JP2021088960A - Throttle device - Google Patents

Abstract

To provide a multiple throttle valve device that can inhibit a user from feeling a discomfort feeling due to an output difference between cylinders of a multiple cylinder engine.SOLUTION: A throttle device 10 includes two throttle units 11, 12 in total including: a unit body 23 including intake passages 13a, 13b corresponding to four cylinders 2a-2d of an engine 1; a throttle shaft 15 rotatably supported to the unit body 23; throttle valves 16a, 16b which are fixed to the throttle shaft 15 to open and close the intake passages 13a, 13b of the cylinders 2a-2d; and motors 17a, 17b for rotatably driving the throttle shaft 15, for each two cylinders of the engine 1. Of the two throttle units 11, 12, the first motor 17a installed to the first throttle unit 11 and the second motor 17b installed to the second throttle unit 12 are different from each other in a response performance for rotational speed change.SELECTED DRAWING: Figure 1

Description

The present invention relates to a throttle device that controls the intake air of an engine.

Many of the running drive engines mounted on vehicles such as motorcycles have a plurality of cylinders in order to obtain high output. Further, in motorcycles, in order to improve the output of the engine, a multi-series throttle device having a throttle valve for each of a plurality of cylinders is widely adopted.

For example, Patent Document 1 discloses an in-line 4-cylinder engine in which a throttle valve is provided in each intake passage of each cylinder. The engine described in Patent Document 1 includes a motor that drives the throttle valve of the first cylinder and the throttle valve of the second cylinder, a motor that drives the throttle valve of the third cylinder, and a motor that drives the throttle valve of the fourth cylinder. Each has its own. As a result, by driving and controlling each motor, it is possible to individually control the opening degree of the first cylinder, the second cylinder, the third cylinder, and the fourth cylinder. Further, the engine described in Patent Document 1 has a cylinder deactivation operation function for deactivation of some cylinders (third cylinder and fourth cylinder) among a plurality of cylinders.

Japanese Unexamined Patent Publication No. 2005-282463

As described above, in an engine equipped with a throttle valve for each cylinder and a plurality of motors for driving the throttle valve, when the motors are individually driven and controlled, the opening degree of the throttle valve may differ greatly from each other. There is. For example, in an engine having a cylinder deactivation function as in Patent Document 1, the throttle valve is set to a predetermined opening (for example, in a closed state) for some cylinders that perform cylinder deactivation during cylinder deactivation operation. The opening degree of the throttle valve may differ greatly between the cylinder that deactivates the cylinder and the cylinder that does not deactivate the cylinder during deactivation.

Then, when the throttle valve openings are significantly different from each other in this way, for example, when all the throttle valves are to be controlled to the same target opening, the throttle valve is changed to the target opening. The difference in opening may not be eliminated immediately, and the driver of the vehicle may feel uncomfortable due to the difference in output of each cylinder due to the difference in opening of the throttle valve.

The present invention has been made in view of such a problem, and an object of the present invention is to provide a multi-cylinder throttle valve device which is adopted in a multi-cylinder engine and can suppress a sense of discomfort due to an output difference of each cylinder. There is.

In order to achieve the above object, the throttle device of the present invention is fixed to a throttle body having an intake passage corresponding to a plurality of cylinders of the engine, a throttle shaft rotatably supported by the throttle body, and the throttle shaft. A throttle device comprising a plurality of throttle units including a throttle valve for opening and closing the intake passage of the cylinder and a motor for rotationally driving the throttle shaft in the engine for each cylinder or group of cylinders. Of the plurality of throttle units, the first motor, which is the motor provided in the first throttle unit, and the second motor, which is the motor provided in the second throttle unit, have different rotational speeds. The response performance is different from each other.

Thereby, the opening / closing speed of the throttle valve of the first throttle unit and the opening / closing speed of the throttle valve of the second throttle unit can be made different. Therefore, when the first motor and the second motor are driven so that the throttle valve of the first throttle unit and the throttle valve of the second throttle unit have the same predetermined opening from different openings. , It is possible to immediately eliminate the difference in the opening degree of the throttle valve. As a result, the output difference between the cylinder whose intake air is controlled by the first throttle unit and the cylinder whose intake air is controlled by the second throttle unit can be quickly eliminated.

Preferably, the first motor and the second motor are electric motors, and at least one of the number of coil turns and the wire diameter is set so as to be different between the first motor and the second motor. It should be done.

