and rear side lips 6 is provided on the outer peripheral portion of the elastic coating 59.
0 and 60, and an inner peripheral lip 61 is formed on the inner peripheral surface, and the side lips 60 and 60 are in close contact with the annular step portion 55 and the front end surface of the step motor 39, respectively. Reference numeral 61 closely contacts the outer peripheral surface of the root portion of the output shaft 39a. Since the side plate 60, 60 and the inner peripheral lip 61 are properly held in the sealing posture by the reinforcing plate 58, a good sealing function can always be exhibited.

A plurality of anchor holes 62 are formed in the reinforcing plate 58, and these are filled with an elastic coating 59 to enhance the coupling force between the reinforcing plate 58 and the elastic coating 59. Further, the reinforcing plate 58 is made of synthetic resin, so that the seal member 5
7 weight reduction is achieved.

5, 10, and 11, a throttle sensor 64 for detecting the opening of the throttle valve 21 is attached to the control block 28. The throttle sensor 64 includes a case 66 fitted in a mounting recess 65 formed on the outer surface of the control block 28, and a rotor 67 connected to the end of the valve shaft 22 of the throttle valve 21 in the case 66. And a stator 68 fixed to the case 66 to detect the rotation angle of the rotor 67 as the opening of the throttle valve 21.

As shown in FIGS. 5, 9 and 14, the throttle body 17 and the control block 28 are provided on one side of the mounting recess 65 of the throttle sensor 64.
A first sensor mounting hole 71, which is open to the upstream side of the intake passage 17a and is orthogonal to the connecting flange 27, is provided, and an intake temperature sensor 73 for detecting the temperature upstream of the intake passage 17a is mounted in the first sensor mounting hole 71 from the control block 28 side. It Further, a boost negative pressure detection hole 74 opening downstream of the intake passage 17a is formed in the throttle body 17, and a second sensor mounting hole 72 located directly above the first sensor mounting hole 71 is formed in the control block 28. A communication passage 75 that communicates between the boost negative pressure detection hole 74 and the second sensor mounting hole 72 is formed in the joint surface of the connection flange 27 as a bent groove that bypasses the lower portion of the throttle sensor 64. A boost negative pressure sensor 76 for detecting the intake negative pressure on the downstream side of the intake passage 17a, that is, the boost negative pressure of the engine 5 through the boost negative pressure detection hole 74 is attached to the second sensor mounting hole 72.
Thus, the intake air temperature sensor 73 and the boost negative pressure sensor 7
6 are arranged close to each other.

The bypass inlet 31i, which is the upstream end of the bypass 30, is attached to the first sensor mounting hole 71 and the mounting hole 71i.
It is arranged closer to the upstream side of the intake passage 17a. Further, the communication passage 75 is arranged so as to bypass the lower part of the throttle sensor 64, whereas the bypass downstream groove 32o is arranged so as to bypass the upper part of the throttle sensor 64.

In FIGS. 4 to 8 and 14, a coupler 80 which is vertically flattened is provided above the control block 28. The coupler 80 is composed of a coupler body 81 formed integrally with the control block 28 and a large number of connectors 82 embedded in the coupler body 81. The coupler body 81 passes over the connecting flange 27 and directly above the throttle body 17. And extends the connection port 80a in the direction opposite to the control block 28. An external coupler 83 having a wire harness 86 connected to a power source or the like connected to the coupling port 80a.
Are combined.

The control block 28 with such a coupler 80 is of a box type in which the outer end surface opposite to the connecting flange 27 is open, and the board 84a of the electronic control unit 84 is installed on the outer end surface. . At that time, the substrate 8
4a includes the intake air temperature sensor 73 and the boost negative pressure sensor 7
6 and the connection terminal 64a of the throttle sensor 64 and the inner end of the connector 82 of the coupler 80 are directly connected by soldering (see FIGS. 10 to 12). Reference numeral 85 is the substrate 8
4 shows various semiconductor elements attached on 4a.

