JP5593928B2 - Engine throttle control device - Google Patents

Description

  The present invention relates to a throttle control device in a fuel supply device for a V-type multi-cylinder engine mounted on a motorcycle.

  In a motorcycle or the like, a throttle system is known in which a motor is driven based on a rider's accelerator grip operation amount, and a throttle valve is electronically opened and closed by the motor. Of these, as an example in which such an electronic throttle system is employed particularly for a V-type engine, those described in Patent Document 1 or Patent Document 2 have been proposed.

  Each of these patent documents employs a so-called throttle-by-wire system in which the accelerator grip and the throttle valve are not physically connected. In particular, in motorcycles and the like, the rider performs delicate accelerator grip operation by hand, so the old rider may prefer the direct operation feeling of the mechanical throttle valve that is affected by the play and elongation of the throttle cable. is there.

JP 2002-256901 A JP 2009-235933 A

However, since all of those described in these patent documents are of a by-wire type, it is impossible to obtain an operational feeling like a mechanical throttle valve.
In addition, in Patent Document 1, all cylinders are driven and controlled by one motor, so that a considerably large space is required for routing such as a link mechanism or a wire cable. On the other hand, since the throttle valve is independently controlled by the front bank and the rear bank in Patent Document 2, a large and complicated mechanism such as a differential throttle control device is required.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an engine throttle control device that realizes optimum throttle control while giving a desired operational feeling.

An engine throttle control device according to the present invention is a throttle control device that controls opening and closing of a throttle valve in order to supply fuel to each cylinder in a V-type four-cylinder engine. It is divided into left and right, one of which is controlled by a mechanical throttle control mechanism and the other is controlled by an electronic throttle control mechanism . The front cylinder in the front and rear V bank, the rear cylinder, the front and rear of the other The front cylinder and the rear cylinder in the V bank are the first, second, third, and fourth cylinders, and the ignition order is set so that the cylinders explode in this order .

Further, in the engine throttle control apparatus according to the present invention, a crank phase difference of 360 ° is present between the first cylinder and the third cylinder, and a crank position of 360 ° is defined between the second cylinder and the fourth cylinder. It is characterized by having a phase difference.
In the engine throttle control device according to the present invention, the electronic throttle control mechanism controls the throttle valve to open with a delay from the throttle operation.

In the engine throttle control device according to the present invention, the throttle pulley shaft of the mechanical throttle control mechanism and the actuator of the electronic throttle control mechanism are mutually connected between the throttle valve shafts for the front and rear cylinders as viewed in the throttle valve axial direction. The throttle pulley shaft is disposed between the throttle valve shafts for the front and rear cylinders as viewed from the throttle valve shaft direction, and these three shafts are set at substantially the same height and higher than this height. The actuator is arranged at a position.

  In the engine throttle control apparatus according to the present invention, a delivery pipe of a fuel injection device is disposed below the throttle valve shaft for the front and rear cylinders and the throttle pulley shaft.

  In the engine throttle control device according to the present invention, the throttle pulley is disposed on one end side of the throttle body, and the link mechanism of the mechanical throttle control mechanism is disposed on the other end side.

  In the engine throttle control apparatus according to the present invention, a throttle position sensor is disposed at the outer end of each throttle valve shaft.

  According to the present invention, typically, of the four throttle bodies of a V-type four-cylinder engine, two are mechanical throttle systems and the other two are electronic throttle systems. Thus, by adopting a mechanical throttle system for a part of all four cylinders, it is possible to realize an operation load change characteristic that the rider feels as a direct operation feeling.

  In that case, the cylinder groups can be divided into left and right so as to form a pair in the front and rear V banks, the influence of traveling wind and the like can be suppressed, and the difference in output characteristics between the mechanical and electronic types can be reduced.

1 is a side view showing an example of the overall configuration of a motorcycle according to an embodiment of the present invention. 1 is a side view showing a configuration example around an engine in a motorcycle according to an embodiment of the present invention. 1 is a plan view showing a configuration example around an engine in a motorcycle according to an embodiment of the present invention. It is a perspective view which shows the structural example around the fuel-injection apparatus in embodiment of this invention. It is a side view which shows the structural example around the fuel-injection apparatus in embodiment of this invention. It is a top view which shows the structural example of the state which removed the funnel in embodiment of this invention. It is a side view showing the example of composition around the primary injector in the fuel injection device concerning the embodiment of the present invention. It is a top view which shows the structural example around the primary injector in the fuel-injection apparatus which concerns on embodiment of this invention. It is a left view which shows the surroundings of the mechanical throttle control mechanism in embodiment of this invention. It is a right view which shows the electronic throttle control mechanism periphery in embodiment of this invention. It is a bottom view of the throttle body in the embodiment of the present invention. It is a perspective view which shows the mechanical throttle control mechanism periphery in embodiment of this invention. It is a figure which shows the opening degree characteristic of a mechanical type and an electronic throttle valve, respectively. It is a figure which shows the timing etc. of the combustion explosion in each cylinder. It is a figure which compares the timing of the combustion explosion in each cylinder, etc. between a mechanical type and an electronic throttle valve at the time of normal operation and acceleration.

