JP2005273611A - Throttle device and motorcycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a throttle device and an engine-driven motorcycle equipped with the throttle device of high responsiveness while suppressing dimensional enlargement particularly in a direction along a valve shaft. <P>SOLUTION: The throttle device 20 is provided with a third valve 23B and a fourth valve 24B (motor-driven throttle valves) for opening/closing a first intake passage 23A and a second intake passage 24A for leading air to a third cylinder 33 and a fourth cylinder 34 of an engine E, and a DC motor 51 for driving the valves 23B, 24B to open/close. The DC motor 51 is arranged so that its output shaft 52 is parallel with a second valve shaft 26 for supporting the valves 23B, 24B, and the output shaft 52 and the second valve shaft 26 are interlockingly connected through a belt 54. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a throttle device equipped in a multi-cylinder engine for driving a vehicle, and a motorcycle equipped with the throttle device. In particular, the present invention relates to an electronically controlled throttle device that opens and closes a throttle valve by a motor, and a motorcycle that employs the throttle valve in an engine.

  There are various relatively small vehicles (vehicles) equipped with a multi-cylinder engine, such as motorcycles, four-wheel buggies, and small planing boats. And the output of this engine is transmitted to propulsion mechanisms, such as a wheel or a water jet pump, and generates thrust. The engine is equipped with a throttle device to adjust its output. This throttle device adjusts the engine output by adjusting the amount of intake air supplied into the combustion chamber of the engine by opening and closing the throttle valve.

  In recent years, some multi-cylinder engines are equipped with a multi-throttle device for the purpose of reducing intake resistance (see Patent Document 1). This multi-throttle device is provided with a throttle valve for each of a plurality of intake passages extending to the combustion chamber of each cylinder. In general, each throttle valve is a link type or is supported by one valve shaft, and all the throttle valves are integrally opened and closed so as to have the same opening degree. .

For example, in a motorcycle, when a rider rotates a throttle grip (throttle operation unit) provided on a steering handle, a motor controls a throttle valve based on a control signal given in accordance with the rotation amount. Electronically controlled multi-throttle devices that are driven to open and close are being adopted.
JP 62-162759 A

  By the way, it is desirable to improve the response of the throttle device, that is, the response of the valve shaft interlocked with the motor, in order to obtain a good feeling of operation of the throttle operating unit during acceleration / deceleration of the vehicle. For this purpose, a configuration in which the motor is arranged so that its output shaft is located on the extension of the valve shaft, and the output shaft of the motor is directly connected to the end of the valve shaft is excellent. However, in this case, the dimension in the direction along the valve shaft is increased in the throttle device.

  Further, in order to improve the response of the throttle device, it is necessary to improve the response of the motor to the input signal. This can be realized by reducing the axial dimension of the motor and reducing the moment of inertia of the rotor around the output shaft. However, if the dimension in the axial direction of the shaft is reduced due to the necessity of ensuring a constant rotational force in the motor, the dimension in the axial direction is increased. Therefore, in the configuration in which the valve shaft and the output shaft are directly connected as described above, the dimension in the direction along the valve shaft in the throttle device is further increased.

  As a result, engines equipped with such a throttle device are difficult to install, especially in vehicles where the space for mounting the engine is relatively small, such as motorcycles, four-wheel buggies, and small planing boats. This is not preferable.

  For example, in the case of a motorcycle equipped with a parallel multi-cylinder engine, the throttle device is arranged so that its valve shaft is along the width direction of the vehicle body. The size of must be increased. This is not preferable in consideration of the ride comfort of the rider who rides on the seat with the vehicle body held between the knees.

  It is also possible to configure the throttle device so that the size in the width direction of the vehicle body does not increase by disposing the motor at a predetermined position and connecting it to the valve shaft via a gear train including a bevel gear or the like. However, in this case, since the gear train is relatively heavy, it is difficult to improve the response of the throttle device.

  Accordingly, the present invention provides a highly responsive throttle device and a motorcycle driven by an engine equipped with such a throttle device, while suppressing an increase in size, particularly in a direction along the valve shaft. The purpose is to provide.

  The present invention has been made in view of the above-described circumstances, and a throttle device provided in a vehicle-driven multi-cylinder engine according to the present invention includes a motor that opens and closes an intake passage that guides air to a cylinder of the engine. A drive-type throttle valve and a motor for opening and closing the motor-driven throttle valve, the motor being arranged so that its output shaft is parallel to the valve shaft supporting the motor-driven throttle valve; The output shaft and the valve shaft are interlocked and connected via a belt.