Thus, in the horizontal throttle body 17, even if foreign matter such as fuel oil drops enters the boost negative pressure detecting hole 74 from the intake passage 17a due to the intake blowback phenomenon of the engine 5, the boost negative pressure detecting hole 74 is detected. And a boost negative pressure sensor 76 located thereabove, a large drop is imparted to the communication passage 75 by the communication passage 75.
Since the curved road has a large flow path resistance, the foreign matter cannot climb up to the boost negative pressure sensor 76. Therefore, the boost negative pressure sensor 76 is protected from the foreign matter and its function and durability are secured. can do.

Further, since the intake air temperature sensor 73 and the boost negative pressure sensor 76 are centrally arranged on one side of the throttle sensor 64, it becomes possible to centrally connect them to the electronic control unit 84. Can be made compact.

Further, a groove which becomes the communication passage 75, and a bypass upstream groove and a downstream groove 32 which are main parts of the bypass 30.
i and 32o are connecting flanges 2 of the throttle body 17.
Since it is formed on the joint surface of No. 7, it can be formed at the same time as the molding of the throttle body 17, and no special processing for forming them is required, and the productivity can be improved.

Furthermore, the bypass inlet 31i has the first sensor mounting hole 71 located below the second sensor mounting hole 72.
In addition, the first and second sensor mounting holes 71, 72 and the bypass inlet 31i can be centrally arranged without interfering with each other by being arranged closer to the upstream side of the intake passage 17a than the mounting hole 71. This can contribute to downsizing of the control block 28.

Furthermore, since the bypass downstream groove 32o and the communication passage 75 are arranged so as to surround the throttle sensor 64 from above and below, the bypass downstream groove 32o and the communication passage 7 are formed.
Throttle sensor 64 without interfering with each other.
It is possible to arrange the control block 28 in a compact size around it, which can contribute to further downsizing of the control block 28.

Referring again to FIG. 4, on the outer end surface of the control block 28 with the coupler 80, a positioning projection 87 is provided at one of the pair of diagonal corners, and a screw hole 88 is provided at the other diagonal. While formed, substrate 84
a is a positioning hole 89 corresponding to the positioning protrusion 87.
And a screw hole 90 corresponding to the screw hole 88 are provided. The positioning hole 89 is fitted into the positioning protrusion 87, and the screw 91 inserted into the screw hole 90 is screwed into the screw hole 88. Is fixed to a predetermined position of the control block 28.

In the control block 28, as shown in FIGS. 12 and 17, a substantially rectangular parallelepiped synthetic resin connector piece 92 is positioned and fixed between the step motor 39 and the substrate 84a. A plurality of lead frames 93, 93 ... Are embedded in this connector piece 92, and a connection terminal 93a formed at one end of each lead frame 93 is directly connected to the substrate 84a by soldering, so that each lead frame 93 A connector hole 94 is formed at the other end.

On the other hand, the front end surface of the terminal lead-out portion 95 provided on the outer surface of the step motor 39 (step motor 3
A plurality of connector pins 96, 96 ... Project from the front end surface of the actuator housing 42 in the direction of insertion into the actuator housing 42. These connector pins 96, 96 ... The holes 94, 94 ... Are fitted into the holes.

The electronic control unit 84 uses the throttle motor 64, the boost negative pressure sensor 76, the intake air temperature sensor 73, and the output signals of an engine speed sensor, an engine temperature sensor, etc. (not shown) based on the output signals of the step motor 39 and the fuel injection. The coupler 8 controls not only the valve 20 but also the operation of an ignition device (not shown) and the like.
0 and an external coupler 83 coupled to it.

As shown in FIG. 4 and FIG. 9, the bypass upstream groove 32i, the bypass downstream groove 32o, the first sensor mounting hole 71, the boost negative pressure detecting hole 74 and the communication passage 75 are formed on the joint surface of the connecting flange 27. A sealing groove 97 surrounding the periphery is formed, and the sealing member 9 that closely contacts the control block 28 is formed therein.
8 is attached, and the air tightness of the bypass upstream groove 32i, the bypass downstream groove 32o, etc. is maintained.