As a result, the resistances of the coils of the first motor and the second motor are different from each other, and the current flowing through the coils when the same voltage is applied can be made different. Therefore, it is possible to easily make the response performance of the rotation speed change of the first motor and the second motor different.

Preferably, the first motor and the control unit for outputting the drive current of the second motor are provided, and the control unit outputs different drive currents to the first motor and the second motor. Then, it is preferable to set the response performance of the rotation speed change of the first motor and the second motor to be different from each other.

As a result, the control unit outputs different drive currents to the first motor and the second motor, so that even if the specifications of the first motor and the second motor are the same, the rotation speed changes. The response performance can be different.

Preferably, in a predetermined operating region of the engine, only the second motor of the first motor and the second motor is stopped to operate, and the throttle valve of the second throttle unit is opened at a predetermined opening degree. The cylinder deactivation control unit that deactivates the combustion of the cylinder or the cylinder group corresponding to the second throttle unit is provided, and the response performance of the rotation speed change of the second motor is the rotation speed of the first motor. It should be higher than the response performance of change.

As a result, the engine deviates from the predetermined operating range from the state in which the combustion of the cylinder or the cylinder group corresponding to the second throttle unit is suspended by the cylinder deactivation control unit, and the combustion of the cylinder or the cylinder group is restarted. At that time, the opening degree of the throttle valve of the second throttle unit can be quickly controlled from a predetermined opening degree to an appropriate opening degree. Therefore, when the deactivation of combustion of some cylinders is released by the cylinder deactivation control unit, the opening degrees of the throttle valve of the first throttle unit and the throttle valve of the second throttle unit are quickly matched to match the opening degree of the engine. Smooth output can be achieved.

Preferably, the first throttle unit and the second throttle unit are each provided with a reduction gear that reduces and transmits the rotation of the drive shaft of the motor to the throttle shaft, and the reduction of the first throttle unit. It is preferable that the reduction ratio of the machine and the reduction ratio of the speed reducer of the second throttle unit are different from each other.

Thereby, even if the rotation speeds of the drive shafts of the first motor and the second motor are the same, the rotation speeds of the throttle shafts can be set differently. Therefore, the opening / closing speed of the throttle valve of the first throttle unit and the throttle valve of the second throttle unit can be controlled to be further different.

Preferably, two throttle units are provided in the engine.

As a result, the plurality of cylinders of the engine are intake-controlled by the first throttle unit and the second throttle unit. Then, the output difference between the cylinder whose intake is controlled by the first throttle unit and the cylinder whose intake is controlled by the second throttle unit is immediately eliminated, and the smooth output of the engine can be achieved.

The throttle device may be provided in the engine of a motorcycle.

As a result, in the engine of a motorcycle, the smooth output of the engine can be achieved, and the driver's discomfort can be suppressed.

According to the throttle device of the present invention, the opening and closing speeds of the throttle valve of the first throttle unit and the throttle valve of the second throttle unit can be set to be different from each other, so that the opening degrees of the throttle valves are different from each other. When the first motor and the second motor are driven so as to have the same predetermined opening degree from different states, the difference in opening degree of the throttle valve can be immediately eliminated. As a result, the difference between the output of the cylinder whose intake is controlled by the first throttle unit and the output of the cylinder whose intake is controlled by the second throttle unit can be quickly eliminated, and the smooth output of the engine can be achieved. It is possible to suppress a person's discomfort.

It is an external view of the throttle device of one Embodiment of this invention. It is a schematic block diagram of a throttle unit. It is an internal structure diagram of a speed reduction mechanism. It is an electric circuit diagram for driving a throttle device. It is a graph which showed the transition example of the throttle opening from the fully closed state to the fully open state of a throttle valve. It is a graph which showed the transition example of the throttle opening when shifting from cylinder deactivation operation to normal operation. It is a structural drawing of the reduction mechanism of another embodiment of the 2nd throttle unit. It is an assembly drawing of the attachment part of the return spring in the 2nd throttle unit. It is explanatory drawing which shows the installation state of the return spring in the 1st throttle unit. It is explanatory drawing which shows the installation state of the return spring in the 2nd throttle unit.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is an external view of the throttle device 10 according to the embodiment of the present invention. FIG. 2 is a schematic configuration diagram of a throttle unit (second throttle unit 12). FIG. 3 is an internal structure diagram of the speed reduction mechanism 20 (reduction gear).

The throttle device 10 of the present invention is a multi-cylinder throttle device mounted on a multi-cylinder engine. The throttle device 10 of the present embodiment is used in an in-line 4-cylinder engine 1 mounted on a vehicle such as a motorcycle. The engine 1 is arranged in the vehicle so that four cylinders (2a, 2b, 2c, 2d) from # 1 to # 4 are lined up in the vehicle width direction (left-right direction).