  In this case, it is possible to suppress an increase in size in the direction along the valve shaft in the throttle device. Further, the size of the motor in the direction along the output shaft can be easily increased, and the response of the throttle device can be improved by improving the rotational force of the motor. At the same time, since the motor and the motor-driven throttle valve are linked via a lightweight belt, the responsiveness of the valve shaft linked to the motor can be improved, and the responsiveness of the throttle device can be further improved. Is possible.

  Also, a cable-driven throttle valve that is provided corresponding to a cylinder other than the cylinder corresponding to the motor-driven throttle valve and is supported by a valve shaft that is linked to a throttle operating unit via a cable, and the cable drive A throttle position sensor for detecting the opening of the throttle valve, and the driving of the motor may be controlled based on a detection signal given from the throttle position sensor.

  In a four-cycle engine, at the time of transition from negative torque to positive torque, the rate of increase in engine output torque with respect to the opening of the throttle valve may change. In order to mitigate such a change in the increase rate of the output torque, a motor-driven throttle valve (motor-driven throttle valve) and a cable-driven throttle valve (cable-driven throttle valve) are used in combination. It is effective to control the opening / closing of the motor-driven throttle valve based on the opening of the cable-driven throttle valve.

  For example, in a 4-cylinder engine, a cable-driven cable-driven throttle valve is provided corresponding to the first and second cylinders, and a motor-driven motor-driven throttle valve is provided corresponding to the third and fourth cylinders. Provide. Then, by controlling the motor so that the opening degree of the motor-driven throttle valve is smaller than the opening degree of the cable-driven throttle valve, the third and third output torques are compared with the output torque in the first and second cylinders. The output torque in the four cylinders can be kept small.

  As a result, while the output torque greatly increases from negative to positive in each of the first and second cylinders, the output torque can be suppressed to negative torque in the third and fourth cylinders. In this case, if attention is paid to the output torque of the engine, which is the sum of the output torques of the first to fourth cylinders, the rate of change of the output torque that increases during this period is alleviated. Therefore, the output torque of the engine can respond smoothly to the operation of the throttle grip by the operator.

  On the other hand, in such opening / closing control of the motor-driven throttle valve, the higher the response of the motor-driven throttle valve to the input signal to the motor, the better the accuracy and the more advantageous. Therefore, with the above-described configuration, in the throttle device using both the motor-driven throttle valve and the cable-driven throttle valve, the motor-driven throttle valve is secured with high responsiveness, and the opening / closing control thereof is made more accurate. This can be realized, and the change in the rate at which the engine output torque increases can be more appropriately mitigated.

  The motorcycle according to the present invention includes a parallel multi-cylinder engine in which each cylinder is arranged along the width direction of the vehicle body, a motor, and a motor-driven throttle valve driven by the motor. A multi-throttle device that opens and closes each of a plurality of intake air channels that guide air, and the motor of the multi-throttle device has an output shaft that is parallel to a valve shaft that supports the motor-driven throttle valve. The output shaft and the valve shaft are interlocked and connected via a belt.

  In this case, since it is possible to suppress an increase in the dimension in the direction along the valve shaft in the throttle device, it is high as described above while suppressing an increase in the dimension in the width direction in the motorcycle. A throttle device having responsiveness can be installed in a driving engine.

  Also, a cable-driven throttle valve that is provided corresponding to a cylinder other than the cylinder corresponding to the motor-driven throttle valve and is supported by a valve shaft that is linked to a throttle operating unit via a cable, and the cable drive There may be provided a throttle position sensor for detecting the opening of the throttle valve and a control device for controlling the driving of the motor based on a detection signal given from the throttle position sensor.

  In this case, in the throttle device that uses both the motor-driven throttle valve and the cable-driven throttle valve, the motor-driven throttle valve can ensure high responsiveness, and its opening / closing control can be realized with higher accuracy. The change in the rate at which the output torque increases can be moderated more appropriately. As a result, it is possible to improve the feeling of throttle operation and ride comfort of the motorcycle.

  The motor-driven throttle valve is disposed corresponding to the cylinder on the right side in the width direction of the vehicle body among the cylinders of the parallel multi-cylinder engine, and the cable-driven throttle valve is disposed in the vehicle body of the cylinders. You may arrange | position corresponding to the cylinder of the width direction left side.

