JP2006017045A - Valve shaft link mechanism of multiple throttle body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent locking of a throttle valve, by independently increasing an air inflow quantity of a partial throttle valve, in a multiple throttle body. <P>SOLUTION: A first connecting member 19 is arranged on one end of a first shaft provided with throttle valves 11 and 12. A second connecting member 21 is arranged one one end of a second shaft provided with throttle valves 13 and 14 coaxially with the first shaft. The first and second connecting members 19 and 21 are respectively rotatably energized in the valve closing direction by first and second return springs 17 and 22. Motion in the valve closing direction of the second connecting member 21 is locked by an adjusting screw 18 of the first connecting member 19. A rigid spring 31 is arranged between the first and second connecting members 19 and 21, and the second connecting member is energized toward the first connecting member 19. The rigid spring 31 increases energizing force as the first and second connecting members 19 and 21 separate and contact. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a multiple throttle body used in an intake system of a multi-cylinder engine, and more particularly to a link mechanism for connecting valve shafts.

  In recent years, an electronically controlled throttle body that electronically controls the opening and closing of a throttle valve is often used particularly in four-wheeled vehicles and the like (see, for example, Patent Document 1). However, these electronically controlled throttle bodies individually control a single throttle valve and are not related to a multiple throttle body in which a plurality of throttle valves are mechanically linked.

On the other hand, for example, in a multi-cylinder engine of a motorcycle, a multiple throttle body is used, and in these multiple throttle bodies, opening and closing of all throttle valves are mechanically controlled in conjunction with manual operation of the accelerator. Yes. In other words, in a two-wheeled vehicle using a multiple throttle body, each throttle valve is always opened and closed mechanically synchronously, so when changing gears, the operator can determine the timing of clutch on / off and idling based on that feeling. It is necessary to control and synchronize the engine speed with the vehicle speed. Further, if the vehicle is downshifted during high speed driving, the engine brake may cause a rear tire lock phenomenon, which may impair driving stability, and the driver needs to perform fine on / off control of the clutch.
Japanese Patent No. 2974682

  In the multiple throttle body, the present invention makes it possible to independently increase the air inflow amount of some throttle bores, and to prevent the throttle valve from being locked due to the frictional resistance of the shaft in such a configuration. It is aimed.

  The multiple throttle valve link mechanism according to the present invention cooperates with the first connecting member provided at one end of the first shaft to which the rotational biasing force is applied in the closing direction, and in the closing direction. A second connecting member provided at one end of the second shaft to which a rotational biasing force is applied, and when the second shaft is locked, a force is applied from the first connecting member to the second connecting member to A lock release mechanism for releasing the lock is provided, and when the first shaft is rotated in the opening direction, a rotational force is transmitted from the first connecting member to the second connecting member, and the first and second shafts are integrally rotated. When the second shaft is rotated in the opening direction, only the second shaft is rotated without transmitting the rotational force from the second connecting member to the first connecting member.

  For example, the unlocking mechanism includes an elastic member, and the elastic member applies an urging force to the first and second connecting members so that the phases of the first and second shafts coincide with each other. At this time, the elastic member is preferably a torsion spring, and one end of the torsion spring is engaged with the first connecting member, and the other end is engaged with the second connecting member. Further, the biasing force by the elastic member is smaller than the rotational biasing force applied to the first shaft in the closing direction.

  The lock release mechanism is, for example, a kicking mechanism. At this time, it is preferable that the kicking mechanism is configured by a restricting unit that restricts a relative rotational movement between the first and second connecting members to a predetermined range. The restricting means includes, for example, a pin provided on one side of the first or second connecting member and a locking means provided on the other side to engage with the pin and restrict the relative movement. The locking means is, for example, an arc-shaped notch having a predetermined length.

  As described above, according to the present invention, in the multiple throttle body, the air inflow amount of some throttle valves can be independently increased, and in such a configuration, the throttle valve due to the frictional resistance of the shaft Can be prevented, so that safer driving is possible.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic perspective view of a quadruple throttle body according to the first embodiment of the present invention.

