JP2013204512A - Throttle device of engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a throttle device of an engine capable of achieving operation characteristics independent of throttle operation in both cylinder blocks by driving a throttle valve of a manually operated cylinder block within a predetermined rotation range independent of the throttle operation, and capable of keeping the throttle device downsized.SOLUTION: A throttle device of an engine includes: an engine 50 having a plurality of cylinder blocks; throttle bodies 61 and 62 respectively connected to the plurality of cylinder blocks and having throttle valves 61b and 62b; an electric motor 71 electronically controlled based on a throttle operation amount for driving the throttle valve 61b of one of the cylinder blocks; an interlocking mechanism 80 for interlocking a valve shaft 61c of the throttle valve 61b of one cylinder block with a valve shaft 62c of the throttle valve 62b of the other cylinder block; and a manual driving mechanism 90 for turning the valve shaft 62c of the other cylinder block via a lost motion mechanism 100 in association with the throttle operation amount.

Description

  The present invention relates to an engine throttle device.

  As a conventional engine throttle device, in a V-type engine, the throttle valve of the cylinder group of one bank is driven by an electric motor, and the throttle valve of the cylinder group of the other bank is driven by manual operation. The number of motors can be reduced compared to the case where the throttle valves of the cylinder groups are driven by independent motors, and the throttle valves of both cylinder groups are driven via a link by a single motor. It is known that a link that is a rigid body can be deleted in comparison, and the throttle device can be reduced in size and weight (for example, see Patent Document 1).

JP 2009-085112 A

  In the engine throttle device described in Patent Document 1, the opening degree of the throttle valve by the electric motor is synchronized with the opening degree of the throttle valve that is manually operated. If a change is given to the engine, it can be applied to automatic engine control or variable cylinder number control in which the operating state varies for each cylinder group under a predetermined condition. However, conventionally, since the drive of the throttle valve by manual operation has a structure synchronized with the throttle operation, the operating state of the manually operated cylinder group cannot be automatically changed under a predetermined condition.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to drive a throttle valve of a manually operated cylinder group within a predetermined rotation range without depending on the throttle operation, and thereby to control the throttle operation. It is an object of the present invention to provide a throttle device for an engine that can realize a non-operating characteristic in both cylinder groups and that can maintain the downsizing of the throttle device.

  In order to achieve the above object, an invention according to claim 1 is an electronic control based on an engine having a plurality of cylinder groups, a throttle body connected to each of the plurality of cylinder groups and having a throttle valve, and a throttle operation amount. An electric motor that drives a throttle valve of one cylinder group of a plurality of cylinder groups, an interlocking mechanism that interlocks the valve shaft of the throttle valve of one cylinder group and the valve shaft of the throttle valve of the other cylinder group, The engine throttle device includes a manual drive mechanism that rotates the valve shaft of the other cylinder group via the lost motion mechanism in conjunction with the throttle operation amount.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, the manual drive mechanism includes a throttle drum that interlocks with a throttle operation, and the lost motion mechanism is passively provided on the valve shaft of the other cylinder group. A stopper and a drive stopper provided on the throttle drum and engaged with a passive stopper with a predetermined angle difference are provided.

  According to a third aspect of the invention, in addition to the configuration of the first or second aspect, the engine is a V-type engine having a first bank and a second bank, and the width of the throttle body connected to the first bank The width of the throttle body connected to the second bank is set to be smaller than that, and the manual drive mechanism is arranged on the side of the throttle body connected to the second bank.

  According to a fourth aspect of the invention, in addition to the configuration of the third aspect, a throttle opening sensor for detecting an operation amount of the manual drive mechanism is configured integrally with the manual drive mechanism and connected to the second bank. It is arranged on the side of the throttle body.

  According to a fifth aspect of the present invention, in addition to the configuration of the third or fourth aspect, the electric motor has a manual throttle body connected to the first bank with its drive axis oriented parallel to the valve shaft. It is characterized in that it is arranged on the same side as the side where the driving mechanism is arranged and on the side surface which is separated from the second bank.

