JP4916528B2 - Motorcycle engine - Google Patents

Description

The present invention relates to a motorcycle engine in which the opening of a throttle valve is controlled by a drive motor based on a throttle opening / closing input by manually operating a throttle member such as a throttle grip or an accelerator pedal.

  In recent years, a so-called electronic throttle control device has been proposed in which an operation amount of a throttle grip or an accelerator pedal is detected and the opening degree of a throttle valve is driven and controlled by a drive motor based on the operation amount.

  When this type of throttle control device is installed in, for example, a motorcycle on which a V-type engine is mounted, it is desirable to arrange the drive motor and the like as compactly as possible because of the structure of the vehicle body.

  However, depending on the arrangement of the drive motor, there are cases where the above-mentioned demand for compactness cannot be met.

  The present invention has been made in view of the above circumstances, and an object thereof is to avoid an increase in the size of the entire engine when a drive motor is arranged.

The motorcycle engine according to the present invention has left and right cylinders, respectively, and is connected to the front block and the rear block arranged to form a bank in a side view, and to the front block and the rear block, respectively. and a front intake pipe of left and right rear intake pipe, and the left and right left and right front throttle body and the left and right rear throttle bodies respectively connected to the front intake pipe and the side intake pipe after the left and right, the left and right Left and right front throttle valves disposed inside the front throttle body, left and right rear throttle valves disposed inside the left and right rear throttle bodies, and a front valve coupled to the left and right front throttle valves A shaft, a rear valve shaft connected to the left and right rear throttle valves, and the front throttle valve and the rear slot via a speed reduction mechanism A drive motor for opening and closing the valve, the left and right and the left and right front fuel injection valve arranged downstream of the front throttle valve, the left and right rear throttle valve from being positioned downstream the left and right rear fuel injection A valve, a fuel supply pipe connected to each fuel injection valve, and a controller for controlling the opening of each throttle valve by the drive motor based on a throttle operation amount by manual operation of the throttle member, In view, the fuel supply pipe extends in the left-right direction between the front throttle body and the rear throttle body, and a part of the drive motor overlaps the fuel supply pipe . The drive motor is located between the front valve shaft and the rear valve shaft .

According to one aspect of the present invention, the front fuel injection valve and the rear fuel injection valve are located behind the front throttle body and in front of the rear throttle body.

According to another aspect of the invention, the drive motor is located behind the front throttle body and ahead of the rear throttle body.

According to another aspect of the present invention, a part of the drive motor overlaps the front fuel injection valve and the rear fuel injection valve in a side view.

It is a cross-sectional side view for demonstrating the throttle control apparatus of a V type engine. It is a top view of the engine by which the said throttle control apparatus was arrange | positioned. It is a top view which shows the reduction gear mechanism of the drive motor of the said throttle control apparatus. It is a top view which shows the deceleration mechanism by a modification. It is a top view for demonstrating a throttle control apparatus. It is a top view for demonstrating a throttle control apparatus. It is a side view which shows the link mechanism of the drive motor of the said throttle control apparatus. It is a top view for demonstrating a throttle control apparatus. It is a cross-sectional side view for demonstrating a throttle control apparatus. It is a top view of the said throttle control apparatus. It is a cross-sectional side view for demonstrating a throttle control apparatus. It is a top view of the said throttle control apparatus.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIGS. 1 to 3 are views for explaining a throttle control device for a V-type engine according to a first embodiment, and FIGS. 1 and 2 are cross-sectional side views of the V-type engine provided with a throttle control device, respectively. FIG. 3 is a plan view of the drive motor.

  In the figure, reference numeral 1 denotes a water-cooled four-cycle V-type four-cylinder engine used in a motorcycle. The common crankshaft (not shown) is mounted on the vehicle body frame (not shown) with the vehicle width direction facing the vehicle.

  The front block 2 is integrally formed at a front portion of a crankcase (not shown), and includes a front cylinder block 4 having a pair of left and right front cylinders 4a and 4a, and a front cylinder head bolted to an upper joint surface thereof. The front head cover 6 is attached to the upper joint surface of the cam case portion 5 a of the front cylinder head 5.

