JP2007023980A - Intake air controller of engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make compatible fine opening control in one opening area for a second throttle valve and rapid opening control in the other opening area for the second throttle valve in an intake air controller of an engine having a first throttle valve and the second throttle valve positioned in series. <P>SOLUTION: In this intake air controller of the engine, the first throttle valve 3 and the second throttle valve 4 each of which can open and close an intake passage 2 are disposed in series in the intake passage 2 of the engine. An operation member 9 for manually operating the first throttle valve 3 is connected to the first throttle valve 3, and an actuator 21 drivingly opening and closing the second throttle valve 4 is connected to the second throttle valve 4 through a reduction gear train 20. The reduction gear train 20 is so formed that its reduction ratio can change according to the change of the opening of the second throttle valve 4. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  According to the present invention, a first throttle valve and a second throttle valve that can individually open and close the intake passage are arranged in series in an intake passage of an engine, and the first throttle valve is operated for manual operation. An engine intake valve is connected to the second throttle valve via a reduction gear train, and an actuator for automatically operating the actuator is connected to the second throttle valve. It is related with improvement of a control device.

Such an intake control device for an engine is already known as disclosed in Patent Document 1 below.
Japanese Patent Laid-Open No. 9-41994

  In the conventional intake control apparatus for such an engine, the reduction gear train is constituted by a constant speed gear, and the reduction ratio is set constant. For this reason, in a certain opening range of the second throttle valve, when the reduction ratio of the reduction gear train is set large so as to finely increase / decrease the opening degree, in the other opening range of the second throttle valve, However, even if it is required to give a quick change in opening, it cannot respond to it.

  The present invention has been made in view of such circumstances, and provides precise opening control in a certain opening range of the second throttle valve and rapid opening in another opening range of the second throttle valve. It is an object of the present invention to provide an intake control device for an engine that can be compatible with control.

  In order to achieve the above object, according to the present invention, a first throttle valve and a second throttle valve that can individually open and close the intake passage are arranged in series in an intake passage of an engine. An operation member for manually operating this is connected, and an actuator that opens and closes the second throttle valve is connected via a reduction gear train, and the actuator is controlled automatically to operate it. In the engine intake control device to which the means is connected, the first feature is that the reduction gear train is configured such that its reduction ratio changes in accordance with a change in the opening of the second throttle valve.

  The actuator and the control means correspond to a step motor 21 and an electronic control unit 30 in an embodiment of the present invention described later.

  According to the present invention, in addition to the first feature, the reduction gear train is configured such that a reduction ratio thereof decreases in accordance with closing of the second throttle valve from a fully opened position. In addition, a return spring that biases the valve in the valve closing direction is connected, and the valve is closed between the first throttle valve and the second throttle valve from the fully opened position of the second throttle valve to a predetermined intermediate opening position. Accordingly, a first idle control means for reducing the first idle opening applied to the first throttle valve in cooperation with the urging force of the return spring is disposed, and the control means causes the first idle control means to respond to an increase in engine temperature. A second feature is that the actuator is operated to close the two-throttle valve from the fully open position to a predetermined intermediate opening position.

  Furthermore, in the present invention, in addition to the second feature, the control means causes the actuator to be operated to close the second throttle valve in accordance with a spin state of a driving wheel of a vehicle. It is characterized by.

  According to the first feature of the present invention, by changing the speed reduction ratio of the reduction gear train in accordance with the change in the opening of the second throttle valve, the opening of the second throttle valve in a certain opening range is finely adjusted. It is possible to achieve both control and quick opening control in the other opening range of the second throttle valve. Therefore, when a different role is given to the second throttle valve, any role can be achieved as required by changing the reduction gear ratio of the reduction gear train in accordance with the role.

  According to the second feature of the present invention, the reduction ratio of the reduction gear train is relatively large in the region between the fully opened position of the second throttle valve and the intermediate opening position, and therefore the fully opened position of the second throttle valve. In the vicinity, the first idle opening degree of the first throttle valve can be finely controlled by the operation of the actuator.