  According to a sixth aspect of the present invention, in addition to the configuration according to any one of the first to fifth aspects, the engine includes an active cylinder group that is always operated and a deactivated cylinder group that stops fuel supply under a specific condition. A cylinder group driven by an electric motor is an active cylinder group, a cylinder group driven by a manual drive mechanism is a deactivated cylinder group, and the manual drive mechanism is deactivated via a lost motion mechanism. The operation of the deactivated cylinder group is stopped while the rotation of the valve shaft of the throttle valve is not started.

  According to a seventh aspect of the invention, in addition to the configuration of the sixth aspect, the electric motor operates the manual drive mechanism while the manual drive mechanism does not start the rotation of the valve shaft of the throttle valve of the idle cylinder group. After controlling the throttle valve of the active cylinder group in proportion to the amount and starting the rotation of the valve shaft of the throttle valve of the deactivated cylinder group, the manual drive mechanism does not depend on the operation amount of the manual drive mechanism. The throttle valve of the operating cylinder group is controlled.

  In the invention according to claim 8, in addition to the configuration according to claim 6 or 7, the throttle body on the side where the manual drive mechanism is provided is provided in a bypass air passage that bypasses the throttle valve and in the bypass air passage. The engine has a flow rate adjustment valve and an electric actuator that drives the flow rate adjustment valve, and the engine opens the flow rate adjustment valve while the manual drive mechanism does not start the rotation of the valve shaft of the throttle valve of the deactivated cylinder group. Then, the idle cylinder group is operated by intake from the bypass air passage.

  According to the first aspect of the present invention, the throttle valve of one cylinder group is driven by an electric motor, and the throttle valve of the other cylinder group is driven by manual operation, while a predetermined angle is provided between the manual drive mechanism and the valve shaft. In order to provide a lost motion mechanism that is linked with a difference, the throttle valve of the manually operated cylinder group is driven within the predetermined rotation range without depending on the throttle operation, and the operation characteristics not depending on the throttle operation are provided in the both cylinder groups. Can be realized. Further, since it can be achieved by using a manual drive mechanism, the throttle device can be kept downsized.

  According to the second aspect of the present invention, the manual drive mechanism includes a throttle drum that is interlocked with a throttle operation, and the lost motion mechanism is provided on a passive stopper provided on the valve shaft of the other cylinder group, and on the throttle drum. Since the drive stopper that engages with the stopper with a predetermined angle difference is provided, the lost motion mechanism can be configured with a simple structure. Thereby, the enlargement and complication of the throttle device can be suppressed.

  According to the invention of claim 3, the engine is a V-type engine having a first bank and a second bank, and the throttle body connected to the second bank is wider than the width of the throttle body connected to the first bank. Since the width is set small and the manual drive mechanism is arranged on the side of the throttle body connected to the second bank, the manual drive mechanism is arranged on the side of the throttle body connected to the first bank; In comparison, an increase in the size of the throttle device in the width direction can be suppressed.

  According to the invention of claim 4, since the throttle opening sensor for detecting the operation amount of the manual drive mechanism is configured integrally with the manual drive mechanism, the manual drive mechanism is compared with the case where it is configured separately. Therefore, it is possible to reduce the number of parts connecting the throttle opening sensor and the throttle device.

  According to the invention of claim 5, the electric motor has the same side as the side on which the manual drive mechanism of the throttle body connected to the first bank is disposed, with its drive axis parallel to the valve shaft, and Since it is arranged on the side surface on the side away from the second bank, interference between the electric motor and the throttle body of the second bank can be suppressed. Thereby, since the space | interval of the throttle body of a 1st bank and a 2nd bank can be shortened, size reduction of a throttle apparatus can be achieved.

  According to the sixth aspect of the present invention, even if the variable cylinder engine has an active cylinder group and a deactivated cylinder group, the rotation start of the valve shaft by the manual drive mechanism is changed only by changing the rotation angle difference of the lost motion mechanism. It can be easily changed. As a result, the throttle valve can be driven in accordance with the operation / stop of the deactivated cylinder group, so that the throttle device can be simplified.