Hereinafter, preferred embodiments of a throttle control device in a fuel supply device according to the present invention will be described with reference to the drawings.
The throttle control device according to the present invention can be effectively applied to various gasoline engines mounted on a motorcycle or a four-wheeled vehicle. In this embodiment, for example, as shown in FIG. To do.

  First, the overall configuration of the motorcycle 100 according to the present embodiment will be described. In FIG. 1, two left and right front forks 103 supported by a steering head pipe 102 so as to be pivotable to the left and right are provided at a front portion of a body frame 101 made of steel or aluminum alloy. A handle bar 104 is fixed to the upper end of the front fork 103, and grips 105 are provided at both ends of the handle bar 104. A front wheel 106 is rotatably supported at the lower portion of the front fork 103, and a front fender 107 is fixed so as to cover the upper portion of the front wheel 106. The front wheel 106 has a brake disc 108 that rotates integrally with the front wheel 106.

  The vehicle body frame 101 branches from the steering head pipe 102 in a bifurcated left and right direction, and each of them extends while being inclined downwardly. A swing arm 109 is swingably coupled to the rear portion of the vehicle body frame 101, and a rear shock absorber 110 is mounted between the swing arm 109 and the swing arm 109. A rear wheel 111 is rotatably supported at the rear end of the swing arm 109. The rear wheel 111 is rotationally driven via a driven sprocket 113 around which a chain 112 for transmitting engine power, which will be described later, is wound. An inner fender 114 that covers the vicinity of the front upper portion is provided in the immediate vicinity of the rear wheel 111, and a rear fender 115 is disposed above.

  The engine unit 116 (dotted line portion) mounted on the vehicle body frame 101 is supplied with an air-fuel mixture from a fuel supply device described later, and exhaust gas after combustion in the engine is exhausted through an exhaust pipe 117. . In the present embodiment, the engine may be, for example, a 4-cycle multi-cylinder (4-cylinder) engine. The exhaust pipe 117 of each cylinder may be coupled to the lower side of the engine unit 116 and then exhausted from the muffler 119 through the exhaust chamber 118 and in the vicinity of the rear end of the vehicle.

  Further, a fuel tank 120 is mounted above the engine unit 116, and a seat 121 (rider seat 121A (and tandem seat 121B as necessary)) is continuously provided behind the fuel tank 120. Note that a specific configuration such as the shape of the fuel tank 120 will be described later, but it may include a case as shown in FIG. A footrest 122 and a footrest 123 (pillion step) are arranged corresponding to the rider seat 121A and the tandem seat 121B. In this example, on the left side of the vehicle, a prop stand 124 is provided at a substantially central lower portion in the front-rear direction.

  Further, in FIG. 1, 125 is a headlamp, 126 is a meter unit including a speedometer, a tachometer, or various indicator lamps, and 127 is a rearview mirror supported by the handlebar 104 via a stay 128.

  In the exterior of the vehicle, the front and side portions of the vehicle are mainly covered by the fairing 129 and the side cowl 130, and the side cover 131 or the seat cowl 132 is attached to the rear portion of the vehicle. Appearance form is formed. Among these, at the front end portion of the fairing 129, an air intake 133 for feeding air to an air cleaner described later is opened. As described above, the external configuration of the motorcycle 100 has been mainly described. However, the present invention is not limited to the vehicle of the external type, and can be applied to other cases.

  Next, FIG. 2 and FIG. 3 show a specific configuration example around the engine in the present embodiment. In this example, a so-called V-type engine is used, and the engine unit 116 has a V bank formed by cylinders (or cylinder blocks) 134 arranged at the front and rear (side view), and a vertically divided crankcase 135 (upper part) below the cylinder 134. The crankcase 135A and the lower crankcase 135B) are integrally coupled. The engine is a multi-cylinder engine having two or more cylinders, and these cylinders constitute a front (side) bank and a rear (side) bank. The engine unit 116 is integrally coupled to the vehicle body frame 101 via a plurality of engine mounts, and acts as a rigid member of the vehicle body frame 101 by itself. The vehicle body frame 101 includes a main frame 101A, a body frame 101B, and an engine suspension portion 101C, and these support the engine unit 116 firmly.

A crankshaft 136, a countershaft 137, and a drive shaft 138 are rotatably supported by the crankcase 135, and these shafts are connected to each other via gears in the crankcase 135 or the transmission case. The output of the engine unit 116 is finally transmitted from the drive shaft 138 to the rear wheel 111 via the chain 112.