As shown in FIGS. 4, 11 and 12, the stepped fitting surface 100 formed on the outer periphery of the outer end portion of the control block 28 with the coupler 80 has an Al alloy for accommodating the electronic control unit 84. A plate cap 101 is fitted in the cage. At that time, the locking projections 10 formed on these fitting surfaces
5 and the locking hole 106 (see FIGS. 4 and 11) are elastically engaged. The cap 101 is formed by press-molding an Al alloy plate and gives a good appearance without wrinkles. Therefore, the cap 101 improves the appearance of the control block 28, and is effective when the control block 28 is exposed to the outside as in the motorcycle 1.

The control block 28 has a potting opening 1 which is close to the open end surface of the cap 101, communicates with the inside of the cap 101, and opens on the side opposite to the cap 101.
02 (see FIGS. 8 and 14). Then, with the cap 101 facing downward, the synthetic resin 103 is potted from the potting port 102 into the cap 101 up to the seal fitting part of the cap 101, thereby enclosing the electronic control unit 84 and at the same time, the seal fitting part of the cap 101. Is sealed.

The potting resin 103 protects the electronic control unit 84 from rainwater, dust, and vibrations, and particularly seals the seal fitting portion of the cap 101 to the control block 28, thereby effectively waterproofing and dustproofing. The cap 1 can be formed by the adhesive force of the potting resin 103.
It is possible to strengthen the binding force with the control block 28 of 01.

Moreover, the electronic control unit 84 is housed in the cap 101, and the cap 101 is faced downward.
Since the synthetic resin 103 is potted from the upper potting port 102, the minimum required potting resin 10
3 with electronic control unit 84 protection and cap 1
01 can be efficiently coupled, and thus the synthetic resin 103 can be prevented from entering the bypass valve 35 and the step motor 39 above the cap 101.

When potting, the cap 101
The potting condition of the synthetic resin inside the potting port 1
The amount of potting can be easily adjusted while visually checking from 02. Also, the potting resin 103 is
Connection terminals 64a, 73 for various sensors 64, 73, 76
Since a, 76a and the connecting portion of the connecting terminal 93a of the connector piece 92 to the substrate 84a are also wrapped, the vibration resistance of the connecting terminals 64a, 73a, 76a, 93a can be improved.

Referring again to FIGS. 3 and 7, the control block 27 including the various sensors 64, 73, 76 and the electronic control unit 84 is arranged on the left and right sides of the throttle body 17, while the coupler 80 is It is arranged above the throttle body 17, that is, between the throttle body 17 and the bottom wall of the luggage box 3. Such various sensors 64, 73, 76 and electronic control unit 84,
Due to the distributed arrangement with the coupler 80, they can be easily arranged even in a narrow space around the throttle body 17 in the motorcycle 1, and especially since the coupler 80 can be flattened in the vertical direction, 1
Even if it is arranged above 7, it is not necessary to move the bottom part of the upper luggage box 3 almost upward, and the volume of the luggage box 3 can be expanded.

Moreover, since the coupling port 80a of the coupler 80 with the external coupler 83 is directed to the side opposite to the electronic control unit 84, the connection of the external coupler 83 to the coupler 80 is obstructed by the electronic control unit 84 and the engine 5. It is easy to install and has good assembling and maintainability.

A throttle drum 23 is fixed to one end of the valve shaft 22 extending in the left-right direction on the side opposite to the electronic control unit 84. The throttle cable 24 connected to the throttle drum 23 has a coupling port 8 of a coupler 80.
It is arranged so as to pass below 0a (see FIG. 8). By doing so, the throttle cable 24 and the coupler 80
It is possible to avoid the interference of the external coupler 83 coupled with the wire harness 86, and to improve the assembling property and the maintainability.

Further, as shown in FIGS. 2, 3, 7 and 8, the throttle cable 24 connected to the throttle drum 23 temporarily extends rearward through the lower side of the throttle drum 23, and the engine hanger 14 After bending in a U-shape in the crank portion of the steering wheel 3, the steering wheel 3 extends forward along the down tube 11b on one side of the body frame 11.
6 (FIG. 1) is connected to a throttle operation member (not shown).