  The quadruple throttle body 10 of the first embodiment includes four throttle valves 11 to 14, and each throttle valve 11 to 14 is rotatable around an axis X. The throttle valves 11 and 12 are both fixed to the first shaft 15, and are rotated at the same opening degree in the throttle body (not shown) when the first shaft 15 rotates.

  A throttle lever 16 is connected to one end of the first shaft 15, and the first shaft 15 is urged to rotate in the A direction (the direction in which the valve is closed) by the first return spring 17. One end of an accelerator wire W is attached to the throttle lever 16, and the other end is connected to an accelerator grip G operated by, for example, a motorcycle operator. That is, when the operator rotates the accelerator grip G in the direction to open the throttle, the accelerator wire W is pulled, and the throttle lever 16 is rotated in the direction opposite to the A direction (direction in which the valve is opened). As a result, the first shaft 15 and the throttle valves 11 and 12 (first throttle valve) fixed thereto are rotated and opened in the direction opposite to the A direction. On the other hand, when the operator returns the accelerator grip G, the throttle lever 16 and the first shaft 15 are rotated in the A direction by the urging force of the first return spring 17, and the throttle valves 11 and 12 are also moved in the A direction (valve). In the closing direction).

  A first connecting member 19 to which an adjusting screw 18 is attached is attached to the other end of the first shaft 15 (the end opposite to the end to which the throttle lever 16 is attached). The first connecting member 19 engages with the second connecting member 21 attached to one end of the second shaft 20 via the adjusting screw 18 and links the valve shafts in the multiple throttle valve. The mechanism 30 is configured. In FIG. 1, only the outline of the link mechanism 30 is shown, and details thereof will be described later.

  Throttle valves 13 and 14 (second throttle valves) are fixed to the second shaft 20, and when the second shaft 20 rotates, the throttle valves 13 and 14 have the same opening in each throttle body (not shown). Is rotated. The second shaft 20 is urged to rotate in the A direction by the second return spring 22, whereby the second connecting member 21 is brought into contact with and pressed against the tip of the adjustment screw 18. The opening degree of the throttle valves 13 and 14 is synchronized with the throttle valves 11 and 12 by adjusting the protruding amount of the adjusting screw 18 from the first connecting member 19.

  A third connecting member 23 is attached to the other end of the second shaft 20, and the third connecting member is engaged with a fourth connecting member 25 via an adjusting screw 24 to form a conventionally known link mechanism. . That is, an adjustment screw 24 is screwed to the fourth connecting member 25, and the third connecting member 23 is brought into contact with and pressed against the tip of the adjusting screw 24 by the urging force in the direction A by the second return spring 22. This constitutes a conventionally known second connecting portion. As is conventionally known, the angle between the third connecting member 23 and the fourth connecting member 25 is adjusted by adjusting the amount of protrusion of the adjusting screw 24 from the fourth connecting member 25.

  The fourth connecting member 25 is attached to one end of the drive shaft 26, and a sector gear 27 is attached to the other end of the drive shaft 26. The sector gear 27 meshes with a pinion 28 fixed to the shaft of a motor (for example, a step motor) M, and is rotated around the X axis in accordance with the rotation of the motor M. That is, the throttle valves 13 and 14 fixed to the second shaft 20 can be rotated by the rotation of the motor M.

  Next, the basic operation of the quadruple throttle body 10 of the first embodiment (operation common to the embodiments) will be described. In a normal driving state, the throttle valves 11 to 14 are mechanically driven in conjunction with the operation of the accelerator grip G by the operator. That is, when the accelerator grip G is rotated in the direction to open the throttle, the accelerator wire W is pulled, and the throttle lever 16 is rotated against the urging force of the first return spring 17. Thereby, the throttle valves 11 and 12 are rotated in the direction opposite to the A direction. At this time, the second connecting member 21 is pressed against the adjusting screw 18 of the first connecting member 19 and rotated against the urging force of the second return spring 22. Accordingly, the throttle valves 13 and 14 are also rotated in the direction opposite to the A direction in synchronization with the throttle valves 11 and 12. That is, in a normal operation state, the throttle valves 11 to 14 are operated in the same manner as a conventional quadruple throttle valve.