  In general, in motorcycles, the right grip of the handlebar forms the throttle grip (throttle operating part), and is inserted into the tube between the valve shaft of the cable-driven throttle valve and the throttle operating part. A cable is provided to connect the two. The operability of the throttle operation portion (the ease with which the throttle grip can be rotated) becomes better as the curvature of the arranged cable increases.

  Therefore, in the case of the configuration as described above, the cable-driven throttle valve is located on the left side of the vehicle body, so that the cable is arranged with a large curvature radius between the throttle operating portion and the cable-driven throttle valve. be able to. For example, in the case of a parallel 4-cylinder engine, a motor-driven throttle valve is provided corresponding to the right two cylinders, and a cable driven throttle valve is provided corresponding to the left two cylinders. A pulley that rotates integrally with the valve shaft of the cable-driven throttle valve is disposed between the intake ports of the central two cylinders, between the intake ports of the left two cylinders, or on the left side of the leftmost intake port. One end of the cable may be connected to the pulley.

  The throttle device is disposed between the left and right main frames, and the throttle position sensor is connected to the left end of the cable-driven throttle valve in the width direction of the vehicle body. It may be provided near the part. In this case, it is possible to reduce the interval between the left and right main frames by cutting out only the portion corresponding to the throttle position sensor in the left main frame. Accordingly, it is possible to suppress an increase in the size of the vehicle body in the width direction.

According to the present invention, a highly responsive throttle device and an automatic motor driven by an engine equipped with such a throttle device while suppressing an increase in size, particularly in a direction along the valve shaft, are provided. Motorcycles can be provided.
Can do.

  Hereinafter, a vehicle employing a multi-throttle device according to the present invention will be specifically described with reference to the drawings, taking a motorcycle as an example. FIG. 1 is a side view showing a road sports type motorcycle. As shown in FIG. 1, the motorcycle 1 includes a frame 2 that forms a skeleton of a vehicle body. The frame 2 includes a pair of main frames 2A (only the left main frame is shown in FIG. 1) extending in the front-rear direction, a head pipe 2B provided at the front of the main frame 2A, and the main frame 2A. The pivot frame 2C is connected to the rear portion.

  A front fork 3 that supports the front wheel 4 is supported at the lower portion of the head pipe 2B, and a handle bar 5 is provided at the upper portion of the front fork 3. The pivot frame 2 </ b> C pivotally supports a front portion of a swing arm 7 that supports a rear wheel 6 that is a driving wheel at a rear portion thereof. An engine E is mounted between the main frames 2A that are paired on the left and right sides so that the upper part is sandwiched between them.

The engine E is a four-cycle engine with four parallel cylinders in the present embodiment, and each cylinder is mounted in a slightly tilted posture. The engine E includes an intake port (not shown) at the rear of the cylinder head E ₁ (see FIG. 2), and a multi-throttle device 20 is connected to the intake port. On the other hand, an exhaust port in the front portion of the cylinder head E ₁ (not shown), an exhaust pipe 8 further rearward downwardly is extended from the exhaust port.

  The engine E generates torque according to the intake air amount supplied through the multi-throttle device 20. The torque output from the engine E is transmitted to the rear wheel 6 via a chain or a belt (not shown) and gives a propulsive force to the motorcycle 1. A fuel tank 10 is disposed above the engine E, and a seat 11 on which a driver rides is disposed behind the fuel tank 10.

  In the case of the motorcycle 1, a fairing 12 is provided so as to cover the front portion of the frame 2, substantially the entire front fork 3, and substantially the entire engine E. A headlight 13 is provided at the front of the fairing 12, and a brake lamp 14 is provided behind the seat 11. The headlight 13 and the brake lamp 14 are turned on using the electric power supplied from the battery 15 mounted on the motorcycle 1.

  In the following description of the present embodiment, description will be made based on the concept of the direction as viewed from the driver who has boarded the seat 11 of the motorcycle 1 shown in FIG.

FIG. 2 is an II arrow view showing a mounting state of the multi-throttle device 20 with the fuel tank 10 removed from the motorcycle 1 shown in FIG. FIG. 3 is a side view of the multi-throttle device 20 in FIG. As shown in FIG. 2, a multi-throttle device 20 is attached to the rear portion of the cylinder head E ₁ of the engine E, and the multi-throttle device 20 is sandwiched between the main frames 2A and 2A that make a pair on the left and right. Are arranged as follows.