  On the upper side of the cylinder 134 (cylinder head cover), an air cleaner 139 for supplying clean air to an intake device described later is disposed. The air cleaner 139 incorporates an air filter or the like, but basically has a hollow structure having a predetermined volume, and is completely accommodated and held between the left and right of the main frame 101A of the vehicle body frame 101. An air duct 140 is connected to the front end portion of the air cleaner 139. The air duct 140 is first extended forward from the front end portion of the air cleaner 139. Connected. And it opens by the opening 141 provided in the front side of the steering head pipe 102 through the air introduction passage formed so that it might penetrate the vehicle body frame 101 back and forth. The air introduction passage bypasses the steering head pipe 102 and is disposed on both the left and right sides of the steering head pipe 102. The air duct 140 that extends further forward from the opening 141 opens at the front end of the vehicle as the air intake 133 (see FIG. 1) described above.

  Between the V banks composed of the front and rear cylinders 134, a substantially inverted triangular V bank space is formed in a side view, and side covers 142 are attached to the left and right ends of the V bank space as shown in FIG. . Further, the above-described air cleaner 139 is mounted on the upper side of the V bank space, that is, the V bank space is closed by the air cleaner 139 and the side cover 142 and is substantially sealed. The V bank space and the air cleaner 139 communicate with each other, and a fuel supply device, an intake device, and the like are arranged in both spaces.

  Here, the engine unit 116 of this embodiment has a V-type four-cylinder engine as shown in FIGS. 4 and 5, and two cylinders 134 are juxtaposed in the front and rear V banks. In each cylinder 134, an intake pipe 143 protrudes toward the V bank space, and a throttle body 144 and a funnel 145 are sequentially coupled to each other above the intake pipe 143 (upstream side as the flow of intake air). Each of these members communicates with each other to form an intake passage centered on an intake passage axis 146 that is abbreviated by a one-dot chain line in FIG. 5, and this intake passage is connected to an intake port of the cylinder 134. Fuel is supplied to the intake passages 146 by the fuel supply device and air is supplied by the intake device.

  In each cylinder, in each cylinder 134, a cylinder block 134A, a cylinder head 134B, and a cylinder head cover 134C are integrally coupled along the axis 134a.

  In the fuel supply system, the fuel in the fuel tank 120 is first sucked up by the fuel pump and supplied to the fuel injection device. As shown in FIGS. 2 and 3, the low-pressure fuel pump 10 is disposed in the fuel tank 120, and the high-pressure fuel pump 11 is disposed in the upper surface recess of the air cleaner 139. In this example, the fuel tank 120 has a substantially L-shape in a side view as shown in FIG. 2, and the low-pressure fuel pump 10 is disposed at the bottom thereof. The low-pressure side fuel pump 10 and the high-pressure side fuel pump 11 are connected by a fuel hose 12 (12A). The left and right body frames 101B are coupled by a bridge pipe 101D, and the fuel hose 12A is temporarily routed to the high-pressure fuel pump 11 through the lower side of the bridge pipe 101D. These fuel pumps 10 and 11 are arranged with a considerable level difference as shown in the figure, and the fuel in the fuel tank 120 is once supplied to the high-pressure side fuel pump 11 by the low-pressure side fuel pump 10. The

  A fuel hose 12 (12B) is connected to the high-pressure side fuel pump 11, and fuel is supplied to the fuel injection device (injector) via the fuel hose 12B. In this case, the fuel hose 12B is drawn into the air cleaner 139 through an opening 139a (FIG. 3) provided in the upper part of the front end surface of the air cleaner 139, and as shown in FIGS. The fuel is supplied to the primary delivery pipe 13 (downstream side) and the secondary delivery pipe 14 (upstream side) arranged in the above. In this case, the fuel hose 12B is first connected to the secondary delivery pipe 14, and the secondary delivery pipe 14 and the primary delivery pipe 13 are connected via a fuel hose (relay hose) 12C.

  First, in FIGS. 4-6, it demonstrates from the secondary injector side. The secondary delivery pipes 14 are arranged along the left-right direction above the V bank space. For example, four delivery pipes 15 are branched and extended in a quadruped shape so as to correspond to each cylinder. Secondary injectors 16 are attached to the ends of the pipes 15 respectively. In this case, each secondary injector 16 (injection port thereof) is attached so as to coincide with the central axis of the intake passage 146. Here, the axis of the intake passage 146 is set to be moderately inclined so as not to be parallel to each other, that is, to expand toward the downstream side in the intake direction, as shown in FIG. Note that the intake passage 146 coincides with the axis 134 a of the cylinder 134 when viewed in the front-rear direction. Each secondary injector 16 is further provided with a generally conical or cone-shaped air guide 17 tapered toward the downstream side in the intake direction to rectify the intake air.

  In the support structure of the secondary delivery pipe 14, it is supported so that it may be arrange | positioned by the some support | pillar 18 as mentioned above. In this example, three struts 18 are provided. In this case, at the left and right ends of the secondary delivery pipe 14, the three support arms 19 extend substantially horizontally and substantially in the front-rear direction, and the tips of the support arms 19 are supported by the corresponding columns 18. In this example, three sets of support columns 18 and support arms 19 are used, but four sets may be used.

