JP2009103022A - Multiple throttle device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a multiple throttle device capable of appropriately maintaining the positions of a plurality of throttle shafts rotatably supported to throttle bodies. <P>SOLUTION: A gear case 11 enclosing a motor 15 and the first to sixth gears 41-46 is arranged in specifications to appropriately secure the rigidity in a Y-axis direction of a gear peripheral part which is most important in driving the first throttle shaft 21 and second throttle shaft 22. The mesh of the gears is thereby maintained appropriately. The rigidity of a first bracket 71 and a second bracket 72 is made lower than the rigidity of the gear case 11. In such a manner, no stress is applied to the first and second throttle shafts 21, 22. The mutual connection of other components is carried out all by clamping in an X-axis direction. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a multiple throttle device that is connected to an intake port of an engine and controls the amount of air supplied to the intake port, and more particularly to a multiple throttle device connected to a V-type engine having four or more cylinders.

  In a vehicle engine, as the displacement increases, a V-type engine is often adopted from the viewpoints of vibration countermeasures, miniaturization, and weight reduction.

  When the engine body becomes compact, there is a growing demand for downsizing and low vibration of each equipment that is mounted on the engine body. Of these, the throttle device occupies a large weight.

  In order to prevent vibrations in the throttle device, the assembly of parts with higher accuracy is required. In addition, since the throttle device is composed of many parts, there are many vibration factors, and various techniques have been introduced to prevent vibrations of a part from being transmitted to other parts as well as countermeasures against vibration of each part. Further, when distortion occurs in the assembly of parts, idling cannot be properly performed, and idling may become unstable. Naturally, vibration may occur even in a region where the engine speed is low, and idling may be similarly unstable.

  Therefore, as a technique for countermeasures against vibration and idling stabilization, for example, in a throttle device in which an electric motor drives a throttle valve, there is a technique in which a dynamic damper, which is a damping means, is attached to the throttle valve (see Patent Document 1). .

  Further, in the throttle body which is disposed so as to be paired with each other at two positions spaced apart in the direction orthogonal to the rotation axis of the throttle valve of the throttle body, the two throttle bodies are connected by two connecting members. There is a connected throttle device (see Patent Document 2). In this throttle device, these connecting members ensure sufficient connection strength between the throttle bodies.

Furthermore, there is a technique in which screw fastening, which is one of the causes of distortion, is reduced by a configuration in which two throttle bodies are integrated (see Patent Document 3).
JP 2006-328960 A JP 2001-115931 A JP 2000-97054 A

  By the way, in the technique disclosed in Patent Document 1, there are problems such as an increase in the number of parts and a cost associated therewith, an increase in the number of mounting steps, and a limitation on a mounting space. In reality, it is difficult to adopt, and another technique is required. It was.

  Further, the technique disclosed in Patent Document 2 has a problem that when it is applied to a throttle device mounted on a V-type four-cylinder engine or more, distortion tends to occur and the arrangement of the throttle shaft cannot be accurately maintained.

  Further, the technique disclosed in Patent Document 3 is a throttle device mounted on an in-line engine, and is applied to a throttle device mounted on a V-type engine in which the distance between the cylinders is far from that of the in-line engine. There was a problem that was difficult.

  In view of the above problems, an object of the present invention is to provide a multiple throttle device capable of appropriately maintaining the positions of a plurality of throttle shafts rotatably supported by a throttle body.

The device according to the present invention relates to a multiple throttle device. This device is disposed between two throttle shafts that are rotatably supported by two or more throttle bodies and a throttle body that supports the same throttle shaft. A driving force transmitting means for transmitting to the shaft; a driving force transmitting means housing case for housing the driving force transmitting means therein and connecting two throttle bodies supporting different throttle shafts; and an axial direction of the throttle shaft And fixing means for maintaining the relative position of the two throttle shafts.
Further, the radial position of the throttle shaft is regulated by the driving force transmission means storage case.
Further, the rigidity of the fixing means is lower than the rigidity of the driving force transmission means storage case.
The fixing means is parallel to the throttle shaft and is connected to two throttle bodies that support the same throttle shaft, and an axial direction of the throttle shaft on a side surface of the throttle body The two throttle bodies that support the same throttle shaft are opposed to both outer ends of the throttle body connecting portions. The connecting pipe is fixed so as to be sandwiched by the force to be applied.

  ADVANTAGE OF THE INVENTION According to this invention, the multiple throttle apparatus which can maintain appropriately the position of the throttle shaft rotatably supported by the throttle body is realizable.