When the power unit 4 moves up and down in response to the expansion and contraction of the rear cushion unit 26 during steering of the motorcycle 1, the throttle body 17 also swings together with the power unit 4, and the throttle cable 2 accordingly.
It is possible to prevent excessive stress from being generated in the throttle cable 24 due to the reason that the U-shaped bent portion 4 of FIG. Moreover, even though the coupling port 80a of the throttle drum 23 and the coupler 80 is arranged on the same side of the throttle body 17, by arranging the single throttle cable 24 as described above, the coupling port 80a of the coupler 80 is A comparatively large work space which is not disturbed by the throttle cable 24 can be secured around the periphery, and the external coupler 83 can be easily connected to the coupling port 80a.

The operation of the intake air amount control device will be described.

When the throttle valve 21 is fully closed, the electronic control unit 84, based on the output signals of the throttle sensor 64, the intake air temperature sensor 73, the boost negative pressure sensor 76, etc., at the time of engine starting, at the time of fast idling, at the time of normal idling. , The operating condition of the engine such as when the engine is being braked is determined, and the step motor 39 is operated to obtain the opening degree of the bypass valve 35 corresponding to the operating condition.
9a is normally or reversely rotated.

When the output shaft 39a rotates normally or reversely, the drive member 37 moves back and forth in the axial direction, so that the joint member 5
The bypass valve 35 is slid back and forth along the valve hole 34 via 3 to increase or decrease the opening area of the metering groove 48 with respect to the valve hole outlet 33o, that is, the opening degree of the bypass 30 to increase the intake air flow rate in the bypass 30. Control. In particular, by advancing and retracting the tapered portion 48b of the measuring groove 48 with respect to the valve hole outlet 33o, the intake flow rate can be finely controlled from zero to a predetermined maximum value. As a result, engine start,
Fast idling and normal idling are automatically performed properly.

At this time, the Oldham joint 50 includes the bypass valve 35 and the output shaft 39a of the step motor 39.
Even if there is a deviation due to a manufacturing error between the axes of and, the deviation is caused by the movement of the joint member 53 along the first lateral direction X and the movement of the drive member 37 along the second lateral direction Y. Since it is absorbed, the smooth sliding of the bypass valve 35 can be guaranteed regardless of the deviation, and at the same time, the holding spring 54 suppresses the vibration of the bypass valve 35.

When the bypass valve 35 is fully closed,
The intake negative pressure of the engine 5 acts on the side surface of the bypass valve 35 facing the valve hole outlet 33o. At that time, the Oldham joint 50 allows the bypass valve 35 to move in parallel in the intake negative pressure acting direction. 35 is firmly attached to the periphery of the valve hole outlet 33o,
It is possible to prevent or minimize the leakage of bypass intake air from o. Therefore, the valve hole 34 and the bypass valve 35 do not require special dimensional accuracy, which can contribute to improvement in productivity.

Furthermore, the axially opposite end surfaces of the bypass valve 35 have the first and second square holes 51 of the Oldham joint 50,
52 and the sliding gap between the valve 35 and the valve hole 34 communicate with each other. Therefore, no matter what pressure is transmitted to the valve hole 34, the pressure difference between the two axial end surfaces of the bypass valve 35 is increased. Therefore, the bypass valve 35 can be operated lightly even with a relatively small output of the step motor 39. This means that the responsiveness of the bypass valve 35 can be improved, and the output of the step motor 39 can be reduced and the size thereof can be reduced.

Furthermore, the bypass valve 35 is urged by the holding spring 54 from the valve hole inlet 33i to the valve hole outlet 33o, and the urging force is applied to the step motor 3
Since the output shaft 39a of 9 is supported by the large flange 37a of the driving member 37 which is directly screwed, the driving member 37 is bypassed by the large flange 37a especially when the output shaft 39a rotates in the closing direction of the bypass valve 35. Since the valve 35 is directly pressed in the closing direction, the closing speed of the bypass valve 35 can be increased regardless of the presence of the holding spring 54.