  FIG. 6 is a plan view showing a state in which the funnel 145 and the like are removed, and a boss 20 for mounting and supporting the support column 18 projects in the vicinity of the right or left outer side of the intake passage 146 formed in the throttle body 144. Has been. The throttle body 144 is provided with a throttle valve 147 that adjusts the opening of the internal intake passage 146. Each boss 20 is formed integrally with the throttle body 144 and has a fitting hole 20 a for supporting the column 18. As a specific method of connecting the support column 18 to the support arm 19 or the boss 20, screws can be formed at the upper and lower ends of the support column 18 and can be fastened or screwed together using adjustment nuts 21 and 21 ′.

  As shown in FIG. 5, the support columns 18 are inclined so as not to be parallel to each other, that is, to coincide with the axis of the intake passage 146 in a side view. The support arm 19 extending forward and backward from the secondary delivery pipe 14 is disposed substantially horizontally, and the seating surfaces of the fastening or adjusting nuts 21 and 21 ′ are not parallel between the front and rear of the V bank, and correspond to the inclination angle of the column 18. Tilt each other. Therefore, it is easy to position the secondary delivery pipe 14 in the front-rear direction when the throttle body 144 is assembled, and the positioning accuracy of the secondary injector 16 with respect to the funnel 145, and hence the intake passage 146, can be effectively increased.

  In the above case, the pressure and intake air temperature sensor 22 is mounted in the vicinity of the substantially central portion in the left-right direction on the upper surface of the secondary delivery pipe 14. The pressure and intake air temperature sensor 22 has a function of detecting the negative pressure in the throttle body 144 and detecting the intake air temperature in the air cleaner 139. The connection ports 22a and 22b projecting to the left and right of the pressure and intake air temperature sensor 22 are connected to hoses (not shown) extending into the left and right throttle bodies 144 so that the negative pressure in the throttle bodies 144 can be detected. It has become. The intake air temperature in the air cleaner 139 can be detected by the detection port 22c protruding to the front of the pressure and intake air temperature sensor 22. Further, for example, in this example, a fuel pressure sensor 23 for detecting the fuel pressure in the secondary delivery pipe 14 is mounted near the right side of the pressure and intake air temperature sensor 22.

  Next, the primary injector side will be described with reference to FIGS. 4 to 6 will be referred to as appropriate. 7 and 8 are a side view and a plan view showing a state where the throttle body 144 and its related members are further removed. The primary delivery pipe 13 is arranged in the left-right direction near the center bottom of the V bank space, but is attached so that the primary injector 24 extends forward and backward toward the intake pipe 143 corresponding to each cylinder. Supported.

  In the structure for supporting the primary delivery pipe 13, first, the primary delivery pipe 13 is supported at the same time by attaching the primary injector 24 without specially providing a mounting portion for peripheral members such as the throttle body 144. As its specific structure, each primary injector 24 is attached via an attachment 25. Each attachment 25 is formed with a fitting hole into which the top of the primary injector 24 is fitted. Each attachment 25 is disposed at a higher position than the primary delivery pipe 13. Each intake pipe 143 is provided with a mounting portion 26 (insertion hole 26a) into which the distal end portion of the primary injector 24 is inserted.

  In this example, the attachment 25A on the front V bank side is detachably attached to the primary delivery pipe 13. That is, an adapter 27 formed in a flange shape is integrally attached to the attachment 25A, and the adapter 27, and thus the attachment 25A is fastened and fixed to the upper surface side of the primary delivery pipe 13 by a pair of bolts 28. ing. The attachment 25B on the rear V bank side is formed integrally with the primary delivery pipe 13.

  The primary delivery pipe 13 is arranged at the bottom of the V bank space as described above. Similarly, each attachment 25 coupled to the primary delivery pipe 13 is also arranged at the bottom side of the V bank space. In this embodiment, the angle between the V banks of the front and rear cylinders 134 is set to about 90 °. However, as can be seen from FIG. 7 and the like, the included angle between the primary injectors 24 before and after the V banks in side view, that is, The angle α formed by intersecting the axes of the primary injectors 24 is set to be wider than the angle between the V banks. More typically, the angle α can be set to nearly 180 °, and in any case, the primary delivery pipe 13 is positioned below the primary injector 24 (near the top of the primary injector 24).

  Further, as shown in FIG. 8, the arrangement position of the adapter 27 is inclined (inclination angle β) to be away from the closest primary injector 24, that is, the position of the primary injector 24, as shown in FIG. From the axis, the head is disposed with a tilt angle β. By swinging the neck of the adapter 27 in this manner, a larger separation space is secured between the adjacent (or opposite) primary injector 24 and the attachment 25B. Each primary injector 24 is connected to a wire harness 29 for driving control, and the connecting portions of the wire harness 29 are arranged so as to approach each other as shown in FIG. It can be used and intensively routed.