  According to the seventh aspect of the present invention, the valve shaft of the throttle valve of the operating cylinder group is matched with the rotation angle difference of the lost motion mechanism when the valve shaft of the throttle valve of the deactivated cylinder group is started to rotate by the manual drive mechanism. Since the electric motor that drives the engine is controlled, the output control of the operating cylinder group before and after the switching of the number of operating cylinders can be easily performed.

  According to the eighth aspect of the present invention, when it is desired to operate the deactivated cylinder group at a low speed when the manual drive mechanism does not rotate the valve shafts of the deactivated cylinder group, the bypass air that bypasses the throttle valve is bypassed. Since air is supplied by controlling the flow rate adjusting valve from the passage, the operation of the deactivated cylinder group can be performed regardless of the operation amount by the manual drive mechanism. Further, since the electric actuator is smaller than the electric motor, it is possible to suppress the enlargement of the throttle device as much as possible.

1 is a left side view illustrating a motorcycle on which an embodiment of an engine throttle device according to the present invention is mounted. It is a left view of the engine shown in FIG. FIG. 3 is a plan view of the throttle device shown in FIG. 2. FIG. 4 is a left side view of the throttle device shown in FIG. 3. It is an enlarged side view explaining the periphery of the throttle drum shown in FIG. (A) is a graph for explaining the relationship between the operation amount of the throttle drum and the opening of the throttle valve, and (b) is a graph for explaining the relationship between the operation amount of the throttle drum and the engine speed.

  Hereinafter, an embodiment of an engine throttle device according to the present invention will be described in detail with reference to the drawings. It should be noted that the drawings are viewed in the direction of the reference numerals, and in the following description, front, rear, left and right, and top and bottom are in accordance with the direction seen from the operator, and the front of the vehicle is Fr, rear is Rr, left is L, right R, upper is shown as U, and lower is shown as D.

  As shown in FIG. 1, the motorcycle 10 of the present embodiment includes a body frame 11 having a head pipe 12 provided at the front end, a pair of left and right main frames 13 extending rearward and downward from the head pipe 12, and a pair of left and right A pair of left and right engine hangers 14 extending downward from the front lower surface of the main frame 13, a pair of left and right pivot plates 15 connected to the rear ends of the pair of left and right main frames 13, and a pair of left and right pivot plates 15 A pair of left and right seat frames 16 connected to the upper portion and extending rearward and upward, and the engine 50 is attached to the engine hanger 14 and the pivot plate 15.

  The motorcycle 10 includes a front fork 21 that is steerably supported by the head pipe 12, a front wheel WF that is rotatably supported by the lower end portion of the front fork 21, and steering that is attached to the upper end portion of the front fork 21. Handle 22, swing arm 23 swingably supported by pivot plate 15, rear wheel WR rotatably supported at the rear end of swing arm 23, and fuel disposed above engine 50 A tank 25.

  1 is a front cowl, 32 is a front side cowl, 33 is an under cowl, 34 is a rear cowl, 35 is a headlight, 36 is a side mirror, 37 is a front fender, 38 is a driver's seat, 39 is Passenger seat, 40 is a taillight, 41 is a rear winker, 42 is a rear fender, 43 is a main step, and 44 is a pillion step.

  The engine 50 is a water-cooled V-type four-cylinder variable cylinder engine. As shown in FIGS. 1 and 2, the crankcase 51 and a front cylinder block arranged in a V shape on the front and rear of the crankcase 51. (First bank) 52F, rear cylinder block (second bank) 52R, generator cover 53 attached to the left side surface of crankcase 51, clutch cover (not shown) attached to the right side surface of crankcase 51, crank An oil pan 54 attached to the lower surface of the case 51. Further, in the present embodiment, an operating cylinder group (two cylinders) that is always operated is mounted on the front cylinder block 52F, and a deactivated cylinder group (two cylinders) that stops fuel supply under specific conditions is mounted on the rear cylinder block 52R. Has been.