As shown in FIG. 1, the throttle device 10 includes a first throttle unit 11 (throttle unit) for # 1 cylinder 2a and # 2 cylinder 2b arranged on one side in the vehicle width direction of the engine 1, and an engine 1. It has a second throttle unit 12 (throttle unit) for # 3 cylinder 2c and # 4 cylinder 2d arranged on the other side in the vehicle width direction. The first throttle unit 11 and the second throttle unit 12 are arranged side by side in the vehicle width direction.

The first throttle unit 11 and the second throttle unit 12 are symmetrically configured.

The first throttle unit 11 includes a first segment body 14a in which the intake passage 13a of the # 1 cylinder 2a is formed, and a second segment body 14b in which the intake passage 13b of the # 2 cylinder 2b is formed. ing.

The second throttle unit 12 includes a second segment body 14b in which the intake passage 13c of the # 3 cylinder 2c is formed, and a first segment body 14a in which the intake passage 13d of the # 4 cylinder 2d is formed. ing.

As shown in FIGS. 1 and 2, the first throttle unit 11 and the second throttle unit 12 further include a throttle shaft 15, throttle valves 16b to 16d, motors 17a and 17b (motors), and a reduction mechanism 20. , A return spring 21, and a throttle position sensor 22. Note that FIG. 2 shows the internal structure of the second throttle unit 12, in which the throttle valve 16c is provided in the intake passage 13c and the throttle valve 16d is provided in the intake passage 13d. In the first throttle unit 11, a throttle valve 16a is provided in the intake passage 13a, and a throttle valve 16b is provided in the intake passage 13b.

The first segment body 14a and the second segment body 14b are arranged side by side in the left-right direction (vehicle width direction) according to the corresponding cylinders 2a to 2d to form a unit body 23 (throttle body).

The intake passages 13a to 13d are formed so as to extend perpendicular to the left-right direction (the front-rear direction in FIGS. 1 and 2). The throttle shaft 15 penetrates the unit body 23, extends in the vehicle width direction, passes through the two intake passages (13a and 13c, or 13c and 13d), and is rotatably supported by the unit body 23.

The throttle valves 16a to 16d are disk-shaped members having substantially the same diameter as the inner diameters of the intake passages 13a to 13d, are fixed to the throttle shaft 15, and are arranged in the intake passages 13a to 13d. The throttle valves 16a to 16d rotate in the intake passages 13a to 13d with the rotation of the throttle shaft 15, and are arbitrary between a closed position for closing the intake passages 13a to 13d and an open position for opening the intake passages 13a to 13d. It is possible to rotate to the angle of.

The first motor 17a and the second motor 17b are electric motors. The first motor 17a and the second motor 17b are fixed to the second segment body 14b in each of the throttle units 11 and 12, and the rotary drive shaft 24 is arranged so as to be parallel to the throttle shaft 15.

The speed reduction mechanism 20 is arranged between the first segment body 14a and the second segment body 14b. As shown in FIG. 3, the speed reduction mechanism 20 includes an intermediate shaft 25, a first gear 26 fixed to a rotary drive shaft 24 of the motors (first motor 17a, second motor 17b), and an intermediate shaft 25. A second gear 27 fixed to the first gear 26 and engaged with the first gear 26, a third gear 28 fixed to the intermediate shaft 25, and a fourth gear 29 fixed to the throttle shaft 15 and engaged with the third gear 28. have. The intermediate shaft 25 is arranged in parallel with the rotary drive shaft 24 and the throttle shaft 15, and is rotatably supported by the unit body 23.

The speed reduction mechanism 20 rotates the rotation drive shaft 24 of the motors (first motor 17a, second motor 17b) with the first gear 26, the second gear 27, the intermediate shaft 25, the third gear 28, and the third gear. The gears 29 of 4 are transmitted in this order to decelerate, and the throttle shaft 15 is rotationally driven.

The return spring 21 is a torsion spring that is arranged so as to be wound around the throttle shaft 15 several times, one end of which is supported by the unit body 23, and the other end of which is supported by the throttle shaft 15. The return spring 21 urges the throttle shaft 15 so that the throttle valves 16c and 16d are closed.

The throttle position sensor 22 is provided at one end of the throttle shaft 15 and has a function of detecting the rotation angle of the throttle shaft 15. The throttle position sensor 22 is arranged, for example, in the first segment body 14a.