  The multi-throttle device 20 includes four intake pipes (first intake pipe to fourth intake pipe) 21 to 24 corresponding to the four cylinders (first cylinder to fourth cylinder) 31 to 34 of the engine E, The intake flow paths (first intake flow path to fourth intake flow path) 21A to 24A inside the first intake pipe 21 to the fourth intake pipe 24 are not shown, which are respectively included in the first cylinder 31 to the fourth cylinder 34. It communicates with the intake port.

  Throttle valves (first valve to fourth valve) 21B to 24B are provided in the first intake pipe 21 to the fourth intake pipe 24, of which the left first valve 21B and second valve 22B (cable drive) Type throttle valve) is integrally supported by the first valve shaft 25, and the third valve 23B and the fourth valve 24B (motor-driven throttle valve) on the right side are separated from the first valve shaft 25 by a second valve shaft. 26 are integrally supported. Accordingly, the first valve 21B and the second valve 22B on the left side operate integrally to open and close the first intake passage 21A and the second intake passage 22A at the same opening degree, and are structurally independent from this. In this state, the right third valve 23B and the fourth valve 24B operate integrally to open and close the third intake passage 23A and the fourth intake passage 24A to the same opening degree.

  A first pulley 40 that rotates integrally with the first valve shaft 25 is provided between the second intake pipe 22 and the third intake pipe 23 and at the right end of the first valve shaft 25. Yes. One end of a cable 41 inserted into the tube 41A is connected to the first pulley 40, and the other end is connected to a rotatable throttle grip (throttle operating portion) 42 provided in the right grip portion of the handle bar 5. It is connected. A first spring 43 is provided adjacent to the first pulley 40. The first spring 43 biases the first valve shaft 25 so that the first valve 21B and the second valve 22B are fully closed.

  Therefore, when the operator rotates the throttle grip 42, the first pulley 40 and the first valve shaft 25 rotate integrally, and the first valve 21B and the second valve 22B operate the operation amount of the throttle grip 42. It is opened and closed so as to have an opening according to the angle. When the operator releases the throttle grip 42, the first valve shaft 25 is rotated in the closing direction by the action of the first spring 43, and the first valve 21B and the second valve 22B are fully closed. Thus, the first valve 21B and the second valve 22B form a cable-driven throttle valve that is directly driven via the cable 41 in accordance with the operation of the throttle grip 42 by the operator.

  Further, since the first pulley 40 to which the cable 41 is connected is provided between the second intake pipe 22 and the third intake pipe 23, the first pulley 40 is provided between the steering grip 42 and the first pulley 40. The cable 41 has a relatively large curvature. Therefore, the operability when the operator rotates the steering grip 42 is excellent. The first pulley 40 may be disposed between the first intake pipe 21 and the second intake pipe 22 or on the left side of the first intake pipe 21. In this case, since the cable 41 can be disposed with a further increased curvature, it is possible to obtain more excellent operability of the steering grip 42.

  A first throttle position sensor (hereinafter abbreviated as “first TPS”) 44 is provided at the left end of the first valve shaft 25. The first TPS 44 detects the opening degrees of the first valve 21B and the second valve 22B, and outputs them as electrical signals. The output electrical signal is sent to an ECU (Electronic Control Unit) 46 (described later) that is mounted on the motorcycle 1 and electrically connected to the first TPS 44 (see FIG. 4).

  By the way, a notch 44A is formed in a portion corresponding to the first TPS 44 in the vehicle body inner side (right side) of the left main frame 2A, and the first TPS 44 is disposed in the notch 44A. Accordingly, the left main frame 2A is positioned on the inner side (right side) of the vehicle body by the dimension in which the first TPS 44 is accommodated in the notch 44A, and the increase in the width of the vehicle body is suppressed.

  As shown in FIGS. 2 and 3, a DC motor M is disposed below the fourth intake pipe 24. The DC motor M is configured such that the axial diameter direction of the output shaft 52 is relatively small and the axial length direction dimension is relatively large, and the second valve shaft 26 and the output shaft 52 are arranged in parallel. Yes. A second pulley 50 that rotates integrally with the second valve shaft 26 is provided on the right side of the fourth intake pipe 24 and on the right end of the second valve shaft 26, and the output shaft 52 of the DC motor M is provided. A third pulley 53 is provided on the right-hand protruding portion. The third pulley 53 is located below the second pulley 50, and a belt 54 is wound around the third pulley 53.