  Further, as shown in FIG. 2, the front cylinder block 52F includes a cylinder 55F formed integrally with the upper front portion of the crankcase 51, a cylinder head 56F attached to the upper end portion of the cylinder 55F, and an upper end portion of the cylinder head 56F. And a cylinder head cover 57F to be attached. The rear cylinder block 52R includes a cylinder 55R that is integrally formed on the rear upper part of the crankcase 51, a cylinder head 56R that is attached to the upper end of the cylinder 55R, and a cylinder head cover 57R that is attached to the upper end of the cylinder head 56R. .

  The air cleaner 45 is connected to the rear surface of the cylinder head 56F of the front cylinder block 52F and the front surface of the cylinder head 56R of the rear cylinder block 52R via the throttle device 60 of this embodiment. Further, a muffler 59 is connected to the front surface of the cylinder head 56F of the front cylinder block 52F and the rear surface of the cylinder head 56R of the rear cylinder block 52R via an operation side exhaust pipe 58F and a rest side exhaust pipe 58R.

  As shown in FIGS. 3 and 4, the throttle device 60 includes an operating side throttle body 61 connected to the operating cylinder group of the front cylinder block 52F and an inactive side throttle body connected to the inactive cylinder group of the rear cylinder block 52R. 62.

  The operating side throttle body 61 is provided with two intake passages 61a communicating with each cylinder of the operating cylinder group of the front cylinder block 52F, two throttle valves 61b for opening and closing the two intake passages 61a, and two throttle valves 61b. Provided with one valve shaft 61c and two injectors 61d for injecting fuel into the two intake passages 61a.

  The idle side throttle body 62 is attached with two intake passages 62a communicating with each cylinder of the idle cylinder group of the rear cylinder block 52R, two throttle valves 62b for opening and closing the two intake passages 62a, and two throttle valves 62b. Provided with one valve shaft 62c and two injectors 62d for injecting fuel into the two intake passages 62a.

  Further, the throttle device 60 is electronically controlled based on the throttle operation amount, and includes a drive unit 70 that drives the valve shaft 61 c of the operating side throttle body 61, and the valve shaft 61 c of the operating side throttle body 61 and the rest side throttle body 62. An interlock mechanism 80 that interlocks with the valve shaft 62c, and a manual drive mechanism 90 that rotates the valve shaft 62c of the pause-side throttle body 62 via the lost motion mechanism 100 in conjunction with the throttle operation amount. Accordingly, the operating cylinder group is driven by the driving unit 70, and the deactivated cylinder group is driven by the manual driving mechanism 90.

  As shown in FIGS. 3 and 4, the manual drive mechanism 90 connects the throttle grip 91, the throttle drum 92 that rotates in conjunction with the throttle operation of the throttle grip 91, and the throttle grip 91 and the throttle drum 92. And a throttle wire 93. The throttle drum 92 is provided at the left end portion of the valve shaft 62c of the pause-side throttle body 62 so as to be rotatable relative to the valve shaft 62c.

  In the present embodiment, the vehicle width direction width of the pause side throttle body 62 is set smaller than the vehicle width direction width of the operating side throttle body 61, and the throttle drum 92 is disposed on the left side surface of the pause side throttle body 62. ing.

  As shown in FIGS. 4 and 5, the lost motion mechanism 100 is provided with a passive stopper 101 provided on the valve shaft 62 c of the rest-side throttle body 62 and a throttle drum 92, and has a predetermined angle difference from the passive stopper 101. And a driving stopper 102 to be engaged. The range in which the drive stopper 102 does not engage with the passive stopper 101 is referred to as a lost motion range R. Even if the throttle drum 92 is rotated by a throttle operation, the valve shaft 62c is not engaged unless the drive stopper 102 is engaged with the passive stopper 101. Is not rotated.

  As shown in FIGS. 3 and 4, the interlock mechanism 80 includes a throttle opening sensor 81 that detects the operation amount of the throttle drum 92, a drive unit 70 that drives the valve shaft 61 c of the operating throttle body 61, and a throttle opening. ECU (engine control unit) 82 for controlling the drive unit 70 based on a signal from the degree sensor 81.