As shown in FIG. 1, in the throttle device 10, the second segment body 14b of the first throttle unit 11 and the second throttle unit 12 is located inward in the left-right direction, that is, the first motor of the first throttle unit 11. The second motor 17b (motor) of the 17a and the second throttle unit 12 is arranged inside in the left-right direction, and the throttle position sensor 22 is arranged outside in the left-right direction.

Further, the first throttle unit 11 is provided with fuel injection valves 30a and 30b for injecting fuel into the intake passages 13a and 13b. Further, the second throttle unit 12 is provided with fuel injection valves 30c and 30d for injecting fuel into the intake passages 13a and 13b. That is, the throttle device 10 is provided with a total of four fuel injection valves 30a to 30d corresponding to the cylinders 2a to 2d.

Fuel is supplied to the two fuel injection valves 30a and 30b provided in the first throttle unit 11 from a fuel pump (not shown) via a fuel pipe 31. Further, fuel is supplied to the two fuel injection valves 30c and 30d provided in the second throttle unit 12 from a fuel pump (not shown) via a fuel pipe 32.

FIG. 4 is an electric circuit diagram for driving the throttle device 10.

The first motor 17a of the first throttle unit 11 and the second motor 17b of the second throttle unit 12 in the throttle device 10 are each driven and controlled by the control unit 40.

The control unit 40 is a control device for controlling the operation of the engine 1, and includes an input / output device, a storage device (ROM, RAM, non-volatile RAM, etc.), a central processing unit (CPU), and the like. There is. The control unit 40 inputs the accelerator opening degree detected by the accelerator opening degree sensor 41 provided in the vehicle, and inputs the first motor 17a of the first throttle unit 11 and the second motor of the second throttle unit 12. A predetermined voltage is applied to 17b to output a drive current to drive and control the motors 17a and 17b, and to control the operation of the fuel injection valves 30a to 30d. At this time, for the first throttle unit 11 and the second throttle unit 12, the rotation angle of the throttle shaft 15 detected by the throttle position sensor 22 is input to set the rotation angle of the throttle shaft 15 according to the accelerator opening. Feedback control is performed so as to be.

Further, the control unit 40 is provided with a cylinder deactivation control unit 42 that executes cylinder deactivation operation.

In the cylinder deactivation control unit 42, the throttle valves 16c and 16d of the second throttle unit 12 are fully opened (predetermined) when a predetermined operating region of the engine 1, for example, a low output request such that the accelerator opening is equal to or less than a predetermined value is required. The second motor 17b is driven and controlled so as to have an opening degree), and the fuel injection by the fuel injection valves 30c and 30d is stopped. The operation of the first motor 17a and the fuel injection valves 30a and 30b of the first throttle unit 11 is controlled even in a predetermined operation region according to the required output based on the accelerator operation or the like.

As a result, of the four cylinders 2a to 2d of the engines # 1 to # 4, combustion in the two cylinders 2c and 2d of # 3 and # 4 is stopped. Therefore, the fuel consumption in the cylinders 2c and 2d of # 3 and # 4 becomes 0, and the throttle valves 16c and 16d in the cylinders # 3 and # 4 cylinders 2c and 2d are fully opened, so that the pumping loss is reduced and the engine 1 Overall fuel consumption can be suppressed.

Further, in the present embodiment, the second motor 17b for the # 3 and # 4 cylinders 2c and 2d that deactivates the cylinders, and the first motor 17a for the # 1 and # 2 cylinders 2a and 2b that do not deactivate the cylinders. The specifications are such that the response performance of changes in rotation speed is higher than that of the above. For example, the second motor 17b may have a larger coil wire diameter or a smaller number of coil turns than the first motor 17a. The resistance of the coil can be reduced by increasing the wire diameter of the coil or reducing the number of turns. Therefore, when the same voltage is applied to the first motor 17a and the second motor 17b, the current flowing through the second motor 17b having a low coil resistance is increased, and the response performance is higher than that of the first motor 17a. Can be improved.

FIG. 5 is a graph showing a transition example of the throttle opening degree from the fully closed state to the fully open state of the throttle valves 16a, 16b, and 16c, 16d. In FIG. 5, the opening degrees of the throttle valves (16a, 16b, and 16c, 16d) are different when the same voltage (predetermined voltage) is applied to the first motor 17a and the second motor 17b at the same time. It shows the transition.