  Next, the best mode for carrying out the present invention (hereinafter simply referred to as “embodiment”) will be specifically described with reference to the drawings.

  FIG. 1 is a top perspective view of a throttle device 10 according to the present embodiment. FIG. 2 is a plan view of the throttle device 10. 2, for the sake of convenience, the left-right direction is the X-axis direction (right is the positive direction), the vertical direction is the Y-axis direction (upward is the positive direction), and the depth direction is the Z-axis direction (front is the positive direction). Moreover, in FIG. 1, since it is a perspective view from the left side, the description of the Z axis is omitted.

  The throttle device 10 is multi-connected, and more specifically, is a 4-connected throttle device 10 attached to a four-cylinder V-type engine (not shown) of a motorcycle.

  The throttle device 10 has four throttle bodies, and has four throttle bodies of first to fourth throttle bodies 20a to 20d. Hereinafter, when the first to fourth throttle bodies 20a to 20d are not distinguished, they are simply referred to as the throttle body 20. The first to fourth throttle bodies 20a to 20d include first to fourth throttle valves 23a to 23d, respectively.

  In the figure, the first throttle body 20a is arranged at the lower left, the second throttle body 20b is arranged at the upper left, the third throttle body 20c is arranged at the lower right, and the fourth throttle body 20d is arranged at the upper right.

  The throttle device 10 includes a first throttle shaft 21 and a second throttle shaft 22 arranged so as to extend in parallel in the vertical direction and in the lateral direction (X-axis direction) as shown in the figure. The first throttle shaft 21 is rotatably supported by the first throttle body 20a and the third throttle body 20c. Similarly, the second throttle shaft 22 is rotatably supported by the second throttle body 20b and the fourth throttle body 20d.

  The first throttle valve 23 a of the first throttle body 20 a and the third throttle valve 23 c of the third throttle body 20 c are attached to the first throttle shaft 21. With this configuration, the first throttle valve 23a and the third throttle valve 23c open and close as the first throttle shaft 21 rotates. Similarly, the second throttle valve 23b of the second throttle body 20b and the fourth throttle valve 23d of the fourth throttle body 20d are attached to the second throttle shaft 22. With this configuration, the second throttle valve 23b and the fourth throttle valve 23d open and close as the second throttle shaft 22 rotates.

  The third throttle body 20c and the fourth throttle body 20d are integrally connected by a driving force transmission means storage case (gear case) 11. As shown in FIG. 3, a motor 15 for driving the first throttle shaft 21 and the second throttle shaft 22 is disposed inside the gear case 11, and the driving force of the motor 15 is applied to the first throttle shaft 21. The first to third gears 41 to 43 to be transmitted and the fourth to sixth gears 44 to 46 to be transmitted to the second throttle shaft 22 are provided. The fourth gear 44 is not shown because it is hidden by the motor 15. The gear case 11 is, for example, an aluminum die-cast part, has sufficient strength, and appropriately secures the rigidity in the lateral direction (Y-axis direction) of the first and second throttle shafts 21 and 22. Thus, the first throttle shaft 21 and the second throttle shaft 22 are maintained in parallel at a predetermined interval. In other words, the rigidity of the gear case 11 restricts the positions of the first and second throttle shafts 21 and 22 in the direction perpendicular to the axial direction (radial direction). The gear case 11 houses the first gear 41 to the sixth gear 46, which are the most important parts for accurately rotating the first and second throttle shafts 21 and 22, and therefore the gear case 11 Has the highest rigidity compared to other components.

  Returning to FIGS. 1 and 2, a gear cover 12 having a convex motor housing portion 13 is attached to the gear case 11 as shown in the drawing. Further, the gear cover 12 is formed with a first shaft hole 31 and a second shaft hole 32, and the first throttle shaft 21 extends from the first shaft hole 31, A second throttle shaft 22 extends from the second shaft hole 32.

  The first throttle body 20a and the third throttle body 20c are connected by a first connecting pipe 73 and a second connecting pipe 74 that extend in the X-axis direction, respectively. Specifically, a central upper connecting portion 90a extending in the X-axis direction is provided on the upper side surface of the first throttle body 20a in the drawing, and the outer side surface (lower side in the drawing) is provided in the X-axis direction. An extending outer connecting portion 92a is provided. Similarly, the third throttle body 20c is provided with a central upper connecting portion 90c extending in the X-axis direction on the upper side surface in the drawing, and on the outer side surface (lower side in the drawing) in the X-axis direction. An outer connecting portion 92c extending in the direction is provided.