  The rear block 3 is integrally formed at the rear portion of the crankcase, and the rear cylinder block 7 having a pair of left and right rear cylinders 7a and 7a and a rear cylinder coupled to the upper mating surface thereof as described above. And a rear head cover 9 is attached to the cam case portion 8 a of the rear cylinder head 8.

  In the recesses forming the combustion chambers of the front and rear cylinder heads 5, 8, intake valve openings 5b, 8b and exhaust valve openings 5c, 8c are opened. , 11, and the exhaust valve openings 5 c, 8 c are opened and closed by the exhaust valves 12, 12. The intake valve 11 and the exhaust valve 12 are opened and closed by an intake cam shaft 10 and an exhaust cam shaft (not shown), respectively.

  The left and right front exhaust ports 5d that open to the front side of the front cylinder head 5 have front exhaust pipes (not shown), and the left and right rear exhaust ports 8d that open to the rear side of the rear cylinder head 8 have not shown. The rear exhaust pipe is connected.

  Downstream end ports of the front intake pipe 15 are connected to the left and right front intake ports 5e extending inward from the intake valve opening 5b of the front cylinder head 5 to the V bank A, and from the intake valve opening 8b of the rear cylinder head 8. A rear intake pipe 16 is connected to the left and right intake ports 8e extending inward of the V bank A. The front and rear intake pipes 15 and 16 extend substantially vertically upward so as to be symmetrical.

  Front and rear throttle bodies 17 and 18 are connected to the upstream ends of the front and rear intake pipes 15 and 16, respectively. Air inlets of the throttle bodies 17 and 18 are opened in an air cleaner (not shown). is doing. In the intake passages 17a and 18a of the throttle bodies 17 and 18, butterfly throttle valves 20 and 21 are disposed so as to be opened and closed between a fully closed position and a fully opened position. The front left and right throttle valves 20 are connected by a common valve shaft 22, and the rear left and right throttle valves 21 are connected by a common valve shaft 23. The valve shafts 22 and 23 are provided with return springs (not shown) for urging the throttle valves 20 and 21 to the fully closed position. A throttle opening sensor 24 is attached to the right end of the front valve shaft 22.

  Valve holes 15b and 16b communicating with the intake ports 5e and 8e are formed on the front and rear sides of the downstream end flange portions 15a and 16a of the front and rear intake pipes 15 and 16, respectively. , 16b, fuel injection valves 25, 26 are mounted so that the injection nozzles are located. Each of the fuel injection valves 25 and 26 is located between the intake pipes 15 and 16 and the cam case portions 5a and 8a, and is arranged so as to be directed vertically upward in parallel with each other. The fuel from the fuel injection valves 25 and 26 is injected toward the back of the umbrella portion of the intake valve 11 through the intake ports 5e and 8e.

  A common fuel supply unit 27 is connected to each of the fuel injection valves 25 and 26. The fuel supply unit 27 is an integrated unit in which the right end of the front fuel supply pipe 28 in the vehicle width direction and the right end of the rear fuel supply pipe 29 are connected in a U-shape with a connecting pipe 30 in plan view. The throttle bodies 17 and 18 are disposed so as to surround the outside.

  The upper end of each fuel injection valve 25 on the front side is inserted and connected to a connection port 28a branched from the front fuel supply pipe 28, and the rear side of the connection port 29a branched from the rear fuel supply pipe 29 is connected. The upper end portion of each fuel injection valve 26 is inserted and connected.

  A fuel pump (not shown) is connected to the upstream end (left end) of the rear fuel supply pipe 29 via a fuel supply hose 31, and the downstream end (left end) of the front fuel supply pipe 28. ) Is connected to a regulator 32 for adjusting the fuel pressure, and a return pipe 33 from the regulator 32 is connected to a fuel tank (not shown).