  In the present embodiment, the throttle opening sensor 81 is configured integrally with the throttle drum 92 of the manual drive mechanism 90. Accordingly, the throttle opening sensor 81 is disposed on the left side surface of the pause-side throttle body 62, similarly to the throttle drum 92.

  The drive unit 70 includes an electric motor 71 and a reduction gear portion 72 that transmits the rotation of the electric motor 71 to the valve shaft 61 c of the operating throttle body 61. The electric motor 71 has the drive axis 71a parallel to the valve shaft 61c and the same side (left side) as the side where the throttle drum 92 of the operating side throttle body 61 is disposed, and the operating side throttle body 61. It is arranged on the side surface (front surface) on the side away from the rear cylinder block 52R.

  Then, the electric motor 71 operates on the operating side in proportion to the operation amount of the throttle drum 92 while the throttle drum 92 does not start the rotation of the valve shaft 62c of the pause side throttle body 62 (during the lost motion range R). After the valve shaft 61c of the throttle body 61 is controlled and the throttle drum 92 starts to rotate the valve shaft 62c of the pause side throttle body 62, the operating side throttle body is controlled regardless of the operation amount of the throttle drum 92. The valve shaft 61c of 61 is controlled.

  As shown in FIGS. 3 and 4, the rest side throttle body 62 includes a bypass air passage 111 that bypasses the throttle valve 62 b, a flow rate adjusting valve 112 provided in the bypass air passage 111, And an electric actuator 113 that drives the adjustment valve 112. The upstream end of the bypass air passage 111 is connected to the air cleaner 45, and the downstream end is connected to the downstream side of the throttle valve 62 b of the intake passage 62 a of the rest side throttle body 62. The electric actuator 113 is controlled by the ECU 82.

  In the engine 50 equipped with the throttle device 60 configured as described above, the throttle drum 92 rotates the valve shaft 62c of the pause-side throttle body 62, as shown in FIGS. 6 (a) and 6 (b). While not starting (during the lost motion range R), the operation of the cylinder block 52R is stopped after the deactivated cylinder group is mounted (two-cylinder operation region shown in FIGS. 6A and 6B). The front cylinder block 52F on which the operating cylinder group is mounted is operated in proportion to the operation amount of the throttle drum 92. In the partial cylinder operation in which the operation of the rear cylinder block 52R is stopped, the fuel supply by the injector 62d and the ignition by the spark plug 46 (see FIG. 2) are stopped in the rear cylinder block 52R.

  In addition, after the throttle drum 92 starts to rotate the valve shaft 62c of the idle throttle body 62, the cylinder block 52R is operated after the idle cylinder group is mounted in proportion to the operation amount of the throttle drum 92. (The four-cylinder operating region shown in FIGS. 6A and 6B) and the front cylinder block 52F on which the operating cylinder group is mounted is operated regardless of the operation amount of the throttle drum 92.

  Further, since the bypass air passage 111 connecting the air cleaner 45 and the downstream side of the throttle valve 62b of the pause side throttle body 62 is provided in the pause side throttle body 62, the throttle drum 92 is connected to the valve shaft 62c of the pause side throttle body 62. For example, in the case of idling operation during warm-up (four-cylinder operation region by the flow rate adjustment valve shown in FIG. 6A), the flow rate adjustment is performed while the rotation of the engine is not started (during the lost motion range R). After the valve 112 is opened and the idle cylinder group is mounted by the intake air from the bypass air passage 111, the cylinder block 52R is operated.

  As described above, according to the throttle device 60 of the present embodiment, the throttle valve 61b of the operating side throttle body 61 connected to the operating cylinder group is driven by the electric motor 71, and the inactive side connected to the inactive cylinder group. While the throttle valve 62b of the throttle body 62 is driven by a manual operation, the lost motion mechanism 100 that is interlocked with a predetermined angle difference between the throttle drum 92 and the valve shaft 62c of the rest-side throttle body 62 is provided. The throttle valve 62b of the deactivated cylinder group can be driven within the predetermined rotation range (lost motion range R) without depending on the throttle operation, and the operation characteristics not depending on the throttle operation can be realized in both cylinder groups. Further, since it can be achieved by using the manual drive mechanism 90, the throttle device 60 can be kept downsized.