  The outer connecting portion 92a of the first throttle body 20a and the outer connecting portion 92c of the third throttle body 20c are connected to the first connecting pipe 73 at the inner ends. More specifically, both ends of the right outer connecting portion 92c in FIG. 2 are open, and the inside is hollow. On the other hand, screw holes (internal threads) into which the first and third lateral mounting screws 82a and 82c can be screwed are formed at both ends of the left outer connecting portion 92a. Then, in a state where the first connecting pipe 73 is sandwiched between the two outer connecting portions 92a and 92c, a third lateral mounting screw which is a long screw is provided from the right end opening of the outer connecting portion 92c of the third throttle body 20c. 82c is inserted and tightened up to the screw hole of the outer connecting portion 92a of the first throttle body 20a. On the other hand, a first lateral mounting screw 82a is screwed into a screw hole formed at the end of the first throttle body 20a opposite to the outer connecting portion 92a. With this configuration, the force acting on the outer connecting portion 92a of the first throttle body 20a by the screwing of the first and third lateral mounting screws 82a and 82c is offset. In addition, the attachment structure of the 2nd and 3rd connection pipes 74 and 75 mentioned later is the same as that of the attachment structure of the 1st connection pipe 73 in principle.

  Furthermore, the central upper connecting portion 90a of the first throttle body 20a and the central upper connecting portion 90c of the third throttle body 20c are connected to the second connecting pipe 74 at the inner ends. More specifically, both ends of the central upper connecting portion 90c of the third throttle body 20c are open, and the inside is hollow. On the other hand, screw holes (female screws) into which the first right mounting screw 81a and the third right mounting screw 81c can be screwed are formed at both ends of the central upper connecting portion 90a of the first throttle body 20a. Then, in a state where the second connecting pipe 74 is sandwiched between the two center upper connecting portions 90a and 90c, a third screw which is a long screw is provided from the right end opening of the center upper connecting portion 90c of the third throttle body 20c. The right mounting screw 81c is inserted and tightened up to the screw hole of the central upper connecting portion 90a of the first throttle body 20a. At this time, a second bracket 72 described later is sandwiched between the central upper connecting portion 90c and the third right mounting screw 81c. On the other hand, in the screw hole formed on the opposite end (left side) of the central upper connecting portion 90a of the first throttle body 20a, the third left mounting is performed with the first bracket 71 described later interposed therebetween. A screw 80c is screwed. With this configuration, the force acting by screwing the third left mounting screw 80c and the third right mounting screw 81c to the central upper connecting portion 90a of the first throttle body 20a is offset.

  Similarly, the second throttle body 20b and the fourth throttle body 20d are connected by a third connecting pipe 75 and a fourth connecting pipe 76 that extend in the X-axis direction, respectively. More specifically, a central upper connecting portion 90b extending in the X-axis direction is provided on the lower side surface of the second throttle body 20b in the drawing, and the X-axis direction is provided on the outer side surface (upper side in the drawing). An outer connecting portion 92b extending in the direction is provided. Similarly, the fourth throttle body 20d is provided with a central upper connecting portion 90d extending in the X-axis direction on the upper side surface in the drawing, and on the outer side surface (upper side in the drawing) in the X-axis direction. An extended outer connecting portion 92d is provided.

  The central upper connecting portion 90b of the second throttle body 20b and the central upper connecting portion 90d of the fourth throttle body 20d are connected to the third connecting pipe 75 at the respective inner ends. More specifically, both ends of the central upper connecting portion 90d of the fourth throttle body 20d are open, and the inside is hollow. On the other hand, screw holes (female screws) into which the fourth left mounting screw 80d and the fourth right mounting screw 81d can be screwed are formed at both ends of the central upper connecting portion 90b of the second throttle body 20b. Then, in a state where the third connecting pipe 75 is sandwiched between the two center upper connecting portions 90b and 90d, a fourth screw that is a long screw extends from the right end opening of the center upper connecting portion 90d of the fourth throttle body 20d. The right mounting screw 81d is inserted and tightened up to the screw hole of the central upper connecting portion 90b of the second throttle body 20b. At this time, the second bracket 72 is sandwiched between the central upper connecting portion 90d and the fourth right mounting screw 81d. On the other hand, a fourth left mounting screw 80d with the first bracket 71 sandwiched in the screw hole formed on the opposite (left) end of the central upper connecting portion 90b of the second throttle body 20b. Is screwed. With this configuration, the force acting by screwing the fourth left mounting screw 80d and the fourth left mounting screw 80d to the central upper connecting portion 90b of the second throttle body 20b is offset.