  The throttle valves 20 and 21 and a throttle grip (not shown) are connected via a throttle control device. The throttle control device includes an operation amount detection sensor (not shown) that detects an operation amount (rotation amount) of the throttle grip by the driver, a drive motor 35 that drives the throttle valves 20 and 21 to open and close, and the operation amount. A controller (not shown) that drives and controls the drive motor 35 based on the detection value from the detection sensor.

  The drive motor 35 has its rotating shaft 35a oriented parallel to the valve shafts 22 and 23, and is disposed in a space surrounded by the throttle bodies 17 and 18 in the V bank A.

  The drive motor 35 is housed in an aluminum die-cast housing 36, and the housing 36 is mounted and fixed so as to be bridged over the throttle bodies 17 and 18 via a stay (not shown). A gear case 37 is integrally connected to the housing 36. A reduction gear mechanism is housed in the gear case 37 as shown in FIG. This reduction gear mechanism meshes with both gears 38 and 39, a throttle gear 38 mounted and fixed at the center of the valve shaft 22 on the front side, a rotary gear 39 mounted and fixed on a rotary shaft 35a of the drive motor 35. The intermediate gear train 40 includes a large reduction gear 40a meshed with the rotation gear 39 and a small reduction gear 40b meshed with the throttle gear 38. The reduction gears 40a, 40b The gear shaft 40 c is pivotally supported by the gear case 37.

  The front valve shaft 22 and the rear valve shaft 23 are connected via a link mechanism 41. The link mechanism 41 rotates the drive link member 42 attached and fixed to the left end portion of the front valve shaft 22 and the driven link member 43 attached and fixed to the left end portion of the rear valve shaft 23 by an arm member 44. The structure is movably connected so that when the front valve shaft 22 rotates, the rear valve shaft 23 rotates in synchronization with the rotation.

  Next, the effect of this reference form is demonstrated.

  When the driver rotates the throttle grip, the drive motor 35 rotates according to the operation amount, and this rotation is transmitted to the front valve shaft 22 via the gears 39, 40, 38, and the valve shaft 22 is rotated. The throttle valve 20 on the front side rotates as the engine rotates. The rotation of the front valve shaft 22 is transmitted to the rear valve shaft 23 via the link mechanism 41, and the valve shaft 23 rotates in synchronization with the valve shaft 22, and with the rotation of the valve shaft 23. The rear throttle valve 21 rotates.

  According to the throttle control device of the present embodiment, when the drive motor 35 is viewed in the center line direction of the V bank A, the space surrounded by the four throttle bodies 17, 17, 18, 18 in the V bank A. Therefore, the drive motor 35 can be arranged by effectively using the empty space of the engine 1, thereby avoiding the enlargement of the engine and meeting the demand for compactness. Further, when performing maintenance, by removing the fuel tank, it can be easily performed from above the V bank A, and workability can be improved.

  Further, since the housing 36 of the drive motor 35 is mounted and fixed so as to be bridged over the throttle bodies 17 and 18 via the stay, the mounting strength of the drive motor 35 can be secured and the connection strength between the throttle bodies 17 and 18 can be increased. Can be increased.

  Further, since the front throttle valve 20 is rotationally driven by one drive motor 35 and the rotation of the front throttle valve 20 is transmitted to the rear throttle valve 21 via the link mechanism 41, a low-cost and simple structure is achieved. Thus, the four throttle valves 20 and 21 can be rotated synchronously.

  In the above reference embodiment, the case where the rotation of the drive motor 35 is transmitted to the valve shaft 22 via the gears 39, 40, 38 has been described as an example. However, the present invention is not limited to this. For example, the rotation of the drive motor 35 may be transmitted to the valve shaft 22 by a link mechanism, a wire mechanism, or a combination thereof.

  For example, FIG. 4 shows a modification of the speed reduction mechanism of the drive motor. In the figure, the same reference numerals as those in FIG. In this example, the large reduction gear 40 a is engaged with the rotation gear 39 of the drive motor 35, and the gear shaft 40 c of the large reduction gear 40 a and the valve shaft 22 are connected via the link mechanism 45. The link mechanism 45 has a structure in which a drive link member 46 fixed to the gear shaft 40c and a driven link member 47 fixed to the valve shaft 22 are rotatably connected by an arm member 47. The same effect as the above reference embodiment can be obtained. Reference numeral 48 denotes a return spring that constantly urges the throttle valve 20 to the fully closed position.