  A connector 30 to which a fuel hose (relay hose) 12C is connected is attached to the longitudinal end of the primary delivery pipe 13, in this example, as shown in FIG. Fuel is supplied to the primary delivery pipe 13 from the fuel hose 12 </ b> C connected to the connector 30.

A throttle valve 147 (see FIG. 6) for opening and closing the intake passage 146 is mounted on the throttle body 144 as described above. In the present invention, the throttle body 144 further includes a throttle control device 200 that drives and controls the throttle valve 147 mechanically or electronically. Next, the throttle control device 200 according to an embodiment of the present invention will be described.
In this embodiment, a V-type four-cylinder engine is provided. As shown in FIG. 6, the front cylinder in the left front / rear V bank, the rear cylinder, the front cylinder in the right front / rear V bank, and the rear cylinder in order There are # 4 cylinders, and four throttle valves 147 are arranged corresponding to these cylinders. As shown in FIGS. 4 to 6, basic components of the throttle control device 200 are disposed in a space or space surrounded by four throttle bodies 144 to which the throttle valve 147 is attached.
Here, the basic components of the throttle control device 200 include a throttle pulley shaft 203, a return spring 208, an actuator 210, an output shaft 210a thereof, and a return spring 212, which will be described later, and a space or space surrounded by the throttle body 144. As shown in FIG. 6, this is in a rectangular region passing through the outermost edges of the four throttle bodies 144 in plan view.

  Specifically, first, the pair of front and rear cylinders is divided into two groups on the left and right, and one of the cylinders, that is, the cylinder group on the left side of # 1 and # 2 is used as a mechanical throttle control system (mechanism) 201. The basic components of the mechanical throttle control mechanism 201 are disposed between the throttle bodies 144 of the # 1 and # 2 cylinders. Next, the other set, i.e., the cylinder set on the right side of # 3 and # 4 is used as an electronic throttle control system (mechanism) 202, and an electronic throttle control mechanism is provided between the throttle bodies 144 of the # 3 and # 4 cylinders in FIG. 202 is arranged.

  FIG. 9 is a left side view showing the periphery of the mechanical throttle control mechanism 201. Here, the throttle bodies 144 of the # 1 and # 2 cylinders are integrally coupled, and the throttle valve 147 mounted on each of them is rotatably supported by the throttle valve shaft 148. These throttle valve shafts 148 are parallel to each other, and a throttle pulley shaft 203 parallel to the throttle valve shaft 148 is rotatably supported by the throttle body 144 between the two throttle valve shafts 148 and near the rear V bank. The front and rear throttle valve shafts 148 and the throttle pulley shaft 203 are disposed at substantially the same height.

  As shown in FIG. 11, a throttle pulley 204 is fixed to the left end portion of the throttle pulley shaft 203, and one end side of a throttle cable 205 is wound around the throttle pulley 204. The throttle cable 205 is routed around the vehicle body, and the other end extends to the grip 105 of the right handlebar 104. The right grip 105 is a throttle grip that is rotatably attached to the handle bar 104, and is wound up and rewound by a rotation operation of the grip 105. A cable guide 206 for inserting and guiding the throttle cable 205 is disposed in the vicinity of the throttle pulley 205, and the cable guide 206 is attached to the throttle body 144. The cable guide 206 may be integrally formed with the throttle body 144.

  As shown in FIG. 12, the throttle pulley shaft 203 extends from the throttle pulley 204 to a substantially central portion in the left-right direction (throttle valve shaft direction) in the V bank space, and at the right end thereof, throttles of the # 1 and # 2 cylinders. Link mechanisms 207 respectively connected to the valve shaft 148 are coupled. The link mechanism 207 includes a link 207A coupled to the throttle pulley shaft 203, a link 207B coupled to the throttle valve shaft 148, and a link 207C coupling these links 207A and 207B on both the # 1 and # 2 cylinder sides. Each link mechanism 207 is configured as a substantially parallel link mechanism, and is disposed and configured to protrude below the throttle body 144 appropriately.

  A return spring 208 is mounted in the vicinity of the right end portion of the throttle pulley shaft 203, and the elasticity of the return spring 208 urges the throttle pulley shaft 203 in the closing direction of the throttle valve 147. As a result, when the hand is released from the grip 105 that winds up the throttle cable 205, the throttle valve 147 is automatically closed. A throttle position sensor 209 is attached to the left end of each throttle valve shaft 148 so as to detect the rotational position of the throttle valve 147, that is, the valve opening.

  In throttle control of the # 1 and # 2 cylinders, the rider rotates the grip 105 and winds up the throttle pulley 204 via the throttle cable 205, whereby the throttle pulley shaft 203 rotates. The throttle valve 147 can be opened through the link mechanism 207 by the rotation of the throttle pulley shaft 203, or can be closed as necessary. As described above, the throttle control is mechanically performed for the # 1 and # 2 cylinders.