  According to the third aspect of the present invention, the reduction ratio of the reduction gear train is relatively small between the intermediate opening position and the fully closed position of the second throttle valve. Can be quickly closed from the intermediate opening position, the engine output can be immediately suppressed, and the spin of the drive wheels can be suppressed quickly.

  Embodiments of the present invention will be described below on the basis of preferred embodiments of the present invention shown in the accompanying drawings.

  1 is a longitudinal plan view of an intake control device for an engine according to the present invention, FIG. 2 is a cross-sectional view taken along line 2-2 of FIG. 1 (showing a maximum first idle opening state of a first throttle valve), and FIG. 4 is a sectional view taken along line 4-4 of FIG. 1, FIG. 5 is a sectional view taken along line 5-5 of FIG. 4, and FIG. 6 is a first and second throttle at the end of warm-up operation of the engine. FIG. 7 is an operation explanatory diagram showing the state of the second throttle valve when the spin of the drive wheels of the vehicle is suppressed.

  1 to 3, reference numeral 1 denotes a throttle body attached to an engine (not shown) mounted on a vehicle such as a motorcycle. In the intake passage 2 connected to the intake port of the engine of the throttle body 1, a first throttle valve 3 is disposed on the downstream side along the intake air flow, and a second throttle valve 4 is disposed on the upstream side thereof. Each of the first and second throttle valves 3 and 4 is configured as a butterfly type, and the respective valve shafts 3a and 4a are rotatably supported on the throttle body 1, and the valve shafts 3a and 4a are individually reciprocally rotated. As a result, the first throttle valve 3 and the second throttle valve 4 can be individually opened and closed to open and close the intake passage 2. Hereinafter, the valve shaft 3a of the first throttle valve 3 is referred to as a first valve shaft 3a, and the valve shaft 4a of the second throttle valve 4 is referred to as a second valve shaft 4a.

  A fuel injection valve 5 (see FIG. 2) is attached to the throttle body 1, and the fuel injection valve 5 injects fuel from the intake passage 2 downstream of the first throttle valve 3 toward the intake port of the engine. It has become.

  As shown in FIGS. 1 and 3, a throttle drum 7 is fixed to one end of the first valve shaft 3a, and a first throttle sensor 8 for detecting the opening degree of the first throttle valve 3 is attached to the other end. Connected. An operation member 9 that is operated by a vehicle driver is connected to the throttle drum 7 via a pair of valve opening and valve closing wires 10 and 11. The first valve shaft 3a is rotatably supported at the base end of a driven arm 13 adjacent to the throttle drum 7, and the throttle drum 7 and the driven arm 13 can adjust their relative rotational positions. 14 to each other. The driven arm 13 is disposed so that the tip thereof extends toward the second valve shaft 4a, and a roller 13a is pivotally supported at the tip.

  A return spring 15 that biases the first throttle valve 3 in the valve closing direction is connected to the driven arm 13 or the throttle drum 7.

  The throttle body 1 is provided with an idle stopper bolt 12 that receives the stopper arm 7a extending from the throttle drum 7 and regulates the normal idle opening of the first throttle valve 3 in an adjustable manner.

  As shown in FIGS. 1 and 3 to 5, a first idle cam 17 is fixed to one end of the second valve shaft 4 a, and a second throttle valve 4 is detected at the other end. Two throttle sensors 18 are connected.

  When the second throttle valve 4 occupies the fully open position F (see FIG. 2), the first idle cam 17 pushes up the roller 13a at the tip of the driven arm 13 against the biasing force of the return spring 15, 1 The throttle valve 3 is opened to the maximum first idle opening position (see FIG. 2), and the second throttle valve 4 is moved from the fully opened position F to a predetermined intermediate opening position M (see FIG. 6). The first idle opening given to the first throttle valve 3 is reduced by cooperation with the urging force of the return spring 15. Thus, the first idle first idle cam 17 and the follower arm 13 constitute a first idle control means 19.

  As shown in FIGS. 4 and 5, a step motor 21 is connected to the other end of the second valve shaft 4 a via a reduction gear train 20. The step motor 21 is joined to the throttle body 1 and supported by a gear case 22 that houses the reduction gear train 20. The gear case 22 includes a case body 22a coupled to the throttle body 1 with bolts 23, and a case cover 22b joined to the open surface of the case body 22a with screws 24. The case body 22a and the case cover 22b The step motor 21 is sandwiched between them.