On the other hand, if the throttle valve 21 is opened, an amount of intake air corresponding to the increase in the opening degree is supplied to the engine 5 through the intake passage 17a, and its output can be controlled.

By the way, in such an intake air amount control device, a control block 28 with a coupler 80 is joined to the connecting flange 27 of the throttle body 17, and the bypass valve 35,
Since the step motor 39, the intake air temperature sensor 73, the boost negative pressure sensor 76, the throttle sensor 64 and the electronic control unit 84 are attached, the processing of the throttle body 17 and the production of the control system assembly including the control block 28 are performed in parallel. In particular, before coupling the control block 28 to the throttle body 17, the coupler 80
The step motor 3
9, bypass valve 35, various sensors 64, 73, 7
6. It is possible to perform a functional inspection of the electronic control unit 84 and the like, and therefore, only those that have passed the inspection will be attached to the throttle body 17, so that there is no waste in the assembly work and the productivity is improved. You can

Moreover, since the electronic control unit 84 is installed on the outer end surface of the control block 28 and the step motor 39, the various sensors 64, 73, 76 and the coupler 80 are electrically connected via the electronic control unit 84, the step The connection between the motor 39, the various sensors 64, 73 and 76, and the coupler 80 can be simplified to further improve the assembling property.

Further, the step motor 39 is provided with a connector pin 96 protruding toward the insertion direction into the actuator housing 42.
Since the connector hole 94 into which the step motor 39 is fitted is provided in the lead frame 93 connected to the coupler 80 on the control block 28 side, the step motor 39 is attached to the control block 28 at the same time as the step motor 39 and the coupler 80 are electrically connected. As a result, no special electrical connection work is required, and the assemblability can be further improved.

Since the lead frame 93 having the connector hole 94 is embedded in the connector piece 92, which is a small component positioned and fixed to the control block 28 between the step motor 39 and the electronic control unit 84, the embedding thereof is omitted. , Very easy and accurate as compared with the case where it is embedded in the control block 28 of a large part, and the connector piece 92
Is set in the control block 28, the connector hole 94 of the lead frame 93 can be accurately arranged at a fixed position, and proper fitting with the connector pin 96 of the step motor 39 is guaranteed.

Further, the actuator housing 42 in which the step motor 39 is mounted has an electronic control unit 84.
Since it is provided so as to open to the outer peripheral surface of the control block 28, which is different from the outer end surface of the control block 28 in which the control block 28 is installed, the control block 28 can be made compact and the electronic control unit 84 can be installed regardless of the installation. The step motor 39 can be attached and detached, and the step motor 3
9 and the bypass valve 35 can be easily maintained.

While the engine 5 is not operating, water in the air in the valve hole 34 may condense on the inner wall of the valve hole 34. The dewed water droplets are generated between the valve hole 34 and the actuator housing 42. Since the sealing member 57 provided prevents the step motor 39 from entering the step motor 39, the step motor 39 can be protected and its durability can be improved.

In particular, the seal member 57 is sandwiched between the annular step portion 55 between the valve hole 34 and the actuator housing 42 and the step motor 39, and the inner peripheral surface thereof has a root portion of the output shaft 39a of the step motor 39. Since the inner peripheral lip 61 that is in close contact with the outer peripheral surface is provided, the frictional resistance of the inner peripheral lip 61 to the rotating surface of the output shaft 39a is extremely small, and it is possible to eliminate the influence on the responsiveness of the bypass valve 35 and to output the output. Even with the bypass valve 35 in which the tip of the shaft 39 a is exposed in the valve hole 34, the step motor 39 and the valve hole 3 have the single seal member 57.
It is possible to reliably seal between the four. That is, since the structure of the bypass valve 35 does not matter, the sealing member 57
The scope of application is wide.

While the engine 5 is stopped, normally,
Since the bypass valve 35 fully closes the valve hole outlet 33o, even if the fuel gas generated on the downstream side of the intake passage 17a enters the downstream side of the bypass 30, the bypass valve 3
5 prevents entry into the valve hole 34. Therefore, even if the sealing function of the sealing member 57 deteriorates, the step motor 39 can be prevented from being exposed to the fuel gas and its durability can be ensured.