  Further, according to the throttle device 60 of the present embodiment, the lost motion mechanism 100 is provided on the throttle stopper 92 and the passive stopper 101 provided on the valve shaft 62c of the idle side throttle body 62 connected to the idle cylinder group, Since the drive stopper 102 that engages with the passive stopper 101 with a predetermined angle difference is provided, the lost motion mechanism 100 can be configured with a simple structure. Thereby, the enlargement and complication of the throttle device 60 can be suppressed.

  Further, according to the throttle device 60 of the present embodiment, the width in the vehicle width direction of the pause side throttle body 62 is set smaller than the width in the vehicle width direction of the operating side throttle body 61, and the throttle drum 92 Since the throttle drum 92 is disposed on the side, the size of the throttle device 60 in the width direction can be suppressed as compared with the case where the throttle drum 92 is disposed on the side of the operation-side throttle body 61.

  Further, according to the throttle device 60 of the present embodiment, the throttle opening sensor 81 for detecting the operation amount of the throttle drum 92 is configured integrally with the throttle drum 92, so that it is compared with a case where it is configured separately. Thus, the number of parts connecting the throttle drum 92 and the throttle opening sensor 81 can be reduced, and the throttle device 60 can be reduced in size.

  Further, according to the throttle device 60 of the present embodiment, the electric motor 71 is the same as the side on which the throttle drum 92 of the operating-side throttle body 61 is disposed in a state where the drive axis 71a is parallel to the valve shaft 61c. Therefore, the interference between the electric motor 71 and the pause side throttle body 62 of the rear cylinder block 52R can be suppressed. As a result, the distance between the throttle bodies 61 and 62 of the front cylinder block 52F and the rear cylinder block 52R can be reduced, so that the throttle device 60 can be downsized.

  Further, according to the throttle device 60 of the present embodiment, the operation of the deactivated cylinder group is stopped while the throttle drum 92 does not start the rotation of the valve shaft 62c of the throttle valve 62b of the deactivated cylinder group via the lost motion mechanism 100. Therefore, the rotation start of the valve shaft 62c by the throttle drum 92 can be easily changed simply by changing the rotation angle difference of the lost motion mechanism 100. As a result, the throttle valve 62b can be driven in accordance with the operation / stop of the deactivated cylinder group, so that the throttle device 60 can be simplified.

  Further, according to the throttle device 60 of the present embodiment, the operating cylinder is adjusted in accordance with the rotation angle difference of the lost motion mechanism 100 when the rotation of the valve shaft 62c of the throttle valve 62b of the idle cylinder group by the throttle drum 92 is started. Since the electric motor 71 that drives the valve shaft 61c of the throttle valve 61b of the group is controlled, the output control of the operating cylinder group before and after the switching of the number of operating cylinders can be easily performed.

  Further, according to the throttle device 60 of the present embodiment, when it is desired to operate the idle cylinder group at the time of low rotation in which the throttle drum 92 does not rotate the valve shaft 62c of the throttle valve 62b of the idle cylinder group, Since air is supplied by controlling the flow rate adjustment valve 112 from the bypass air passage 111 that bypasses the valve 62b, the idle cylinder group can be operated regardless of the operation amount by the throttle drum 92. Further, since the electric actuator 113 is smaller than the electric motor, the enlargement of the throttle device 60 can be suppressed as much as possible.

  In addition, this invention is not limited to what was illustrated to the said embodiment, In the range which does not deviate from the summary of this invention, it can change suitably.