  The direct current motor M is arranged as described above, and the output shaft 52 and the second valve shaft 26 are interlocked and connected by the belt 54, thereby improving the responsiveness of the second valve shaft 26 to the drive of the direct current motor M. At the same time, it is possible to suppress an increase in the left and right dimensions (dimensions in the axial length direction of the valve shafts 25 and 26) in the multi-throttle device 20.

  As shown in FIG. 2, a second spring 55 is provided adjacent to the second pulley 50 of the second valve shaft 26. The second spring 55 biases the second valve shaft 26 so that the third valve 23B and the fourth valve 24B are fully closed. Further, the DC motor M is electrically connected to the ECU 46 (see FIG. 4), and is driven to rotate based on a control signal from the ECU 46.

  When the DC motor M is driven, the rotational power generated by the output shaft 52 is transmitted to the second valve shaft 26 via the second pulley 50, the third pulley 53, and the belt 54, and the second valve shaft 26 is Rotate. As a result, the third valve 23B and the fourth valve 24B are driven to open and close to a predetermined opening degree. When the current for driving the DC motor M is reduced, the second valve shaft 26 is rotated in the closing direction by the action of the second spring 55, and the third valve 23B and the fourth valve 24B are fully closed. Become. Thus, the third valve 23B and the fourth valve 24B form a motor-driven throttle valve that is driven by the DC motor M.

  A second throttle position sensor (hereinafter abbreviated as “second TPS”) 57 is provided at the right end of the second valve shaft 26. The second TPS 57 detects the opening degrees of the third valve 23B and the fourth valve 24B and outputs them as electrical signals. The output electrical signal is sent to the ECU 46 that is electrically connected to the second TPS 57.

  By the way, in the right main frame 2A, a portion corresponding to the first TPS 57 is formed with a through hole 57A penetrating inward and outward (left and right) of the vehicle body, and the first TPS 44 is disposed in the through hole 57A. Accordingly, the right main frame 2A is positioned on the inner side (left side) of the vehicle body by the size that the second TPS 57 is accommodated in the through hole 57A, and the increase in the width of the vehicle body is suppressed.

  FIG. 4 is a schematic diagram showing a configuration of the multi-throttle device 20 shown in FIG. 2 and peripheral devices related to operation control of the multi-throttle device 20. As described above, the motorcycle 1 is equipped with the ECU 46, which is connected to the DC motor M via the connection 56, is connected to the first TPS 44 via the connection 45, and 2TPS57 is connected via a connection 58. Further, the ECU 46 is also connected to a crank position sensor (hereinafter abbreviated as “CPS”) 59 that detects the number of revolutions of the engine E, and is supplied from the battery 15 connected via the power line 60. It operates with the power that is used. On the other hand, in addition to the ECU 46, various electric parts and electronic parts such as the headlight 13 and the brake lamp 14 are connected to the battery 15, and power is supplied to them.

  Next, the operation of the ECU 46 that controls the operation of the third valve 23B and the fourth valve 24B will be schematically described. FIG. 5 is a flowchart showing a main operation flow of the ECU 46 related to the control of the multi-throttle device 20, and shows one of the repeated operations. As shown in FIG. 3, the ECU 46 acquires the voltage value (for example, “2.0 (V)”) of the detection signal at the first TPS 44 as the opening degree of the first valve 21B and the second valve 22B, and the third valve 23B. And the voltage value (for example, “1.2 (V)”) of the detection signal at the second TPS 57 is acquired as the opening degree of the fourth valve 24B, and the rotation speed of the engine E (for example, “5000 (rpm)”) is further obtained. Obtain (S1). Next, the valve control map stored in advance in the memory in the ECU 46 is referred to (S2).

This valve control map acquires the target opening degree of the third valve 23B and the fourth valve 24B based on the rotational speed of the engine E acquired in step 1 and the opening degree of the first valve 21B and the second valve 22B. One example is shown in FIG. Valve control map M1 shown in FIG. 6, the opening degree of the first valve 21B and the second valve 22B, that is, the voltage value of the detection signal at the 1TPS44 (V) is a column item M _11, the engine E rotation speed (rpm ) is a line item M ₁₂ a. The third valve 23B and the target opening degree of the fourth valve 24B, that is, the target voltage value of the detection signal according 2TPS57 (V) is, the column items M ₁₁ and line item each associated with the M ₁₂ cells M ₁₃ , M ₁₃ ,...