FIG. 6 is a graph showing a transition example of the throttle opening degree when shifting from cylinder deactivation operation to normal operation. In FIG. 6, when the cylinder deactivation operation is released from the cylinder deactivation operation and the normal operation is started, the throttle valves until the openings of the throttle valves 16a, 16b, 16c, and 16d shift to the predetermined opening Vo1. The transition of the opening degree of 16a, 16b, and 16c, 16d is shown, respectively. Note that FIG. 6 shows a case where the required output of the engine slightly increases from the cylinder deactivated operation state and shifts to the normal operation in which combustion is performed in all cylinders 2a to 2d. When the required output of the engine 1 slightly increases from the cylinder deactivated state and switches to the normal operation, the throttle valves 16a and 16b are opened in the cylinder deactivated state so that the output of the entire engine 1 does not fluctuate significantly. The degree (predetermined opening Vo2) is larger than the opening (predetermined opening Vo1) of the throttle valves 16a, 16b, 16c, 16d in normal operation.

As shown in FIG. 5, when the same voltage is applied to the first motor 17a and the second motor 17b at the same time from the fully closed state, the second motor 17b has higher response performance than the first motor 17a. Operates quickly, and the throttle valves 16c and 16d driven by the second motor 17b are fully opened at an early stage.

As shown in FIG. 6, during the cylinder deactivation operation by the cylinder deactivation control unit 42, the opening degrees of the throttle valves 16a and 16b of the first throttle unit 11 are the throttle opening degree Vo2 corresponding to the required output based on the accelerator operation or the like. On the other hand, the opening degrees of the throttle valves 16c and 16d of the second throttle unit 12 are fully open. Then, for example, when the required output is increased by the accelerator opening operation and the cylinder deactivation operation is canceled, all the throttle valves 16a to 16d are set to the normal operation in which the required opening degree Vo1 is obtained based on the accelerator operation or the like. The first motor 17a and the second motor 17b are controlled.

Here, as a comparative example, when the response performance of the rotation speed change of the second motor 17b is equivalent to that of the first motor 17a, the throttle of the second throttle unit 12 is as shown by the broken line in FIG. The opening degrees of the valves 16c and 16d and the opening degrees of the throttle valves 16a and 16b of the first throttle unit 11 (indicated by a thin solid line in FIG. 6) change at the same speed. Therefore, even if the opening degrees of the throttle valves 16a and 16b reach the predetermined opening degree Vo1, there is a period in which the opening degrees of the throttle valves 16c and 16d do not reach the predetermined opening degree Vo1. As a result, the opening degrees of the throttle valves 16a and 16b and the throttle valves 16c and 16d do not match during the entire period of switching from the cylinder deactivation operation to the normal operation and immediately after the transition from the cylinder deactivation operation to the normal operation. Due to the output difference between the 1st and 2nd cylinders 2a and 2b and # 3, the 4th cylinder 2c and 2d, the driver may feel uncomfortable with the output feeling of the engine 1.

On the other hand, in the present embodiment, the response performance of the second motor 17b is higher than that of the first motor 17a. Therefore, as shown by the thick solid line in FIG. 6, the throttle valve 16a of the first throttle unit 11 Before the opening degree of 16b reaches the predetermined opening degree Vo1, the opening degree of the throttle valves 16c and 16d coincides with the opening degree of the throttle valves 16a and 16b. From the time when the openings of the throttle valves 16c and 16d and the openings of the throttle valves 16a and 16b match until the predetermined opening Vo1 is reached, the openings of the throttle valves 16c and 16d and the throttle valves 16a and 16b are opened. The first motor 17a and the second motor 17b may be controlled so that the transitions occur while the degrees are the same.

As a result, in the present embodiment, when shifting from the cylinder pause operation to the normal operation, the opening degrees of the throttle valves 16a and 16b of the first throttle unit 11 and the throttle valves 16c and 16d of the second throttle unit 12 Since the opening matches at an early stage, the outputs of # 1, 2 cylinders 2a and 2b and # 3, 4 cylinders 2c and 2d can be quickly matched, smoothing the engine output and improving the output feeling. Can be planned.

As described above, the throttle device 10 of the present embodiment is a multiple throttle device 10 provided with throttle valves 16a to 16d in each of the intake passages 13a to 13d of the four cylinders 2a to 2d of the engine 1. Yes, it has two throttle units 11 and 12. The throttle device 10 has two throttle valves 16a and 16b by the first motor 17a provided in the first throttle unit 11, and two throttle valves 16a and 16b by the second motor 17b provided in the second throttle unit 12. The structure is such that the throttle valves 16a and 16b are driven, respectively.