  FIG. 10 is a right side view showing the periphery of the electronic throttle control mechanism 202. Here, the throttle bodies 144 of the # 3 and # 4 cylinders are integrally coupled, and the throttle valve 147 mounted on each is rotatably supported by the throttle valve shaft 148. For the pair of front and rear # 3 and # 4 cylinders on the right side, the actuator 210 is used as a throttle valve drive source. For example, a stepping motor can be used as the actuator 210. As shown in FIG. 12, the actuator 210 is mounted in parallel between the front and rear throttle valve shafts 148, and the output shaft 210 a is disposed so as to protrude rightward from the main body of the actuator 210.

Further, the actuator 210 is disposed between the front and rear throttle valve shafts 148 so as not to overlap the throttle pulley shaft 203 when viewed in the throttle valve axial direction. In this case, the right position of the right V bank is moderately higher than the front and rear throttle valve shafts 148 and the throttle pulley shaft 203, which are disposed near the front V bank and disposed at substantially the same height as described above. Placed in.
Here, moderately closer to the front V bank means that it is closer to the front than the bisector that bisects the V bank angle of the front and rear cylinders in a side view, and the front and rear sides of the bisector. By distributing the actuator 210 and the throttle pulley shaft 203, the throttle control device 200 can be arranged in a narrow space surrounded by the throttle body 144 in a space efficient manner.

  As shown in FIG. 11 or FIG. 12, the output shaft 210a of the actuator 210 extends to the substantially right end portion in the left-right direction in the V bank space, and the throttle valve shaft 148 of the # 3 and # 4 cylinders is on the right end portion. And the link mechanism 211 to be coupled to each other. The link mechanism 207 includes a link 211A coupled to the output shaft 210a, a link 211B coupled to the throttle valve shaft 148, and a link 211C coupling these links 211A and 211B on both the # 3 and # 4 cylinder sides. Each link mechanism 211 is configured as a substantially parallel link mechanism, and is disposed so as to protrude below the throttle body 144 appropriately.

  A return spring 212 is mounted in the vicinity of the right end of the output shaft 210a (see FIG. 11), and the elastic force of the return spring 212 biases the output shaft 210a in the closing direction of the throttle valve 147. A throttle position sensor 209 is attached to the right end of each throttle valve shaft 148 so as to detect the rotational position of the throttle valve 147, that is, the valve opening.

  When the rider rotates the grip 105 in the # 3 and # 4 cylinder throttle control, an accelerator control signal corresponding to the rotation amount of the grip 105 is generated. Based on this accelerator control signal, a drive signal is sent to the actuator 210, and the throttle valve 147 is opened by a predetermined amount at a predetermined timing through the link mechanism 211 by the rotation of the output shaft 210a of the actuator 210, or closed as necessary. Can do. As described above, the throttle control is electronically performed for the # 3 and # 4 cylinders.

  Here, in general, in a V-type engine, a front cylinder and a rear cylinder are provided with independent throttle bodies, but at this time, each throttle valve shaft pivotally supported by the front and rear throttle bodies is configured as a separate shaft. The In the case of a V-type four-cylinder engine, the throttle valve shaft for the front cylinder and the throttle valve shaft for the rear cylinder are each integrally provided with two cylinder throttle valves arranged adjacent to each other in the axial direction. Generally, these two adjacent throttle valves are configured to rotate in synchronization.

  On the other hand, in the present embodiment, the pair of front and rear cylinders is divided into left and right two groups, the left cylinder group is used as the mechanical throttle control mechanism 201, and the right cylinder group is used as the electronic throttle control mechanism 202. . In order to improve the intake response at the time of sudden acceleration, in order to be able to realize different throttle openings in the mechanical throttle control mechanism 201 and the electronic throttle control mechanism 202 depending on the operating state, in this embodiment, The throttle valve shafts 148 of the cylinders are all separate shafts.

These throttle valve shafts 148 are provided with a throttle position sensor 209 for detecting the opening thereof. In this embodiment, two throttle position sensors 209 are provided in preparation for sensor failure. Specifically, four throttle position sensors 209 corresponding to each shaft are attached to the shaft ends of the four throttle valve shafts 148 located on the outer side in the vehicle width direction.
Here, the throttle position sensor 209 of the mechanical throttle control mechanism 201 detects a rider's grip operation amount, and the throttle position sensor 209 of the electronic throttle control mechanism 202 is a throttle valve shaft 148 by the actuator 210. The actual amount of rotation is detected.