  For example, as shown in FIG. 6, when the voltage value of the detection signal in the first TPS 44 is 2.0 (V) and the rotation speed of the engine E is 5000 (rpm), the target voltage value of the detection signal by the second TPS 57 is 1.6. (V). In this state, when the operator rotates the throttle grip 42, the engine E has a rotational speed of 5000 (rpm), and the voltage value of the detection signal at the first TPS 44 is 2.4 (V). The target voltage value of the detection signal by 2TPS57 is 2.0 (V).

  As described above, in the present embodiment, the target voltage value of the detection signal in the second TPS 57 slightly increases (1.6 to 2.0) while the voltage value of the detection signal in the first TPS 44 increases (2.0 to 2.4). It is set to do. Therefore, the opening changes of the third valve 23B and the fourth valve 24B are slightly delayed with respect to the opening changes of the first valve 21B and the second valve 22B. In the valve control map M1 shown in FIG. 6, there is a cell indicated as “***”, and the target voltage value of the detection signal in the second TPS 57 is appropriately given to this cell.

  Subsequently, by referring to such a valve control map M1, the ECU 46 acquires a target voltage value (eg, “2.0 (V)”) of the detection signal by the second TPS 57 (S3), Then, the deviation from the voltage value of the detection signal in the second TPS 57 acquired in step 1 is calculated (S4). Specifically, if the voltage value (current voltage value) of the detection signal obtained by the second TPS 57 acquired in step 1 is 1.2 (V) and the target voltage value acquired in step 3 is 2.0 (V), the target voltage value The value obtained by subtracting the current voltage value from “0.8 (V)” is the deviation obtained in step 4. Then, the ECU 46 controls the DC motor M according to this deviation (so that the deviation is zero) (S5). As a result, the third valve 23B and the fourth valve 24B are driven so that the voltage value of the detection signal in the second TPS 57 matches the target voltage value acquired in step 3 above.

On the other hand, based on the detection signals from the first TPS 44 and the second TPS 57 and the detection signal from the CPS 59, the ECU 46 also controls the operations of fuel injection and ignition (not shown). FIG. 7 is a chart showing a fuel injection map M2 for acquiring the fuel injection amount and an ignition map M3 for acquiring the ignition timing for the air-fuel mixture. The fuel injection map M2, the voltage value of the detection signal at the 1TPS44 and second 2TPS57 (V) is a column item M _21, are the engine E rotation speed (rpm) and line item M _22. The fuel injection amount is given to each cell M ₂₃ , M ₂₃ ,... In association with the column item M ₂₁ and the row item M ₂₂ . When the ECU 46 obtains detection signals from the first TPS 44, the second TPS 57, and the CPS 59, the ECU 46 refers to the fuel injection map M2 and acquires the fuel injection amounts for the cylinders 31 to 34.

  Further, since the ignition map M3 has the same configuration as the fuel injection map M2, the content thereof is omitted in FIG. 5, but the column items and the row items are the same as the fuel injection map, Each cell is given an ignition timing.

  In the engine E shown in the present embodiment, the first cylinder 31 to the fourth cylinder 34 are arranged in a row, and the first cylinder 31 and the fourth cylinder 34 are in a contrasting configuration. The third cylinder 33 is in a contrasting configuration. Accordingly, the fuel injection map M2 and the ignition map M3 related to the first cylinder 31 and the fuel injection map M2 and the ignition map M3 related to the fourth cylinder 34 have substantially the same contents. Similarly, with respect to the second cylinder 32 and the third cylinder 33, the fuel injection map M2 and the ignition map M3 have almost the same contents.

  When the operator operates the throttle grip 42 by the operation of the ECU 46 as described above, the cylinders 31 to 34 included in the engine E operate as described below.

FIG. 8 shows the maximum torque output from each of the cylinders 31 to 34 when the driver gradually turns the throttle grip 42 from the substantially fully closed state of the first valve 21B to the fourth valve 24B. 6 is a graph showing an example of the change over time and the change over time of the average maximum torque per cylinder. In this graph, the opening changes of the first valve 21B and the second valve 22B that change with the rotation of the throttle grip 42 are indicated by a thin solid line V, and the first cylinder 31 (# 1) or the second cylinder 32 (# 2). ) Is a change with time in the dashed line T ₁₂ , and a change with time in the third cylinder 33 (# 3) or the fourth cylinder 34 (# 4) is a broken line T ₃₄ , and the average output torque per cylinder is aging of respectively show a thick solid line T _a.