10 motorcycle 50 engine (variable cylinder engine)
52F Front cylinder block (first bank)
52R Rear cylinder block (second bank)
DESCRIPTION OF SYMBOLS 60 Throttle device 61 Operation side throttle body 61b Throttle valve 61c Valve shaft 62 Rest side throttle body 62b Throttle valve 62c Valve shaft 70 Drive unit 71 Electric motor 71a Drive axis 80 Interlocking mechanism 81 Throttle opening sensor 90 Manual drive mechanism 92 Throttle drum 100 Lost motion mechanism 101 Passive stopper 102 Drive stopper 111 Bypass air passage 112 Flow rate adjustment valve
113 Electric actuator

Claims (8)

An engine (50) having a plurality of cylinder groups;
Throttle bodies (61, 62) respectively connected to the plurality of cylinder groups and having throttle valves (61b, 62b);
An electric motor (71) that is electronically controlled based on a throttle operation amount and drives the throttle valve of one of the plurality of cylinder groups;
An engine having an interlock mechanism (80) for interlocking the valve shaft (61c) of the throttle valve (61b) of the one cylinder group and the valve shaft (62c) of the throttle valve (62b) of the other cylinder group; In the throttle device (60) of
An engine throttle device comprising a manual drive mechanism (90) for rotating the valve shaft of the other cylinder group via a lost motion mechanism (100) in conjunction with a throttle operation amount. The manual drive mechanism (90) includes a throttle drum (92) interlocked with a throttle operation,
The lost motion mechanism (100) is provided on a passive stopper (101) provided on the valve shaft (62c) of the other cylinder group and on the throttle drum, and is engaged with the passive stopper with a predetermined angle difference. The engine throttle device according to claim 1, further comprising: a driving stopper (102) that performs the operation. The engine (50) is a V-type engine having a first bank (52F) and a second bank (52R),
A width of the throttle body (62) connected to the second bank is set smaller than a width of the throttle body (61) connected to the first bank;
The engine throttle device according to claim 1 or 2, wherein the manual drive mechanism (90) is arranged on a side of the throttle body connected to the second bank.   A throttle opening sensor (81) for detecting an operation amount of the manual drive mechanism (90) is integrally formed with the manual drive mechanism and connected to the second bank (52R). 4. The engine throttle device according to claim 3, wherein the engine throttle device is disposed on a side of the engine.   The electric motor (71) has the manual drive of the throttle body (61) connected to the first bank (52F) with its drive axis (71a) oriented parallel to the valve shaft (61c). 5. The engine throttle device according to claim 3, wherein the engine throttle device is disposed on the same side as the side on which the mechanism (90) is disposed and on a side surface on the side away from the second bank (52 </ b> R). The engine (50) is a variable cylinder engine having an operating cylinder group that is always operating and a deactivated cylinder group that stops fuel supply under a specific condition;
The cylinder group driven by the electric motor (71) is the working cylinder group, the cylinder group driven by the manual drive mechanism (90) is the idle cylinder group,
While the manual drive mechanism does not start the rotation of the valve shaft (62c) of the throttle valve (62b) of the deactivated cylinder group via the lost motion mechanism (100), the operation of the deactivated cylinder group is stopped. The throttle device for an engine according to any one of claims 1 to 5, wherein:   The electric motor (71) has an operation amount of the manual drive mechanism while the manual drive mechanism (90) does not start the rotation of the valve shaft (62c) of the throttle valve (62b) of the deactivated cylinder group. The throttle valve (61b) of the active cylinder group is controlled in proportion to the manual cylinder, and the manual drive mechanism starts the rotation of the valve shaft of the throttle valve of the deactivated cylinder group. The engine throttle device according to claim 6, wherein the throttle valve of the operating cylinder group is controlled regardless of an operation amount of a drive mechanism. The throttle body (62) on the side where the manual drive mechanism (90) is provided includes a bypass air passage (111) that bypasses the throttle valve (62b), and a flow rate adjustment valve (112) provided in the bypass air passage. And an electric actuator (113) for driving the flow rate adjusting valve,
The engine (50) opens the flow rate adjustment valve while the manual drive mechanism does not start the rotation of the valve shaft (62c) of the throttle valve (62b) of the deactivated cylinder group, The engine throttle device according to claim 6 or 7, wherein the idle cylinder group is operated by intake air from a bypass air passage.

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