  Next, in the present invention, as in this embodiment, typically, two of the four throttle bodies 144 corresponding to the cylinders # 1 to # 4 of the V-type four-cylinder engine are mechanically throttled ( The mechanical throttle control mechanism 201) and the other two are the electronic throttle system (electronic throttle control mechanism 202). In this way, by adopting the mechanical throttle system for some of the # 1 and # 2 cylinders of all four cylinders, the rider feels as a feeling of direct operation, that is, play and extension of the throttle cable 205 and its friction. It is possible to realize an operation load change characteristic due to the above.

  In this case, the mechanical and electronic cylinders are not arranged separately between the front and rear cylinders, for example, # 1 and # 2, but are arranged separately between the left and right cylinders, for example, # 1 and # 3. The configuration is as follows. Here, in general, it is known that the output characteristics of the V-type engine change between the front cylinder where the driving wind hits and the rear cylinder (for example, # 2 cylinder) where the driving wind does not easily hit. By arranging and arranging the system and the electronic system separately, it is possible to suppress the influence of traveling wind and the like, and to reduce the difference in output characteristics between the mechanical system and the electronic system.

  The electronic throttle valve inevitably generates a difference in output because there is a difference in opening between the electronic throttle valve and the mechanical throttle valve.

  A mechanical throttle pulley shaft 203 and an electronic actuator 210 are disposed in a space surrounded by the four throttle bodies 144, and the throttle pulley 203 shaft and the actuator 210 are viewed in the throttle valve axial direction. Are arranged so that they do not overlap. Accordingly, the throttle body 144 can be prevented from being enlarged, and the throttle body 144 can be efficiently arranged in the V bank space without reducing the bore diameter of the throttle body 144.

  In the present invention, in the V-type four-cylinder engine, the mechanical type and the electronic type are separately arranged between the left and right cylinders, so that the rotational operation of the throttle pulley 204 and the rotational operation of the actuator 210 are applied to the throttle valve shaft 148 for the front and rear cylinders. Are transmitted via link mechanisms 207 and 211, respectively. In this case, the left # 1 and # 2 cylinders are mechanical, and the right # 3 and # 4 cylinders are electronic, thereby increasing the curvature of the throttle cable 205 and reducing sliding resistance. As a result, since the throttle pulley 204 is disposed at the left end of the throttle body 144, the mechanical link mechanism 207 is disposed at the center in the left-right direction of the throttle body 144, whereby the throttle pulley 204 and the mechanical pulley are disposed at the left end of the throttle body 144. The centralized arrangement of the link mechanism 207 can be avoided, and the amount of protrusion of the throttle pulley 204 to the left side can be reduced. Further, by arranging the electronic link mechanism 211 at the right end of the throttle body 144, it is possible to avoid the mechanical link mechanism 207 and the electronic link mechanism 211 being centrally arranged in the center of the throttle body 144, It is possible to prevent the clearance between the left and right cylinders from increasing.

  In order to arrange the mechanical type and the electronic type between the left and right cylinders separately, it is necessary to provide the throttle position sensor 209 at the shaft end of each throttle valve shaft 148. However, the mechanical link mechanism 207 is arranged between the left and right cylinders. Therefore, the amount of axial protrusion of the throttle position sensor 209 can be minimized.

  In addition, the throttle pulley shaft 203 is disposed between the throttle valve shafts 148 for the front and rear cylinders as viewed in the throttle valve shaft direction, and the actuator 210 is disposed at a higher position than that. As a result, the primary injector 24 and the primary delivery pipe 13 can be disposed close to the lower portion of the throttle body 144 (see FIG. 5 and the like), the pipe length of the throttle body 144 can be shortened, and the intake response can be improved. it can.

Here, in the V-type four-cylinder engine, the merits of dividing the pair of front and rear cylinders into two sets on the left and right, one being the mechanical type and the other being the electronic type will be described in detail below.
First, FIG. 13 shows examples of mechanical and electronic valve opening characteristics, which are used for reference in the following description.

  In the V-type four-cylinder engine as in the present embodiment, the explosion interval of each cylinder is such that the # 1 cylinder (hereinafter simply referred to as # 1) ⇔ # 3 and # 2⇔ # 4 are as shown in FIG. Each has a 360 ° crank phase difference. On the other hand, the phase difference is 75 ° for # 1 、 # 2 and # 3 と な っ て # 4 (# 2⇔ # 3 and # 4３ # 1 are 285 °). This is to reduce the primary vibration of the crankshaft accompanying combustion.

  In general, when the rider's throttle operation is suddenly performed (the opening speed is high), the inertia that tries to remain stationary acts on the air because the intake passage is throttled, so even if the intake passage is widened Stagnant air does not flow suddenly. As a result, the intake responsiveness is deteriorated and the output increase is slow. In view of this, an electronic throttle system is employed and control is performed so that the throttle valve is opened with a delay with respect to the throttle operation so that smooth acceleration characteristics can be obtained.

  Therefore, when a mechanical throttle valve and an electronic throttle valve are used in combination as in the present invention, the valve opening characteristics of both are greatly different. As a result, during acceleration, there is a difference between the opening of the mechanical valve and the opening of the electronic valve, and an output difference between the cylinders occurs.