  Further, the fourth connecting pipe 76 and the accelerator opening detection unit 29 are sandwiched between the outer connecting portion 92b of the second throttle body 20b and the outer connecting portion 92d of the fourth throttle body 20d. It is attached. More specifically, the outer connecting portion 92d of the fourth throttle body 20d has a concave shape at the inner end. The accelerator opening detection unit 29 also has a concave shape at the right end of the mounting portion. A ring-shaped collar is inserted into these concave portions, and the outer connecting portion 92d and the accelerator opening detection unit 29 are fixed. By using the above-described collar, the accuracy of the shaft axis position of the accelerator opening detection unit 29 is achieved to a desired accuracy. The accelerator opening detection unit 29 includes a throttle conversion unit 14 and an accelerator position sensor (APS) 16. Further, a screw hole having a predetermined depth is formed at the left end of the attachment portion of the accelerator opening detection unit 29. The outer connecting portion 92b is formed with screw holes penetrating both ends, and the attachment screw 83a, which is a long screw, is inserted into the accelerator when the fourth connecting pipe 76 is sandwiched between the outer connecting portion 92b and the accelerator opening detection unit 29. The opening detection unit 29 is inserted and tightened.

  Further, a first bracket 71 for connecting the first throttle body 20a and the second throttle body 20b is attached to the left side of the first throttle body 20a and the second throttle body 20b. Similarly, a second bracket 72 that attaches the third throttle body 20c and the fourth throttle body 20d is attached to the right side of the third throttle body 20c and the fourth throttle body 20d.

  More specifically, a bracket fixing shaft extending in the X-axis direction at the lower portion of the upper side surface of the first throttle body 20a in the drawing, that is, at the Z-axis negative direction position (back side) of the central upper connecting portion 90a. 95a is provided. Similarly, in the lower part of the side surface on the center side of the second to fourth throttle bodies 20b to 20d, that is, the position in the Z-axis minus direction (back side) of each central upper connecting part 90b, 90c, 90d, X Bracket fixing shafts 95b, 95c, and 95d extending in the axial direction are provided.

  The central upper connecting portion 90a and the bracket fixing shaft 95a provided in the first throttle body 20a and the central upper connecting portion 90c and the bracket fixing shaft 95b of the second throttle body 20b are respectively left end portions. And attached to the first bracket 71. Regarding the fixing of the first bracket 71 and the two central upper connecting portions 90a and 90b, when fixing the second connecting pipe 74 and the third connecting pipe 75, a third left mounting screw which is a long screw is used. It is fixed by 80c and the fourth left mounting screw 80d. The two bracket fixing shafts 95a and 95b have screw holes formed in the left end portion in the drawing, and are fixed by a fourth left mounting screw 80d and a first left mounting screw 80a, which are short screws. As described above, the first bracket 71 is fastened and fixed in the X-axis direction by the four mounting screws 80a to 80d. That is, the fastening force of the four mounting screws 80 a to 80 d acts only in the axial direction (X-axis direction) of the first throttle shaft 21 and the second throttle shaft 22.

  Further, the central upper connecting portion 90c and the bracket fixing shaft 95c provided on the third throttle body 20c, and the central upper connecting portion 90d and the bracket fixing shaft 95d of the fourth throttle body 20d are respectively connected to the right end portions. And attached to the second bracket 72. More specifically, the second bracket 72, the two central upper connecting portions 90c and 90d, and the two bracket fixing shafts 95c and 95d are tightened in the X-axis direction by four mounting screws 81a to 81d that are short screws. Being fixed. That is, the fastening force of the four mounting screws 81a to 81d acts only in the same direction as the axial direction (X-axis direction) of the first throttle shaft 21 and the second throttle shaft 22.

  The first to fourth connecting pipes 73 to 76 and the first and second brackets 72 are lower in rigidity than the gear case 11. As described above, the gear case 11 is generally set to have the highest rigidity because it houses the first gear 41 to the sixth gear 46. However, if the rigidity of all the components of the throttle device 10 is increased, for example, when the vibration generated in the motorcycle on which the throttle device 10 is mounted is transmitted to the throttle device 10, the stress due to the vibration cannot be released. The device 10 may be distorted. In particular, if the first and second throttle shafts 21 and 22 are twisted, highly accurate intake air amount control becomes impossible. Therefore, the configuration in which the stress generated by the vibration is released by reducing the rigidity of the first to sixth connecting pipes 73 to 76 and the first and second brackets 71 and 72 with respect to the gear case 11 having high rigidity, for example. It is said. As a result, the first and second throttle shafts 21 and 22 are not subjected to stress that causes twisting.