  FIG. 5 is a diagram for explaining a throttle control device according to the second embodiment. In the figure, the same reference numerals as those in FIG.

  In the throttle control device according to the present embodiment, one drive motor 50 is disposed at the center of the V bank A, and this drive motor 50 directs the rotary shafts 50a, 50a in a direction perpendicular to the valve shafts 22, 23. Are arranged. A worm gear 51 is mounted on each rotary shaft 50a, and each worm gear 51 meshes with worm wheels 52 and 52 mounted and fixed on the valve shafts 22 and 23, respectively.

  In the present embodiment, the front and rear valve shafts 22 and 23 are rotationally driven by one drive motor 50 arranged in the V bank A, so that four throttles can be achieved with a low cost and simple structure. The valves 20 and 21 can be rotated synchronously, and the same effect as in the first reference embodiment can be obtained.

  6 and 7 are diagrams for explaining the throttle control device according to the third embodiment, in which the same reference numerals as those in FIG. 2 denote the same or corresponding parts.

  In the throttle control device of the present embodiment, the drive motor 55 is disposed between the front and rear throttle bodies 17 and 18 on the left side in the V bank A, and is mounted and fixed so as to span the throttle bodies 17 and 18. Yes.

  The drive motor 55 is arranged with the rotation shaft 55a facing the front and rear valve shafts 22 and 23, and the rotation shaft 55a and each valve shaft 22 and 23 are connected by a link mechanism 56. Yes. The link mechanism 56 has a structure in which a drive member 57 fixed to the rotating shaft 55a and driven members 58 and 58 fixed to the left end portions of the valve shafts 22 and 23 are connected by link arms 59 and 59. ing. The arrow a indicates the motor rotation direction, and the arrow b indicates the throttle valve rotation direction.

  According to the present embodiment, the drive motor 55 is disposed at the left end in the V bank A, and the front and rear valve shafts 22 and 23 are rotationally driven by the single drive motor 55 via the link mechanism 56. Thus, the four throttle valves 20 and 21 can be rotated synchronously with a low-cost and simple structure, and the same effect as in the first and second reference embodiments can be obtained.

  In the present embodiment, since the drive motor 55 is fixed over the front and rear throttle bodies 17 and 18, the number of parts can be reduced as compared with the case where the drive motor 55 is fixed through another member such as a stay. Further, by assembling the drive motor 55 integrally with the throttle bodies 17 and 18 in advance, it is possible to improve the ease of assembly to the engine. In addition, the drive motor 55 functions as a reinforcing member for both the throttle bodies 17 and 18, so that reinforcement by separate members can be eliminated.

  FIG. 8 is a view for explaining a throttle control device according to the fourth embodiment. In the figure, the same reference numerals as those in FIG. 2 denote the same or corresponding parts.

  The throttle control device of the present embodiment has two drive motors 60, 60 arranged in the V bank A so that the front valve shaft 22 and the rear valve shaft 23 are independently driven by each drive motor 60. It is configured. Each drive motor 60 is housed in a housing 62 in which a gear case 61 is integrally connected, and the basic structure is the same as that in the first reference embodiment (see FIG. 3).

  The drive motors 60 are mounted and fixed on the front and rear throttle bodies 17 and 18, and the gear cases 61 are connected to the central portions of the valve shafts 22 and 23 inside the V bank A.

  An air passage (not shown) for taking out the intake negative pressure is formed on the joint surface between the drive motor 60 and the throttle bodies 17 and 18. As described above, since the air passage is formed by using the joint surface between the drive motor 60 and the throttle bodies 17 and 18, a dedicated air hose can be eliminated, and the surroundings of the engine can be simplified.

  According to the present embodiment, the valve shafts 22 and 23 are independently rotated by the two drive motors 60. Therefore, when one motor fails for some reason, the other drive motor is used for operation. It can be continued and reliability and safety can be improved.