Further, since the length of the bypass 30 on the downstream side of the valve hole 34 is set to be sufficiently long, it is difficult for the fuel gas generated on the downstream side of the intake passage 17a to pass through the sufficiently long downstream portion of the bypass. Therefore, it is possible to prevent the fuel gas from entering the valve hole 34 and further contribute to the protection of the step motor 39.

Further, in the bypass 30, the valve hole inlet 33i and the valve hole outlet 33o which occupy higher positions than the bypass inlet 31i and the bypass outlet 31o are opened on the lower surface of the valve hole 34, so that the valve hole inlet 33i and the valve hole Exit 33o
It is difficult for foreign matter such as dust to enter the valve hole 34 through the valve hole 34. Therefore, malfunction of the bypass valve 35 due to the foreign matter can be avoided.

The present invention is not limited to the above embodiments, and various design changes can be made without departing from the scope of the invention. For example, the bypass upstream groove 32i, the bypass downstream groove 32o, and the communication passage 75 can be formed on the joint surface side of the control block 28 with the connecting flange 27.

[0078]

As described above, according to the first feature of the present invention, the luggage box is arranged below the seat, the engine is arranged below the luggage box, and the vehicle is connected to the intake port of the engine. In a small vehicle having an intake passage extending in the front-rear direction and a throttle body provided with a throttle valve for opening and closing the intake passage between a luggage box and an engine, a sensor for detecting an operating state of the engine and a sensor for detecting an output signal of the sensor are provided. An electronic control unit that controls the operation of the fuel injection valve of the engine is attached to one side of the throttle body on the left and right sides, and is connected to the electronic control unit, and the coupling port with the external coupler is directed to the other side of the throttle body on the left and right sides. Since the coupler is placed above the throttle body, the sensor and electronic control unit Due to the distributed arrangement, even in a small space around the throttle body in a small vehicle, they can be easily arranged. Especially, since the coupler can be flattened up and down, even if it is arranged above the throttle body. , It is not necessary to move the bottom of the upper luggage box almost upward, and the volume of the luggage box can be expanded.

Moreover, since the coupling opening of the coupler with the external coupler is directed to the side opposite to the electronic control unit, the external coupler can be connected to the coupler easily without being disturbed by the electronic control unit or the engine. , Easy to assemble and maintain.

According to the second feature of the present invention, in addition to the first feature, the valve shaft of the throttle valve is arranged in the left-right direction orthogonal to the intake passage, and the valve shaft is opposite to the electronic control unit. Attach the throttle drum to one end of the side,
Since the throttle cable connected to this throttle drum is arranged so that it passes under the coupler coupling port, interference between the throttle cable and the wire harness of the external coupler coupled to the coupler can be avoided, and the assemblability is improved. Also, the maintainability can be improved.

Further, according to the third feature of the present invention, the second
In addition to the above features, the throttle cable connected to the throttle drum is arranged so as to extend rearward, bend in a U shape, and extend forward, so that even if the throttle body swings with the engine, Because the U-shaped bent part of the throttle cable flexes reasonably,
Prevents excessive stress from occurring in the throttle cable,
The durability can be secured.

Furthermore, according to the fourth feature of the present invention,
In addition to the second or third feature, the throttle drum has
A return spring that urges this in the closing direction of the throttle valve and a throttle cable that is pulled against the urging force of the return spring to open the throttle valve are connected. Since it is pulled out through the part, it is possible to secure a comparatively large working space around the coupler coupling port, which is not obstructed by the throttle cable, despite the fact that the coupling port for the throttle drum and coupler is located on the same side of the throttle body. The external coupler can be easily connected to the coupling port.

[Brief description of drawings]

FIG. 1 is a side view of a motorcycle including an intake air amount control device according to the present invention.

FIG. 2 is an enlarged sectional view of part 2 in FIG.

3 is a sectional view taken along line 3-3 of FIG.