  Further, as described above, the accelerator opening including the throttle conversion unit 14 and the APS 16 is provided between the fourth connecting pipe 76 and the gear cover 12 that connect the second throttle body 20b and the fourth throttle body 20d. A detection unit 29 is attached. Then, the throttle conversion unit 14 converts a user operation amount on a throttle wire (not shown) extending from the throttle conversion unit 14 into a rotation amount. Further, the operation amount converted into the rotation amount is detected by the APS 16 mounted coaxially with the throttle conversion unit 14. The motor 15 is driven according to the rotation amount detected by the APS 16. As described above, the driving force of the motor 15 is driven by the first throttle shaft 21 and the second throttle by the first to sixth gears 41 to 46 via the motor gear fixed to the rotating shaft of the motor 15. It is transmitted to the shaft 22. The amount of rotation of the first throttle shaft 21 and the second throttle shaft 22 is detected by a throttle position sensor (TPS) 17 attached to the left end portion of the second throttle shaft 22 so as to be coaxial. .

  As described above, according to the present embodiment, the first throttle shaft 21 and the second throttle shaft are arranged by arranging the gear case 11 that houses the motor 15 and the first to sixth gears 41 to 46 as described above. Thus, the rigidity in the Y-axis direction around the most important gears (41 to 46) in the drive of 22 can be appropriately secured. Therefore, the meshing of the gears (41 to 46) is properly maintained.

  Further, the rigidity balance of the entire throttle device 10 can be made appropriate by using the gear case 11 having high strength. That is, the first and second brackets 71 and 72 and the first to sixth connecting pipes 73 to 76 are configured to have a rigidity lower than that of the gear case 11 so as to release stress due to vibration and the like. The second throttle shafts 21 and 22 can be prevented from being subjected to stresses that cause twisting.

  Moreover, all the connections between the constituent members are tightened in the X-axis direction. Therefore, the first to fourth throttle bodies 20a to 20d are not twisted due to the fastening force of the screws at the time of assembly. Further, female screws are provided at both ends of one throttle body connecting portion, and one of them generates a fastening force of a long screw for connecting them. However, the fastening force is canceled by fastening the opposite side with a short screw.

  As described above, it is possible to prevent the first and second throttle shafts 21 and 22 from generating stress due to torsion. Therefore, malfunction of the first and second throttle shafts 21 and 22 can be prevented, and as a result, intake air amount control in the throttle device 10 can be appropriately performed.

  The present invention has been described based on the embodiments. This embodiment is an exemplification, and it will be understood by those skilled in the art that various modifications can be made to combinations of the respective constituent elements and processing processes, and such modifications are within the scope of the present invention. is there.

It is a perspective view of a throttle device concerning this embodiment. It is a top view of a throttle device concerning this embodiment. It is the figure which showed the internal structure of the gear case based on this embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Throttle apparatus 11 Gear case 12 Gear cover 13 Motor accommodating part 15 Motor 20a-20d Throttle body 21 1st throttle shaft 22 2nd throttle shaft 29 Accelerator opening degree detection units 41-46 Gear 50 Tuning mechanism 71, 72 Bracket 73 -76 Connecting pipes 80a-80d Left mounting screws 81a-81d Right mounting screws 82a, 82c Horizontal mounting screws 90a-90d Center upper connecting parts 92a-92d Outer connecting parts 95a-95d Bracket fixing shaft

Claims (4)

Two throttle shafts rotatably supported by two or more throttle bodies each;
A driving force transmitting means disposed between the throttle bodies that support the same throttle shaft and transmitting the driving force of the driving means to the two throttle shafts;
A driving force transmission means storage case for housing the driving force transmission means therein and connecting two throttle bodies supporting different throttle shafts;
A multi-connected throttle device comprising: fixing means for tightening in an axial direction of the throttle shaft and maintaining a relative position of the two throttle shafts.   2. The multiple throttle device according to claim 1, wherein a position of the throttle shaft in a radial direction is regulated by the driving force transmission unit storage case.   The multi-connected throttle device according to claim 2, wherein the rigidity of the fixing means is lower than the rigidity of the driving force transmission means storage case. The fixing means is parallel to the throttle shaft,
A connecting pipe attached between two throttle bodies that support the same throttle shaft;
A connecting portion provided on a side surface of the throttle body in parallel with the axial direction of the throttle shaft and to which an end portion of the connecting pipe is attached;
The two throttle bodies that support the same throttle shaft are fixed so as to sandwich the connecting pipe by forces opposed from both outer ends of the connecting parts of the throttle body. Multi-install throttle device.

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