In the present embodiment, the first motor 17a of the first throttle unit 11 and the second motor 17b of the second throttle unit 12 have different response performances for changes in rotational speed.

In this way, by making the response performances of the first motor 17a and the second motor 17b different from each other, the throttle valves 16a and 16b of the first throttle unit 11 and the second throttle unit 12 The throttle valves 16c and 16d can have different responsiveness of valve opening control with a simple configuration.

Further, the engine 1 of the present embodiment has a cylinder deactivation operation function, and is a second throttle unit 12 corresponding to some cylinders 2c and 2d of the four cylinders 2a to 2d at the time of low required output. The opening degree of the throttle valve 16b is fully opened.

In the present embodiment, the second motor 17b of the second throttle unit 12 that is fully opened in the cylinder deactivation operation has a higher response performance than the first motor 17a of the first throttle unit 11 that does not deactivate the cylinder in the cylinder deactivation operation. When the cylinder deactivation operation is released, the throttle valves 16c and 16d of the second throttle unit 12 are quickly reduced to the throttle valves 16a and 16b of the first throttle unit 11. By setting the same opening degree, it is possible to suppress a sense of discomfort in the engine 1 output with a simple configuration. Further, as for the first motor 17a, a motor having a lower responsiveness than the second motor 17b can be used, so that the component cost of the first motor 17a can be suppressed.

In the above embodiment, the wire diameter and the number of turns of the coil are different between the first motor 17a and the second motor 17b, but in the control unit 40, the first motor 17a and the second motor The output of the drive current may be controlled so that the drive currents of 17b are different from each other. For example, the drive current supplied to the second motor 17b for cylinder deactivation in the cylinder deactivation operation function may be larger than the drive current supplied to the first motor 17a not used for cylinder deactivation. As a result, even if the first motor 17a and the second motor 17b have the same specifications, the response performance can be made different, and the throttle valves 16a to 16d when the cylinder deactivation state is released can be obtained. The opening can be matched quickly.

Further, the reduction ratio of the reduction mechanism 20 of the first throttle unit 11 and the reduction ratio of the reduction mechanism 20 of the second throttle unit 12 may be set differently.

FIG. 7 is a structural diagram of the reduction gear mechanism 45 (reduction gear) of another embodiment of the second throttle unit 12.

For example, in the above embodiment, as shown in FIG. 7, the gear ratios of the third gear 28 and the fourth gear 29 in the reduction mechanism 45 of the second throttle unit 12 used for the cylinder deactivation operation function are shown in FIG. It may be set lower than the gear ratio in the reduction mechanism 20 of the first throttle unit 11 having the same gear ratio as the reduction mechanism 20 shown in 1. In addition, instead of the third gear 28 and the fourth gear 29, or together with the third gear 28 and the fourth gear 29, the gear ratio between the first gear 26 and the second gear 27 is set low. You may.

As a result, the rotation speed of the throttle shaft 15 of the second throttle unit 12 can be made even faster than the rotation speed of the throttle shaft 15 of the first throttle unit 11.

In this way, the opening / closing speeds of the throttle valves 16a to 16d can be changed by making the reduction ratios of the reduction mechanisms 20 and 45 different between the first throttle unit 11 and the second throttle unit 12. Therefore, the response performance can be changed even more. Therefore, for example, even when the wire diameter and the number of turns of the coil are limited by the size limitation of the first motor 17a or the second motor 17b, or the operating current to the coil is limited, the first The response performance of the first throttle unit 11 and the second throttle unit 12 can be significantly changed.

Further, the speed reduction mechanisms 20 and 45 of the above-described embodiment may have a structure in which the set torque of the return spring 21 can be changed. The set torque of the return spring 21 is the urging torque in the closing direction by the return spring 21 in the closed state of the throttle valves 16a to 16d.

FIG. 8 is an assembly drawing of a mounting portion of the return spring 21 in the second throttle unit 12. FIG. 9 is an explanatory view showing an installed state of the return spring 21 in the first throttle unit 11. FIG. 10 is an explanatory view showing an installed state of the return spring 21 in the second throttle unit 12. Note that FIG. 8 shows the throttle shaft 15 above the motor 17 by reversing the vertical direction from FIGS. 1 to 3, 7, 9 and 10 so that the mounting portion of the return spring 21 can be easily seen. There is. Further, although the first throttle unit 11 and the second throttle unit 12 are symmetrical, the left and right sides of FIG. 9 are shown in order to make it easier to compare the first throttle unit 11 and the second throttle unit 12. It is inverted and shown.