  Further, since each drive motor 60 is fixed over the front and rear throttle bodies 17 and 18, the number of parts can be reduced as compared with the case where the drive motor 60 is fixed through another member such as a stay. Similar effects can be obtained.

  In the above reference embodiment, the case where the gear case 61 of each drive motor 60 is disposed toward the inside of the V bank A has been described. However, the gear case 61 is disposed toward the outside of the V bank A, and the valve shafts 22 and 23 are arranged. The outer end portions 22a and 23a may be driven (see the two-dot chain line in FIG. 8).

  9 and 10 are diagrams for explaining the throttle control device according to the first embodiment. In the figure, the same reference numerals as those in FIGS. 1 and 2 denote the same or corresponding parts.

  In the throttle control device of the present embodiment, a front fuel supply pipe 28 and a rear fuel supply pipe 29 that supply high-pressure fuel to the fuel injection valves 25 and 26 are disposed between the front and rear throttle bodies 17 and 18. In addition, one drive motor 65 is installed and fixed in the V bank A so as to span the lower surfaces of the central portions of the fuel supply pipes 28 and 29.

  The fuel injection valves 25 and 26 are inserted and connected to valve holes 17b and 18b formed on the downstream side of the throttle valves 20 and 21 of the throttle bodies 17 and 18, respectively. In contrast, they are arranged so as to be inclined inward. The left end portions of the valve shafts 22 and 23 are connected by a link mechanism 41 having the same structure as that of the first reference embodiment.

  The drive motor 65 is housed in a housing 62 in which a gear case 61 is integrally connected, and is connected to the rear valve shaft 23. The basic structure is the same as in the first and fourth reference embodiments. .

  According to the present embodiment, the drive motor 65 is arranged in the V bank A, and the drive motor 65 is fixed over the front and rear fuel supply pipes 28 and 29, so that the drive motor 65 is interposed via a separate member such as a stay. The number of parts can be reduced as compared with the case of fixing, and the drive motor 65 functions as a reinforcing member for both the fuel supply pipes 28 and 29, so that reinforcement by separate members can be dispensed with.

  11 and 12 are diagrams for explaining the throttle control device according to the second embodiment, in which the same reference numerals as those in FIGS. 9 and 10 denote the same or corresponding parts.

  In the throttle control device of the present embodiment, a front fuel supply pipe 28 and a rear fuel supply pipe 29 that supply high-pressure fuel to the fuel injection valves 25 and 26 are disposed between the front and rear throttle bodies 17 and 18. The two drive motors 66 and 66 are arranged in the V bank A and below both ends of the fuel supply pipes 28 and 29.

  The valve shafts 22 ′ of the front throttle bodies 17 and the valve shafts 23 ′ of the rear throttle bodies 18 are independent of each other. The front and rear valve shafts 22 ′, 23 ′ are linked to each other by a link mechanism 41. , 41. The link mechanism 41 has the same structure as the first reference embodiment and the first embodiment.

  Each drive motor 65 is housed in a housing 62 in which a gear case 61 is integrally formed, and is connected to a front valve shaft 22 'and a rear valve shaft 23', respectively.

  According to the present embodiment, the front and rear valve shafts 22 'and 23' are rotationally driven by the two drive motors 66, so that if one motor fails for some reason, the other drive motor Operation can be continued and reliability and safety can be improved.

  In each of the above embodiments and each reference embodiment, the case where the drive motor is attached and fixed to the throttle body or the fuel supply pipe has been described, but the drive motor may be directly attached and fixed to the cylinder head via an elastic member. . In this case, the mounting strength of the drive motor can be increased, and the engine vibration is absorbed by the elastic member, so that the influence on the drive motor can be suppressed.

(reference)
It is an object of each of the following inventions to provide a throttle control device for a V-type engine that can avoid an increase in size of the entire engine when a drive motor is arranged and can be easily maintained.