  At this time, the motor M is not driven, and the fourth connecting member 25 is fixed at a position corresponding to, for example, an idle opening. That is, when the throttle valves 13 and 14 are rotated in the direction opposite to the A direction by the operation of the accelerator grip G, the third connecting member 23 is rotated away from the adjusting screw 24 of the fourth connecting member 25. .

  When the accelerator grip G is returned, the throttle valves 11 and 12 are rotated in the A direction by the rotational biasing force of the first return spring 17, and accordingly, the throttle valves 13 and 14 are also rotated by the second return spring 22. It is rotated in the A direction by the urging force. Thereby, each throttle valve 11-14 is returned to an idle opening, for example.

  On the other hand, for example, (1) At the time of a gear change in a state where the vehicle speed does not change (for example, when shifting down to 2nd speed (7000 rpm) while maintaining the vehicle speed at 3rd speed (5000 rpm)), (2) First idling (FID) ) (For example, when the idling engine speed is increased in the cold state), (3) in cases other than the normal operation state such as when the HC countermeasure is taken by the opener effect including the dashpot effect, the throttle valves 13 and 14 are On the other hand, electronic control driving is executed.

  That is, in the electronic control of the throttle valve of the present embodiment, the throttle valves 13 and 14 are operated by the motor M even when the accelerator grip G is returned to, for example, the idle opening degree in the operating states (1) to (3). Is rotated against the second return spring 22 in the direction opposite to the A direction and opened. At this time, the throttle valves 11 and 12 are maintained at, for example, an idle opening, and the second connecting member 21 is rotated away from the adjusting screw 18 of the first connecting member 19. For example, in the driving state (1), when the clutch is turned off and shifted down, the motor M is driven and the throttle valve is driven even when the opening degree of the throttle valves 11 and 12 is maintained or closed. The opening degree of 13 and 14 is enlarged. Accordingly, for example, even when the gear is shifted down from the third speed to the second speed, the engine speed is increased from 5000 rpm to 7000 rpm, and the rear tire locking phenomenon can be prevented.

  As described above, in the multiple throttle body of the present embodiment, in the normal operation state, the throttle valve can be freely opened and closed including the fully closed state while controlling the opening and closing of all the throttle valves mechanically (manually). If the throttle valve is mechanically set, the remaining throttle valve opening can be further opened using electronic control while maintaining some throttle valves (for example, half of all throttle valves) at the opening. it can. As a result, it is possible to electronically control the running stability at the time of the gear change without the driver performing idling or clutch control at the time of the gear change. In addition, it is possible to sufficiently secure the inflow air flow rate by using electronic control even at the time of first idling or HC countermeasures using the opener effect. Furthermore, according to the configuration of the present embodiment, the above-described operation can be realized with a simple and small configuration without greatly changing the configuration of the conventional multiple throttle valve, and a great advantage can be obtained in terms of cost.

  However, in the above configuration, if the sliding resistance of the shaft is large, there is a possibility that the throttle valve is locked in an open state. In particular, when the second shaft 20 is locked, in the above configuration, only the torque of the second return spring 22 acts on the return of the second shaft 20, so that the throttle valves 13 and 14 may be fixed while being opened. In order to solve such a problem, it is conceivable that the torque of the second return spring 22 is set large in advance. However, the increase in the torque of the second return spring 22 is caused by the acceleration grip force (the first and second return springs). Torque sum). Further, when only the second return spring 22 is increased in accordance with the sliding resistance of the second shaft 20, there is a problem that the overall torque balance is deteriorated.

  From the above, the link mechanism 30 of this embodiment includes a structure for solving such a problem, as will be described below. Hereinafter, the link mechanism 30 in the first embodiment will be described with reference to FIGS. 2 and 3.

  FIG. 2 is a schematic side view of the link mechanism 30. In FIG. 2A, the first shaft 15 and the second shaft 20 are in the same phase, and all the throttle valves 11 to 14 are closed. Indicates. On the other hand, FIG. 2B shows a state in which only the throttle valves 13 and 14 provided on the second shaft 20 are opened and the throttle valves 11 and 12 provided on the first shaft 15 are closed. .