As shown in FIG. 8, the throttle shaft 15 is inserted into the end portion of the unit body 23 (specifically, the end portion of the second segment body 14b on the reduction mechanism 20 side) around the insertion hole 51 into which the throttle shaft 15 is inserted. A cylindrical rib 52 projecting outward in the axial direction of the hole 51 is formed. Further, at the end of the second segment body 14b, two protrusions (first protrusion 53a, second protrusion 53b) are formed radially outward of the rib 52. The first protrusion 53a and the second protrusion 53b are, for example, a columnar shape having a diameter of about several mm, projecting outward in the axial direction of the insertion hole 51 in parallel with the rib 52, and projecting to the vicinity of the tip of the rib 52. .. The first protrusion 53a and the second protrusion 53b are arranged on concentric circles centered on the insertion hole 51 at positions spaced apart from each other in the circumferential direction, for example, at positions opposite to each other with the insertion hole 51 in between.

Both ends 21a and 21b of the return spring 21 project outward in the radial direction, respectively. The return spring 21 is arranged so that the tip end portion of the rib 52 is inserted, and the end portion 21a on the second segment body 14b side is configured to be lockable to the first protrusion 53a and the second protrusion 53b. ing.

The fourth gear 29 and the throttle shaft 29 are fixed via a disk-shaped hook plate 55. A shaft connecting hole 55a into which the throttle shaft 15 is inserted is provided in the center of the hook plate 55. The shaft connecting hole 55a and the tip of the throttle shaft 15 are formed in a rectangular shape, for example, so that the throttle shaft 15 and the hook plate 55 cannot rotate with each other, that is, the rotation of the fourth gear 29 is transmitted to the throttle shaft 15. It is connected.

A step 15a for positioning the hook plate 55 in the axial direction is provided at the tip of the throttle shaft 15. The return spring 21 is arranged between the hook plate 55 into which the tip of the throttle shaft 15 is inserted and the second segment body 14b. A fourth gear 29 is fixed to the outside of the hook plate 55 by, for example, a plurality of bolts.

At the outer peripheral end of the hook plate 55, a first hook 55b, a second hook 55d, and a stopper 55c extending outward in the radial direction and having the tip bent in the axial direction (second segment body 14b side). Is formed. The first hook 55b and the second hook 55d are arranged on a concentric circle centered on the shaft connecting hole 55a at intervals in the circumferential direction. Further, the first hook 55b and the second hook 55d are both formed with, for example, a groove so that the end portion 21b of the return spring 21 can be easily locked.

The stopper 55c comes into contact with the stopper bolt 56 provided on the second segment body 14b to regulate the rotation of the throttle shaft 15 in one direction (rotation to the right in FIG. 8). The stopper bolt 56 can adjust the contact position with the stopper 55c.

The return spring 21 urges the hook plate 55 in one rotation direction (rotation to the right in FIG. 8) with respect to the second segment body 14b, but the stopper 55c regulates the rotation at a predetermined rotation position. That is, the urging force of the return spring 21 urges the throttle shaft 15 to rotate with respect to the unit body 23. As a result, the throttle valves 16c and 16d (16a and 16b in the first throttle unit 11) are closed when the motor 17 is not operating.

Further, by operating the motor 17, the fourth gear 29 rotates (rotates counterclockwise in FIG. 8) against the urging by the return spring 21 via the reduction mechanism 20.

In the speed reduction mechanism 20 of the present embodiment, the second segment body 14b is provided with two protrusions 53a and 53b, and one of the protrusions 53a and 53b is selectively provided on the second segment body 14b side of the return spring 21. It is possible to lock the end portion 21a of the. The throttle valves 16c and 16d (16a and 16b) are urged in the closing direction by the urging by the return spring 21, and the throttle valves 16c and 16d (16a and 16b) are closed when the motor 17 is not operating. The urging torque by the return spring 21 in this closed state, that is, the set torque for maintaining the throttle valves 16c, 16d (16a, 16b) in the closed state is defined by the locking position of the end portion 21a of the return spring 21.

As shown in FIG. 9, in the first throttle unit 11, the set torque is set relatively small by locking the end portion 21a of the return spring 21 to the first protrusion 53a.

As shown in FIG. 10, in the second throttle unit 12, the set torque is set relatively large by locking the end portion 21a of the return spring 21 to the second protrusion 53b.