  The reduction gear train 20 is rotatably supported by the drive gear 25 fixed to the output shaft 21a of the step motor 21 and the case main body 22a and the case cover 22b and connected to the second valve shaft 4a. The driven gear 26 is driven. The drive gear 25 and the driven gear 26 are both non-constant speed gears such as elliptical gears or eccentric gears, and the effective radius of the drive gear 25 is minimum at the fully open position F of the second throttle valve 4. On the other hand, the effective radius of the driven gear 26 is maximum at the fully open position F of the second throttle valve 4 and minimum at the fully open position F. Therefore, the reduction ratio of the reduction gear train 20 is continuously reduced from the maximum value to the minimum value as the second throttle valve 4 shifts from the fully open position F to the fully closed position C (see FIG. 4). It will be.

  The driven gear 26 has a sector shape, and a fully open stopper 28 and a fully closed stopper 29 for restricting the fully open position F and the fully closed position C of the second throttle valve 4 by contacting the side surface and the other side surface of the driven gear 26 are the cases. Fixed to the inner wall of the main body 22a.

  As shown in FIG. 5, an electronic control unit 30 that controls the operation of the step motor 21 is connected to the step motor 21. The electronic control unit 30 includes a temperature sensor 31 that detects the engine temperature, the first and second sensors. Respective output signals of the throttle sensors 8 and 18 and the spin determination means 32 for determining the spin state of the driving wheel of the vehicle are input.

  Next, the operation of the first embodiment will be described.

  When the engine in the cold state is started, when the temperature sensor 31 sends a signal indicating the engine temperature to the electronic control unit 30, the electronic control unit 30 causes the second throttle valve 4 to be fully opened as shown in FIGS. The step motor 21 is reversed so as to open to the position F. As a result, the first idle cam 17 pushes up the roller 13a at the tip of the driven arm 13 to the maximum against the biasing force of the return spring 15, so that the first throttle valve 3 has the maximum first idle opening position. Open until. As a result, the engine can be started easily and warm-up operation can be started smoothly.

  When the warm-up operation is started, a signal indicating this is transmitted from the temperature sensor 31 to the electronic control unit 30 as the engine temperature rises. In response, the electronic control unit 30 causes the stepping motor 21 to rotate in the forward direction to reduce the reduction gear. Since the second throttle valve 4 starts to close from the fully open position F via the row 20 and the first idle cam 17 is retracted from the roller 13a of the driven arm 13 via the second valve shaft 4a, the driven arm 13 has the return spring 15 By following the first idle cam 17 with the urging force, the first throttle valve 3 decreases the first idle opening. Such a change in the first idle opening of the first throttle valve 3 is detected by the first throttle sensor 8 and fed back to the electronic control unit 30, so that the operation amount of the step motor 21 is appropriately controlled, The first idle opening of the first throttle valve 3 is adapted to the engine temperature.

  When the engine warm-up operation ends, as shown in FIG. 6, the idle stopper bolt 12 receives the stopper arm 7a of the throttle drum 7 and holds the first throttle valve 3 at the normal idle opening position. become.

  Incidentally, as described above, the reduction ratio of the reduction gear train 20 connecting the output shaft 21a of the step motor 21 and the second valve shaft 4a is such that the second throttle valve 4 shifts from the fully open position F to the fully closed position C. Accordingly, the reduction ratio is reduced from the maximum value to the minimum value, so that the reduction ratio is relatively large in the region from the fully open position F to the intermediate opening position M of the second throttle valve 4. Therefore, in the region from the fully open position F to the intermediate opening position M of the second throttle valve 4, the first throttle valve is rotated via the second valve shaft 4 a, the first idle cam 17 and the driven arm 13 by the rotation of the step motor 21. The first idle opening degree increase / decrease control 3 can be finely performed.