  2A and 2B, the first connecting member 19 connected to the first shaft 15 is drawn with a broken line, and the second connecting member 21 connected to the second shaft 20 is shown with a solid line. . Between the 1st and 2nd connection members 19 and 21, the urging | biasing which urges | biases the 2nd connection member 21 toward the 1st connection member 19 so that the 1st and 2nd shafts 15 and 20 may be in the same phase. Means are interposed. In other words, the urging means acts to bring the second connecting member 21 into contact with the adjusting screw 18 provided on the first connecting member 19. For example, a rigid spring 31 is used as the biasing means. In FIG. 2, only the positions of the throttle valves 13 and 14 in the intake passage are shown.

  As shown in FIG. 2, the rigid spring 31 is a torsion spring arranged to wind around an extended first or second shaft (not shown), and one end of the rigid spring 31 is a first connecting member. The other end is locked to the second connecting member 21. The rigid spring 31 is twisted as the phase of the second shaft 20 deviates from the phase of the first shaft 15 in the valve opening direction (B direction), that is, as the second connecting member 21 moves away from the adjusting screw 18. The second connecting member 21 is urged to rotate relatively toward the adjustment screw 18 so that the first and second shafts 15 and 20 return to the same phase.

  FIG. 3 is a conceptual diagram for explaining the operation principle of the link mechanism 30 shown in FIG. In the configuration of the link mechanism 30 of the present embodiment, the first connecting member 19 is closed in the valve closing direction (A) around the first shaft 15 by the action of the first return spring 17 attached to the throttle body S that is a fixed portion. The second connecting member 21 is also rotated in the valve closing direction (A direction) around the second shaft 20 by the action of the second return spring 22 attached to the throttle body S that is a fixed portion. Be energized. Further, a rigid spring 31 is interposed between the first and second connecting members 19 and 21 so as to maintain a predetermined arrangement (same phase) between the first and second connecting members 19 and 21. A biasing force is given.

  For example, when the first shaft 15 is rotated in the opening direction (B direction) by operating the accelerator grip G, the second connecting member 21 is pushed by the adjusting screw 18 screwed to the first connecting member 19. Then, the first and second connecting members 19 and 21 are integrally rotated. Accordingly, the first and second shafts 15 and 20, that is, the throttle valves 11 to 14 are rotated in the valve opening direction while maintaining the same phase. When the accelerator grip G is returned, the first and second connecting members 19 and 21 are integrally rotated in the valve closing direction (A direction) by the action of the first and second return springs 17 and 22. The

  On the other hand, when the accelerator grip G is returned, the sliding friction force with the bearing of the second shaft 20 becomes larger than the rotational biasing force of the second return spring 22 and the second shaft 20 is locked. Only the first connecting member 19 is rotated in the valve closing direction by the action of the first return spring 17. When the first connecting member 19 is separated from the second connecting member 21, the rigid spring 31 acts, and not only the urging force of the second return spring 17 but also the urging force of the rigid spring 31 is applied to the second connecting member 21. Works. While the second shaft 20 is locked, the force of the second return spring acting on the second connecting member 21 is constant, but the force of the rigid spring 31 is between the first and second connecting members 19, 21. Increases as the opening of the increases. Therefore, when the first connecting member 19 rotates in the valve closing direction by a certain angle, the total force of the second return spring 22 and the rigid spring 31 exceeds the sliding frictional force of the second shaft 20, and the second shaft 20 is locked. Canceled.

  Further, when electronic drive control using the motor M is performed, the second connecting member 21 resists the resultant force of the second return spring 22 and the rigid spring 31 by the rotational force of the motor M, and the first connecting member 21 It is separated from the member 19 and rotated in the valve opening direction (B direction). At this time, the position of the first connecting member is maintained by the force of the second return spring 17. That is, the spring force of the rigid spring 31 is smaller than the spring force of the first return spring 17 in the range where the second connecting member 21 is rotated by this control.

  As described above, according to the first embodiment, even when the second shaft is locked, the lock can be released by the action of the rigid spring, and the reliability in the closing direction of the throttle valve can be improved. . Further, since the rigid spring acts only between the first and second connecting members, it does not affect the accelerator grip force and does not impair the hand feeling in the operation of the accelerator. Furthermore, the balance of the spring force of the first and second return springs is not affected.