A first hook 55b and a second hook 55d are formed on the hook plate 55, and the end portion 21b of the return spring 21 is engaged with either the first hook 55b or the second hook 55d. The set torque can be changed depending on whether it is stopped or not.

In the first throttle unit 11, the set torque is set relatively small by locking the end portion 21b of the return spring 21 to the first hook 55b.

In the second throttle unit 12, the set torque is set relatively large by locking the end portion 21b of the return spring 21 to the second hook 55d.

Therefore, when the throttle valves 16a to 16d of the first throttle unit 11 and the second throttle unit 12 are operated from the fully open state to the fully closed state, the throttle valves 16c of the second throttle unit 12 that suspends the cylinder, The 16d can be closed more quickly than the throttle valves 16a and 16b of the first throttle unit 11 that does not stop the cylinder.

Although the description of the embodiment is completed above, the aspect of the present invention is not limited to the above embodiment. For example, in the above embodiment, the present invention is applied to the engine 1 having the cylinder deactivation function, but the present invention may be applied to the engine not having the cylinder deactivation function.

In an engine in which the openings of a plurality of throttle valves may differ from each other even if the cylinder deactivation function is not provided, when the openings are controlled from different states to the same opening, a plurality of throttle valves are opened. It is possible to immediately eliminate the difference in the opening degree of the throttle valve. As a result, the engine can be operated smoothly with a simple configuration.

Further, in the present embodiment, the present invention is applied to the throttle device 10 of the 4-cylinder engine 1, but it may be applied to the throttle device of a plurality of cylinders other than the 4-cylinder engine.

Further, the throttle device 10 of the present embodiment has two throttle units 11 and 12, and two motors 17a and 17b for each of the four cylinders drive the throttle valve for each cylinder. It may be provided with more than one throttle unit and a motor. Further, the number of throttle valves operated by each motor may be other than two.

Further, the throttle device of the present invention can be adopted for an engine used other than a motorcycle.

The present invention is adopted in a multi-cylinder engine, and can be widely applied to a throttle device of an engine in which a plurality of throttle valves are shared and opened / closed by a plurality of motors.

1 Engine 2a, 2b, 2c, 2d Cylinder 10 Throttle device 11 First throttle unit (throttle unit)
12 Second throttle unit (throttle unit)
13a, 13b, 13c, 13d Intake passage 15 Throttle shaft 16a, 16b, 16c, 16d Throttle valve 17a First motor (motor)
17b Second motor (motor)
20, 45 reduction mechanism (reduction gear)
23 Unit body (throttle body)
40 Control unit 42 Cylinder deactivation control unit

Claims (7)

A throttle body that has an intake passage corresponding to multiple cylinders of the engine,
A throttle shaft rotatably supported by the throttle body and
A throttle valve that is fixed to the throttle shaft and opens and closes the intake passage of the cylinder,
A motor that rotationally drives the throttle shaft and
A throttle device having a plurality of throttle units provided in the engine for each cylinder or group of cylinders.
Among the plurality of throttle units, the first motor, which is the motor provided in the first throttle unit, and the second motor, which is the motor provided in the second throttle unit, change their rotational speeds. Throttle devices characterized by different response performances. The first motor and the second motor are electric motors.
The throttle device according to claim 1, wherein at least one of the number of turns of the coil and the wire diameter is set so as to be different from each other in the first motor and the second motor. A control unit for outputting the drive current of the first motor and the second motor is provided.
The control unit outputs different drive currents to the first motor and the second motor so that the response performance of the rotation speed change of the first motor and the second motor is different from each other. The throttle device according to claim 1 or 2, wherein the throttle device is set to 1. In a predetermined operating region of the engine, only the second motor of the first motor and the second motor is stopped to operate, and the throttle valve of the second throttle unit is set to a predetermined opening degree. A cylinder deactivation control unit that deactivates combustion of the cylinder or group of cylinders corresponding to the second throttle unit is provided.
The throttle device according to any one of claims 1 to 3, wherein the response performance of the rotation speed change of the second motor is higher than the response performance of the rotation speed change of the first motor. The first throttle unit and the second throttle unit are each provided with a speed reducer that reduces and transmits the rotation of the drive shaft of the motor to the throttle shaft.
The method according to any one of claims 1 to 4, wherein the reduction ratio of the speed reducer of the first throttle unit and the reduction ratio of the speed reducer of the second throttle unit are different from each other. Throttle device. The throttle device according to any one of claims 1 to 5, wherein two throttle units are provided in the engine. The throttle device according to any one of claims 1 to 6, wherein the throttle device is provided in an engine of a motorcycle.

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