FIG. 4 is an exploded perspective view of the intake air amount control device.

FIG. 5 is a side view of the intake air amount control device.

6 is a view on arrow 6 of FIG.

FIG. 7 is a view on arrow 7 of FIG.

FIG. 8 is a view on arrow 8 of FIG.

9 is a sectional view taken along line 9-9 of FIG.

10 is a sectional view taken along line 10-10 of FIG.

11 is a sectional view taken along line 11-11 of FIG.

12 is a sectional view taken along line 12-12 of FIG.

FIG. 13 is an enlarged view of the peripheral portion of the bypass valve of FIG.

14 is an enlarged sectional view taken along line 14-14 of FIG.

15 is an enlarged sectional view taken along line 15-15 of FIG.

FIG. 16 (A) is a side view of the bypass valve as viewed from the measuring groove side. (B) The side view seen from the keyway side of the bypass valve.

FIG. 17 is an enlarged cross-sectional view of section 17 of FIG.

[Explanation of symbols]

2 ... Sheet 3 ... Luggage box 5 ... Engine 7a ... Intake port 17 ... Throttle body 17a ... intake passage 20 ··· Fuel injection valve 21 ... Throttle valve 22 ... Valve shaft 23 ... Throttle drum 24 ... Throttle cable 25 ... Return spring 64 ... Sensor (throttle sensor) 73 ... Sensor (intake air temperature sensor) 76 ... Sensor (boost negative pressure sensor) 80 ... Coupler 80a ... Coupling port 83 ... External coupler 84 ... Electronic control unit

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Shunji Akamatsu             1-4-1 Chuo Stock Market, Wako City, Saitama Prefecture             Inside Honda Research Laboratory (72) Inventor Nobuhiro Shimada             1-4-1 Chuo Stock Market, Wako City, Saitama Prefecture             Inside Honda Research Laboratory F term (reference) 3G065 AA11 BA01 CA00 GA01 GA27                       GA41 HA06 HA12 HA21 HA22                       KA05 KA16

Claims (4)

[Claims] 1. An intake passage (17a) connected to an intake port (7a) of the engine (5) between a luggage box (3) immediately below the seat (2) and an engine (5) arranged below the luggage box (3). ) And a throttle body (17) having a throttle valve (21) for opening and closing the intake passage (17a), the sensor for detecting the operating state of the engine (5) in an intake air amount control device for an engine in a small vehicle. (64, 73, 76) and this sensor (6
The electronic control unit (84) for controlling the operation of the fuel injection valve (20) of the engine (5) according to the output signal of the engine (4, 73, 76) is attached to the left and right side surfaces of the throttle body (17), A coupler (8) which is connected to the control unit (84) and whose coupling port (80a) with the external coupler (83) is directed to the left and right side surfaces of the throttle body (17).
0) is arranged above the throttle body (17), which is an intake air amount control device for an engine in a small vehicle. 2. The throttle valve (2) according to the intake air amount control device for an engine in a small vehicle according to claim 1.
The valve shaft (22) of 1) is arranged in the left-right direction orthogonal to the intake passage (17a), and the throttle drum (23) is fixed to one end of the valve shaft (22) opposite to the electronic control unit (84). The throttle cable (24) connected to the throttle drum (23) is arranged so that it passes below the coupling port (80a) of the coupler (80). Quantity control device. 3. The intake air amount control device for an engine in a small vehicle according to claim 2, wherein the throttle drum (2
An intake air amount control device for an engine in a small vehicle, wherein the throttle cable (24) connected to 3) is arranged so as to extend rearward, bend in a U shape, and extend forward. 4. The engine intake air amount control apparatus for a small vehicle according to claim 2 or 3, wherein the throttle drum (23) is provided with a return spring (25) for urging the throttle drum (23) in a closing direction of the throttle valve (21). And this return spring (2
5) Pulled against the urging force of the throttle valve (2
1) A throttle cable (24) for opening is connected to the throttle cable (24), and the throttle cable (24) is pulled out through a lower part of the throttle drum (23). Quantity control device.