  Next, when the driver pulls the valve opening wire 10 with the operation member 9 for starting or accelerating the vehicle, the throttle drum 7 opens the first throttle valve 3 against the urging force of the return spring 15. The stopper arm 7a of the throttle drum 7 moves away from the idle stopper bolt 12. Therefore, the first throttle valve 3 can be opened regardless of the second throttle valve 4, and the engine output can be adjusted.

  At this time, if the driving wheel of the vehicle spins, the spin determination means 32 determines the state and sends the determination signal to the electronic control unit 30, so the electronic control unit 30 further corrects the step motor 21. The second throttle valve 4 is closed from the intermediate opening position M through the reduction gear train 20. By the way, in the region from the intermediate opening position M of the second throttle valve 4 to the fully open position F, the reduction ratio of the reduction gear train 20 is relatively small, so that the second throttle valve 4 is closed from the intermediate opening position M. Will be carried out promptly, thereby reducing the output of the engine immediately and accurately suppressing the spin of the drive wheels.

  In this way, by changing the reduction ratio of the reduction gear train 20 in accordance with the change in the opening of the second throttle valve 4, fine opening control in a certain opening range of the second throttle valve 4, 2. It is possible to achieve both rapid opening degree control in other opening ranges of the throttle valve 4. Accordingly, when the second throttle valve 4 is given different roles such as the first idle opening control of the first throttle valve 3 and the spin suppression of the drive wheel, the reduction ratio of the reduction gear train 20 is changed according to the role. Therefore, any role can be achieved as required.

  The present invention is not limited to the above embodiment, and various design changes can be made without departing from the scope of the invention. For example, depending on the role given to the second throttle valve 4, the reduction gear train 20 can be configured such that its reduction ratio increases in accordance with the closing of the second throttle valve 4 from the fully opened position.

1 is a longitudinal plan view of an intake control device for an engine according to the present invention. FIG. 2 is a cross-sectional view taken along line 2-2 of FIG. 1 (showing the maximum first idle opening state of the first throttle valve). FIG. 3 is a view taken in the direction of arrow 3 in FIG. 1. FIG. 4 is a sectional view taken along line 4-4 of FIG. FIG. 5 is a sectional view taken along line 5-5 of FIG. Explanatory drawing which shows the state of the 1st and 2nd throttle valve at the time of engine warm-up operation completion | finish. Explanatory drawing which shows the state of the 2nd throttle valve at the time of spin suppression of the driving wheel of a vehicle.

Explanation of symbols

2 ... Intake passage 3 ... First throttle valve 4 ... Second throttle valve 9 ... Operating member 15 ... Return spring 19 ... First idle Control means 20... Reduction gear train 21... Actuator (step motor)
30... Control means (electronic control unit)

Claims (3)

A first throttle valve (3) and a second throttle valve (4) capable of individually opening and closing the intake passage (2) are arranged in series with the intake passage (2) of the engine, and the first throttle valve (3) Is connected to an operating member (9) for manually operating it, and an actuator (21) for opening and closing the second throttle valve (4) is connected via a reduction gear train (20). In addition, in the engine intake control device, the actuator (21) is connected to control means (30) for automatically operating the actuator (21).
The engine intake control device according to claim 1, wherein the reduction gear train (20) is configured such that a reduction ratio thereof changes in accordance with a change in an opening degree of the second throttle valve (4). The intake control apparatus for an engine according to claim 1,
The reduction gear train (20) is configured such that its reduction ratio decreases in accordance with the closing of the second throttle valve (4) from the fully open position, and the first throttle valve (3) A return spring (15) energizing in the valve closing direction is connected, and a predetermined intermediate position is established between the first throttle valve (3) and the second throttle valve (4) from the fully opened position of the second throttle valve (4). First idle control means (30) for reducing the first idle opening degree given to the first throttle valve (3) in cooperation with the urging force of the return spring (15) in response to the closing to the opening position (M). ), And the control means (30) closes the second throttle valve (4) from the fully open position (F) to a predetermined intermediate opening position (M) in response to an increase in engine temperature. Actuate the actuator (21) Characterized in that there was Unishi, intake control device for an engine. The intake control apparatus for an engine according to claim 2,
The engine (21) is operated by the control means (30) to close the second throttle valve (4) in accordance with a spin state of a driving wheel of a vehicle. Intake control device.

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