  Next, the link mechanism of the second embodiment will be described with reference to FIG. 4A shows a state in which all the throttle valves 11 to 14 are closed, and FIG. 4B shows a state in which, after all the throttle valves 11 to 14 are opened once by the operation of the accelerator grip G, for example. 2 shows a state where the shaft 20 is locked and only the first connecting member is returned to the valve closing direction by a constant angle (θ). In addition, in 2nd Embodiment, except the structure of a link mechanism, it is the same as that of 1st Embodiment, The description is abbreviate | omitted.

  In the link mechanism 30 of the first embodiment, the rigid spring 31 is interposed between the first and second connecting members 19 and 21 to cope with the locking of the second shaft 20, but the link of the second embodiment. The mechanism 40 employs a kicking method instead of the rigid spring 31.

  As shown in FIG. 4A and FIG. 4B, the second connecting member 42 has a circle along the axis at a predetermined distance from the axis X (see FIG. 1) of the second shaft 20. An arcuate notch (or opening) 43 is provided over a predetermined angle. Further, the first connecting member 41 is provided with a pin 44 parallel to the axis X at a position away from the axis X by a predetermined distance. The pin 44 is slidably inserted into the notch 43, and the relative movement between the notch 43 and the pin 44 is restricted by the pins 44 coming into contact with the ends of the notch 43 at both ends of the notch 43. The That is, the pin 44 and the notch 43 provide a mechanism for restricting relative rotation between the first and second connecting members 19 and 21 within a certain range. The configurations of the first and second connecting members 41 and 42 are the same as the first and second connecting members 19 and 21 of the first embodiment except for the configuration related to the notch 43 and the pin 44.

  That is, in the link mechanism 40 of the second embodiment, the relative rotation of the second connecting member 42 with respect to the first connecting member 41 is defined by the length of the arc-shaped cutout 43 and the thickness of the pin 44. Since the second connecting member 42 is restricted from rotating in the A direction with respect to the first connecting member 41 by the adjusting screw 18, the rotation in the A direction is actually controlled by the adjusting screw 18, and the notch The position of the end portion on the B direction side of 43 is determined within a range that does not hinder the adjustment function of the adjusting screw 18. That is, as shown in FIG. 4A, when the second connecting member 42 is in contact with the adjusting screw 18 of the first connecting member 41 (when the first and second shafts 15 and 20 are in phase). The pin 44 is adjacent to or abuts on the end of the arcuate cutout 43 in the B direction.

  On the other hand, the rotation of the second connecting member 42 in the B direction relative to the first connecting member is caused by the engagement between the pin 44 and the end of the notch 43 in the A direction, as shown in FIG. Be regulated. The movable range (angle θ) of the second connecting member 42 realized by these mechanisms with respect to the first connecting member 41 is determined by electronic drive control with the throttle valves 11 and 12 provided on the first shaft 15 closed. It is set corresponding to the angle range for opening the throttle valves 13 and 14 provided on the second shaft 20.

  For example, when all the throttle valves 11 to 14 are once opened to the angle θ or more by the operation of the accelerator grip G, and then only the second shaft 20 is locked, when the accelerator grip G is returned, the first connecting member 41 Only the valve is rotated in the direction of closing the valve (direction A). When the first connecting member 41 is returned in the valve closing direction (A direction) over the angle (θ) from the position where the second connecting member 42 is locked, the pin 44 is notched as shown in FIG. It engages with the end of 43 in the A direction. As a result, a force in the A direction is applied from the pin 44 to the second connecting member 42, the lock of the second shaft 20 is released, and the second shaft 20, that is, the throttle valves 13, 14 is closed again in the normal manner. The valve is rotated in the valve direction (direction A) (kicking mechanism), and the first and second connecting portions 41 and 42 are integrally rotated again.

  As described above, according to the second embodiment, when the second shaft is locked, the lock can be released by the kicking action by the pin, and the reliability in the closing direction of the throttle valve can be improved. Also in the configuration of the present embodiment, the accelerator grip force is not affected, and the balance of the spring force of the first and second return springs is not affected.