  In the first invention, at least two cylinders are arranged to form a V bank, and the opening degree of the throttle valve is controlled by the drive motor based on the throttle operation amount by the manual operation of the throttle member. In the throttle control device for an engine, the drive motor is arranged so as to be positioned in the V bank when viewed in the center line direction of the V bank.

  A second invention is characterized in that, in the first invention, the throttle valve is controlled by a drive motor independent for each of one or the other cylinder of the V bank.

  A third invention is characterized in that, in the first or second invention, the housing of the drive motor is integrally attached to the throttle body.

  According to a fourth aspect, in the first or second aspect, the housing of the drive motor is integrally attached to a fuel supply pipe that supplies fuel to the fuel injection valve.

  According to a fifth invention, in the first or second invention, the drive motor housing is directly attached to the cylinder head with an elastic member interposed therebetween.

  A sixth invention is characterized in that, in any one of the first to fifth inventions, an air passage for taking out negative intake pressure is formed in a housing of the drive motor.

  According to the first invention, since the drive motor is arranged in the V bank, the drive motor can be arranged by effectively using the empty space of the engine, and the enlargement of the engine can be avoided. When performing maintenance, it can be easily performed from outside the V bank.

  In the second aspect of the invention, the throttle valve is controlled by a drive motor arranged independently for each of the one and other cylinders of the V bank. Therefore, if one drive motor fails for some reason, the other drive motor The operation can be continued, and the reliability and safety can be improved.

  In the third invention, since the housing of the drive motor is integrally attached to the throttle body, the number of parts can be reduced by an amount that can eliminate the need for a stay or the like. Can be improved.

  In the fourth aspect of the invention, since the housing of the drive motor is integrally attached to the fuel supply pipe of the fuel injection valve, the number of parts can be reduced and the assembly to the engine can be facilitated as in the third aspect. It can be improved.

  In the fifth invention, the housing of the drive motor is directly attached to the cylinder head via the elastic member, so that the attachment strength can be increased while avoiding the influence of the engine vibration on the drive motor.

  In the sixth aspect of the invention, since the air passage for taking out the intake negative pressure is formed in the housing of the drive motor, the conventional dedicated air hose can be dispensed with and the surroundings of the engine can be simplified.

1 V-type engine 4a, 7a Cylinder 20, 21 Throttle valve 35, 50, 55, 60, 65, 66 Drive motor 36, 62 Housing 17, 18 Throttle body 25, 26 Fuel injection valve 28, 29 Fuel supply pipe A V bank

Claims (4)

A front block and a rear block each having left and right cylinders and arranged to form a bank in a side view;
Left and right front intake pipes and left and right rear intake pipes respectively connected to the front block and the rear block;
A front throttle body and the left and right rear throttle body of the left and right respectively connected to the side intake pipe after the front air intake pipe and the left and right of said right and left,
Left and right front throttle valves disposed inside the left and right front throttle bodies;
Left and right rear throttle valves disposed inside the left and right rear throttle bodies;
A front valve shaft coupled to the left and right front throttle valves;
A rear valve shaft coupled to the left and right rear throttle valves;
A drive motor for opening and closing the front throttle valve and the rear throttle valve via a deceleration mechanism ;
Left and right front fuel injection valves disposed downstream of the left and right front throttle valves;
Left and right rear fuel injection valves disposed downstream of the left and right rear throttle valves;
A fuel supply pipe connected to each fuel injection valve;
A controller for controlling the opening of each throttle valve by the drive motor based on a throttle operation amount by manual operation of the throttle member,
In plan view, the fuel supply pipe extends in the left-right direction between the front throttle body and the rear throttle body, and a part of the drive motor overlaps the fuel supply pipe ,
In plan view, the drive motor is a motorcycle engine positioned between the front valve shaft and the rear valve shaft . The engine according to claim 1, wherein the front fuel injection valve and the rear fuel injection valve are located behind the front throttle body and in front of the rear throttle body. The engine according to claim 2 , wherein the drive motor is located behind the front throttle body and in front of the rear throttle body. The engine according to claim 1, wherein a part of the drive motor overlaps with the front fuel injection valve and the rear fuel injection valve in a side view .

Images