As shown in dashed line T ₁₂ and dashed T ₃₄ in FIG. 8, the output torque of the first cylinder 31 to the fourth cylinder 34, the throttle grip 42 is opened first valve 21B and the second valve 22B is rotated Increase according to. The first cylinder 31 and the second cylinder 32 output a negative torque that gradually increases while the throttle opening is relatively small, as indicated by the alternate long and short dash line T ₁₂ , and the throttle opening has a certain value (V ₁ ). After reaching the value, the output torque increases at a relatively large rate and changes from negative to positive. After the throttle opening reaches a certain value (V ₂ : V ₂ > V ₁ ), the output torque again exhibits a gradual increase characteristic. On the other hand, the output torque of the third cylinder 33 and fourth cylinder 34, as shown in broken line T _34, slightly delayed with respect to change in the output torque of the first cylinder 31 and second cylinder 32 as described above Increase to follow.

By the way, the average maximum torque per cylinder of the engine E is a value obtained by dividing the torque output at the same time in the first cylinder 31 to the fourth cylinder 34 by the number of cylinders 4, so that the thick solid line T in FIG. _As shown in _A , the change over time exhibits a generally gradual increase characteristic as compared with the change over time in torque in each of the first cylinder 31 to the fourth cylinder 34. Therefore, the engine E outputs torque so as to change smoothly with the turning operation of the throttle grip 42 by the operator.

  FIG. 9 is based on the throttle opening at the first valve 21B and the second valve 22B, and the first cylinder 31 to the fourth cylinder 34 when the throttle opening is gradually increased over time. It is a graph which shows an example of the torque output by each of these. As shown in FIG. 9, in this engine E, the first cylinder 31 (# 1), the second cylinder 32 (# 2), the fourth cylinder 34 (# 4), and the third cylinder 33 (# 3) are burned in this order. Is advanced. Accordingly, the first cylinder 31 and the second cylinder 32 corresponding to the cable-driven throttle valves (first valve 21B, second valve 22B) continuously reach the combustion stroke, and then the motor-driven throttle valve (third The third cylinder 33 and the fourth cylinder 34 corresponding to the valve 23B and the fourth valve 24B) reach the combustion stroke.

  Further, as described with reference to FIG. 8, the output torque in the third cylinder 33 and the fourth cylinder 34 increases with a slight delay with respect to the increase in the output torque in the first cylinder 31 and the second cylinder 32. . Therefore, as shown in FIG. 9, in the third cylinder 33 and the fourth cylinder 34, a torque smaller than the output torque in the immediately preceding first cylinder 31 and second cylinder 32 is output.

  When the torque output from each of the cylinders 31 to 34 is controlled in this way, the pressure applied to the ground G (see FIG. 1) by the rear wheel 6 as the driving wheel is intermittently changed, and as a result, relatively strong traction is obtained. Will occur. Therefore, particularly when the motorcycle 1 is accelerated from a stop or at a low speed, the strong traction as described above produces a large preferable acceleration force.

  By the way, in such control by the ECU 46, when the throttle grip 42 is rotated, a control signal is output to the DC motor M (step 6 shown in FIG. 5), and as soon as possible. The third valve 23B and the fourth valve 24B are preferably driven to open and close. Therefore, it can be said that the throttle device 20 according to the present embodiment having excellent responsiveness is particularly suitable for the above-described control.

  Note that the control by the ECU 46 described with reference to FIGS. 6 and 7 is realized using a control map prepared in advance. However, the present invention is not limited to this. For example, the rotational speed (rpm) of the engine E and the opening degrees (%) of the first valve 21B and the second valve 22B detected by the first TPS 44 are used as input values, and the third It can also be realized by using one or a plurality of arithmetic expressions whose output values are the opening degrees (%) of the valve 23B and the fourth valve 24B.

  In the present embodiment, a 4-cycle engine with parallel 4-cylinders has been described as an example, but an engine to which the present invention is applied is not limited thereto. For example, the present invention can be applied to any engine having two or more cylinders such as an in-line four-cylinder engine or a V-type two-cylinder engine without any limitation.

  Furthermore, although the present embodiment has been described by taking a road sports type motorcycle as an example, the present invention is applicable to other than this. For example, the present invention can be applied to various vehicles such as an American type motorcycle, a vehicle having driving wheels such as a four-wheel buggy, and a small planing boat using a water jet pump as a propulsion mechanism. . The invention is particularly useful for a vehicle having a small space for mounting an engine equipped with a throttle device in that the size of the throttle device can be reduced.