  In the second embodiment, the pin is provided in the first connecting member and the notch is provided in the second connecting member. However, the pin may be provided in the second connecting member and the notch may be provided in the first connecting member. It is. Further, when the phase difference between the first and second shafts reaches a range exceeding the maximum rotation angle at which the throttle valve of the second shaft can be rotated with the throttle valve of the first shaft closed. Any configuration may be used as long as a force can be applied from the first coupling member to the locked second coupling member, and the configuration is not limited to that of the present embodiment.

  Next, with reference to FIG. 5, the link mechanism of 3rd Embodiment is demonstrated. The link mechanism of the third embodiment is a combination of the link mechanisms of the first and second embodiments. That is, the link mechanism of the third embodiment includes a rigid spring and a kicking mechanism.

  That is, in the link mechanism 50 of the third embodiment, the pin 44 is press-fitted into the hole 45 provided in the first connecting member 19, and the second connecting member 21 has an arcuate notch that cooperates with the pin 44. 43 is provided. In addition, a rigid spring 31 is interposed between the first and second connecting members 19 and 21, and the second connecting member 21 is configured so that the first and second shafts are in phase. It is relatively biased toward 19.

  As described above, according to the third embodiment, an effect obtained by combining the first and second embodiments can be obtained.

  In the present embodiment, a four-unit multiple throttle body has been described as an example, but any number of two or more multiple-type throttle bodies may be used. In the present embodiment, two throttle valves, which are half of the four stations, can be electronically controlled. However, the ratio is not limited to ½. In the present embodiment, a motor is used as an electrical drive source, but an actuator other than a motor may be used as the drive source. For example, a linear actuator or the like can be used using a rack or the like.

1 is a perspective view of a quadruple throttle body according to a first embodiment of the present invention. It is a typical side view in the surface perpendicular | vertical to the axis | shaft X of the link mechanism of 1st Embodiment. It is a conceptual diagram for demonstrating the operation principle of the link mechanism shown by FIG. It is a typical side view in the surface perpendicular | vertical to the axis | shaft X of the link mechanism of 2nd Embodiment. It is typical sectional drawing in the surface along the axis | shaft X of the link mechanism of 3rd Embodiment.

Explanation of symbols

11, 12, 13, 14 Throttle valve 15 1st shaft 20 2nd shaft 19, 41 1st connection member 21, 42 2nd connection member 30, 40, 50 Link mechanism 31 Rigid spring 43 Arc-shaped notch 44 Pin

Claims (9)

A first connecting member provided at one end of the first shaft to which a rotational biasing force is applied in the closing direction;
A second connecting member provided at one end of a second shaft that cooperates with the first connecting member and is provided with a rotational biasing force in the closing direction;
When the second shaft is locked, the first connecting member is provided with a lock releasing mechanism that applies a force to the second connecting member to release the lock of the second shaft,
When the first shaft is rotated in the opening direction, a rotational force is transmitted from the first connecting member to the second connecting member, whereby the first and second shafts are integrally rotated, and the second shaft is rotated. A link mechanism for a multiple throttle valve, wherein when rotating in the opening direction, only the second shaft is rotated without transmitting a rotational force from the second connecting member to the first connecting member.   The lock release mechanism includes an elastic member, and the elastic member applies an urging force to the first and second connecting members so that the phases of the first and second shafts coincide with each other. The link mechanism described.   The link according to claim 2, wherein the elastic member is a torsion spring, and one end of the torsion spring is engaged with the first connecting member, and the other end is engaged with the second connecting member. mechanism.   The link mechanism according to claim 2, wherein an urging force by the elastic member is smaller than a rotating urging force in a closing direction applied to the first shaft.   The link mechanism according to claim 1, wherein the unlocking mechanism is a kicking mechanism.   The link mechanism according to claim 5, wherein the kicking mechanism is configured by a restricting unit that restricts a relative rotational movement between the first and second connecting members within a predetermined range.   The restricting means includes a pin provided on one of the first or second connecting members, and a locking means provided on the other and engaging the pin to restrict the relative movement. The link mechanism according to claim 6.   The link mechanism according to claim 7, wherein the locking means is an arc-shaped notch having a predetermined length. A multiple throttle valve using the link mechanism according to any one of claims 1 to 8.

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