  Here, suppose that the front cylinder is one set (# 1 and # 3), the rear cylinder is one (# 2 and # 4), the front cylinder is mechanical, and the rear cylinder is electronic. Assume a formula. In such a grouping as shown by the one-dot chain line in FIG. 14, the explosion interval between the two electronic valve side cylinders is 360 °. Similarly, the explosion interval between the two cylinders on the mechanical valve side is 360 °. When the acceleration operation is performed under such circumstances, the output of the electronic valve side two cylinders becomes lower than the output of the mechanical valve side two cylinders, and the combustion state is the combustion state during normal operation (FIG. 15 (a)). From FIG. 15 (b), the combustion state at the time of acceleration is obtained. In other words, compared to during normal operation, large combustion occurs at regular intervals (interval t) of 360 ° during acceleration, so that when the output fluctuation accompanying the acceleration operation increases rapidly and wheel spin occurs, It becomes difficult to fit. For this reason, the engine has extremely peaky output characteristics, and the operability is extremely poor as it is.

  On the other hand, in the present invention, as shown by the dotted lines in FIG. 14, the right front and rear two cylinders are electronic, and the left front and rear two cylinders are mechanical. As a result, as shown in FIG. 15C, the combustion state of each cylinder at the time of acceleration is repeated because the large combustion occurring at # 1 and # 2 on the mechanical valve side is repeated through a long interval T. Even if wheel spin occurs during driving, a long interval can give sufficient time for the wheel spin to converge, and wheel spin can be suppressed early (interval: T> t).

As mentioned above, although this invention was demonstrated with various embodiment, this invention is not limited only to these embodiment, A change etc. are possible within the scope of the present invention.
When the throttle valve control mechanism is arranged in a mechanical manner and an electronic manner between the left and right cylinders, it is possible to arrange the throttle valve control mechanism in the opposite direction to the above embodiment, that is, the right side is mechanical and the left side is electronic.

10, 11 Fuel pump, 12 Fuel hose, 13 Primary delivery pipe, 14 Secondary delivery pipe, 15 Supply pipe, 16 Secondary injector, 17 Air guide, 18 Strut, 19 Supporting arm, 20 Boss, 21 Nut, 22 Pressure and Intake air temperature sensor, 23 pressure sensor, 24 primary injector, 25 attachment, 26 mounting part, 27 adapter, 29 wire harness, 30 connector, 100 motorcycle, 101 body frame, 116 engine unit, 120 fuel tank, 134 cylinder, 139 Air cleaner, 140 air duct, 200 throttle control device, 201 mechanical throttle control mechanism, 202 electronic throttle control mechanism, 203 throttle pulley shaft, 204 throttle Over Li, 205 throttle cable, 207 and 211 link mechanism 209 return spring 210 actuator.

Claims (7)

A throttle control device that controls opening and closing of a throttle valve in order to supply fuel to each cylinder in a V-type four-cylinder engine,
The cylinder group is divided into left and right so as to form a pair in the front and rear V banks, one of which is controlled by a mechanical throttle control mechanism and the other is controlled by an electronic throttle control mechanism .
The front cylinder and the rear cylinder in one of the front and rear V banks, the front cylinder and the rear cylinder in the other front and rear V bank are designated as No. 1, No. 2, No. 3, and No. 4 cylinders, so that these cylinders explode in this order. An engine throttle control device characterized in that an ignition order is set in the engine. 2. The crank phase difference of 360 ° between the first cylinder and the third cylinder, and a crank phase difference of 360 ° between the second cylinder and the fourth cylinder. The throttle control device for the engine described. The engine throttle control apparatus according to claim 1 or 2, wherein the electronic throttle control mechanism controls the throttle valve to open with a delay from a throttle operation. The throttle pulley shaft of the mechanical throttle control mechanism and the actuator of the electronic throttle control mechanism are arranged between the throttle valve shafts for the front and rear cylinders so as not to overlap each other when viewed in the throttle valve axial direction.
The throttle pulley shaft is disposed between the throttle valve shafts for the front and rear cylinders as viewed in the throttle valve shaft direction, and the three shafts are set to substantially the same height, and the actuator is disposed at a position higher than this height. The throttle control apparatus for an engine according to any one of claims 1 to 3, wherein The engine throttle control apparatus according to any one of claims 1 to 4, wherein a delivery pipe of a fuel injection device is disposed below the throttle valve shaft for the front and rear cylinders and the throttle pulley shaft. The engine throttle control according to any one of claims 1 to 5 , wherein a throttle pulley is disposed on one end side of the throttle body, and a link mechanism of the mechanical throttle control mechanism is disposed on the other end side. apparatus. The throttle control device for an engine according to any one of claims 1 to 6 , wherein a throttle position sensor is disposed at an outer shaft end portion of each throttle valve shaft.

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