  The present invention relates to a throttle device that is required to further improve the responsiveness of the valve opening / closing operation with respect to the drive of the motor while suppressing the increase in size, particularly the size in the direction along the valve shaft. It can be applied to the adopted motorcycle.

1 is a left side view of a motorcycle employing a multi-throttle device according to an embodiment of the present invention. FIG. 2 is a view taken in the direction of the arrow II showing a mounting state of the multi-throttle device with the fuel tank removed from the motorcycle shown in FIG. 1. FIG. 3 is a side view of the multi-throttle device in FIG. FIG. 3 is a schematic diagram showing a configuration of the multi-throttle device shown in FIG. 2 and peripheral devices related to operation control of the multi-throttle device. 6 is a flowchart showing a main operation flow regarding control of the multi-throttle device in the ECU shown in FIG. 4. It is a graph which shows an example of the valve control map regarding operation | movement of ECU. It is a chart showing an example of a fuel injection map and an ignition map related to the operation of the ECU. Changes in the maximum torque output from each cylinder over time and the average per cylinder when the pilot gradually turns the throttle grip from the first valve to the fourth valve being substantially fully closed. It is a graph which shows an example of a time-dependent change of the maximum torque. An example of torque output from each of the first to fourth cylinders when the throttle opening is gradually increased over time with reference to the throttle opening at the first valve and the second valve. It is a graph to show.

Explanation of symbols

1 Motorcycle 2 Frame 2A Main frame 5 Handlebar 20 Multi-throttle device 21 First intake pipe 21B First valve (cable drive type throttle valve)
22 2nd intake pipe 22B 2nd valve (cable drive type throttle valve)
23 Third intake pipe 23B Third valve (motor-driven throttle valve)
24 4th intake pipe 24B 4th valve (motor drive type throttle valve)
25 first valve shaft 26 second valve shaft 31 first cylinder 32 second cylinder 33 third cylinder 34 fourth cylinder 40 first pulley 41 cable 41A tube 42 throttle grip 44 first TPS (first throttle position sensor)
46 ECU
50 Second pulley 51 DC motor 53 Third pulley 54 Belt 55 Second spring 57 Second TPS (second throttle position sensor)
E engine

Claims (6)

A throttle device installed in a multi-cylinder engine for driving a vehicle,
A motor-driven throttle valve that opens and closes an intake passage that guides air to the engine cylinder;
A motor that opens and closes the motor-driven throttle valve;
The motor is arranged such that its output shaft is parallel to a valve shaft that supports the motor-driven throttle valve, and the output shaft and the valve shaft are interlocked and connected via a belt. Throttle device. A cable-driven throttle valve that is provided corresponding to a cylinder other than the cylinder corresponding to the motor-driven throttle valve, and is supported by a valve shaft that is linked to a throttle operation unit via a cable;
A throttle position sensor for detecting the opening of the cable-driven throttle valve;
2. The throttle device according to claim 1, wherein the drive of the motor is controlled based on a detection signal given from the throttle position sensor. A parallel multi-cylinder engine in which each cylinder is arranged along the width direction of the vehicle body;
A motor and a motor-driven throttle valve driven by the motor, and a multi-throttle device that opens and closes each of a plurality of intake passages that guide air to each cylinder of the engine,
The motor of the multi-throttle device is arranged such that its output shaft is parallel to a valve shaft that supports the motor-driven throttle valve, and the output shaft and the valve shaft are linked and connected via a belt. A motorcycle characterized by being made. A cable-driven throttle valve that is provided corresponding to a cylinder other than the cylinder corresponding to the motor-driven throttle valve, and is supported by a valve shaft that is linked to a throttle operation unit via a cable;
A throttle position sensor for detecting the opening of the cable-driven throttle valve;
The motorcycle according to claim 3, further comprising: a control device that controls driving of the motor based on a detection signal given from the throttle position sensor.   The motor-driven throttle valve is disposed corresponding to the cylinder on the right side in the vehicle body width direction among the cylinders of the parallel multi-cylinder engine, and the cable-driven throttle valve is disposed in the vehicle body width direction among the cylinders. The motorcycle according to claim 4, wherein the motorcycle is arranged corresponding to the left cylinder. The throttle device is disposed between the left and right main frames, and the throttle position sensor is in the vicinity of the left end of the cable-driven throttle valve in the width direction of the vehicle body. The motorcycle according to claim 5, wherein the motorcycle is provided.

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