JP6603097B2 - Supercharger intake control unit - Google Patents

Description

  The present invention relates to an intake control unit disposed at an inlet of a supercharger that compresses intake air of an engine.

  In order to improve engine output, there is a turbocharger that pressurizes intake air. In such an engine, there is an engine in which an intake control valve is provided on the upstream side of the supercharger to adjust the amount of intake air flowing into the supercharger to reduce mechanical loss (for example, Patent Document 1).

WO2011 / 080974 Publication

  Since the valve body of the intake control valve of Patent Document 1 is a single butterfly valve, the intake control valve becomes larger and easily interferes with other parts, and the degree of freedom in arrangement is reduced. Moreover, it is easy to receive the external force by the vibration from a road surface, or the change of a vehicle body posture.

  It is an object of the present invention to provide a supercharger intake control unit that saves space and is less susceptible to external forces.

  In order to achieve the above object, an intake air control unit of a supercharger according to the present invention is an intake air control unit disposed at an inlet of a supercharger that compresses intake air of an engine, and a plurality of variable blades are radially disposed. The variable vane is set so that the mounting angle around the radial axis can be adjusted in a state where the root portion and the tip portion are supported.

  According to this configuration, since the intake control valve in which a plurality of variable blades are arranged radially is arranged at the inlet of the supercharger, the supercharger can be operated according to the required air amount. , Space can be saved. Moreover, since the variable blade is set so that the mounting angle around the radial axis can be adjusted with the root portion and the tip portion supported, the support is stable, so it is not easily affected by external forces and vibrates. It is easy to regulate the displacement of the blades caused by.

  In the present invention, a plurality of fixed blades are arranged radially on the upstream side of the intake control valve, and a guide body provided with these fixed blades is arranged, and the root portion of the variable blade is supported by the guide body. It is preferable that According to this configuration, the intake can be smoothly guided by the fixed blade and the variable blade, and the both end portions of the variable blade can be easily supported.

  In the present invention, a plurality of fixed blades are arranged radially on the upstream side of the intake control valve, and a guide body provided with these fixed blades is arranged. When the intake control valve is fully opened, the intake control valve It is preferable that at least a part of the variable blades and the fixed blades of the guide body are overlapped in an axial view. According to this configuration, the resistance of the intake control valve when fully opened is reduced.

  The present invention further includes a variable mechanism that adjusts the mounting angle of the variable blade, and the variable mechanism includes an arm connected to the variable blade and a rotating ring connected to the tip of the arm. It is preferable that the variable blade is rotated through the arm by rotating the rotating ring. According to this configuration, the variable mechanism can be configured to be compact in the radial direction.

  In the case where the rotating ring is provided, it is preferable that a guide body in which a plurality of fixed blades are radially arranged is arranged upstream of the intake control valve, and the rotating ring is arranged on an outer peripheral portion of the guide body. According to this configuration, since the guide body and the rotating ring overlap in the radial direction, it is possible to prevent an increase in size in the axial direction.

  In this invention, it is preferable that the said intake control valve and its actuator are supported by the casing of the said supercharger. According to this configuration, the sub-assembly can be configured by assembling the intake control valve and the actuator to the casing of the supercharger. Therefore, since the intake control valve and the actuator can be attached to the engine by assembling the supercharger to the engine, the assemblability is improved.

  A motorcycle according to the present invention is a motorcycle equipped with the intake control unit according to the present invention, wherein the supercharger is disposed behind a cylinder unit of the engine, and the actuator is disposed rearward or forward of the turbocharger. Is arranged. When the actuator is arranged behind the supercharger, it is possible to prevent the actuator from interfering with other parts. Further, when the actuator is disposed in front of the supercharger, the size of the engine can be reduced by reducing the size in the front-rear direction.

  According to the supercharger intake control unit of the present invention, the supercharger can be operated according to the required air amount and the space can be saved by the intake control valve having the variable blades. In addition, since the variable blade is set so that the mounting angle around the radial axis is adjustable in a state where the root portion and the tip portion are supported, the variable blade is hardly affected by external force.

1 is a side view showing a motorcycle including an intake air control unit for a supercharger according to a first embodiment of the present invention. It is the perspective view which looked at the same engine from back diagonally upward. It is a side view which shows the supercharger and intake control valve of the same engine. It is sectional drawing which shows the supercharger and an intake control valve. It is a top view which shows the arm and rotation ring of the variable mechanism of the same intake control valve. It is a figure which shows typically the fully open state of the same intake control valve. It is a figure which shows typically the intermediate opening state of the same intake control valve. It is a figure which shows typically the fully closed state of the same intake control valve. It is a block diagram which shows the control system of the same intake control valve. It is a flowchart which shows the control method of the same intake control valve. It is a chart figure which shows the tendency of intake air quantity.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In the present specification, “left side” and “right side” refer to the left and right sides as viewed from the driver who gets on the vehicle. Further, “upstream side” and “downstream side” refer to the upstream side and the downstream side in the direction of intake air flow.

  FIG. 1 is a side view of a motorcycle showing a first embodiment of the present invention. A body frame FR of the motorcycle has a main frame 1 that forms a front half and a rear frame 2 that forms a rear half. A head pipe 4 is provided at the front end of the main frame 1, and a front fork 8 is pivotally supported on the head pipe 4 via a steering shaft (not shown). A steering handle 6 is fixed to the upper end portion of the front fork 8, and a front wheel 10 is attached to the lower end portion of the front fork 8.

  A swing arm bracket 9 is provided at the rear end of the main frame 1. A swing arm 12 is pivotally supported around a pivot shaft 16 attached to the swing arm bracket 9 so as to be swingable up and down. A rear wheel 14 is rotatably supported at the rear end of the swing arm 12.

  An engine E is attached to the front side of the swing arm bracket 9 below the main frame 1. After the rotational force of the engine E is shifted by the transmission 13, it is transmitted to the rear wheel 14 via the drive chain 11 to drive the rear wheel 14. The engine E is a parallel multi-cylinder engine in which a plurality of cylinders are arranged in the axial direction of the crankshaft 26. In the present embodiment, the engine E is a 4-cylinder 4-cycle multi-cylinder engine. However, the format of the engine E is not limited to this.

  The engine E includes a crankcase 28 that supports a crankshaft 26 that is an engine rotation shaft, a cylinder block 30 that protrudes upward from the upper surface of the front portion of the crankcase 28, and a cylinder head 32 above the cylinder block 30. . The rear portion of the crankcase 28 also serves as a transmission case that houses the transmission 13. The cylinder block 30 and the cylinder head 32 are inclined forward to constitute a cylinder unit CY of the engine E. That is, the engine E is substantially L-shaped in a side view.

  Four exhaust pipes 36 are connected to the four exhaust ports 35 on the front surface of the cylinder head 32. These four exhaust pipes 36 are gathered below the engine E and connected to an exhaust muffler 38 disposed on the right side of the rear wheel 14.

  A fuel tank 15 is disposed on the upper part of the main frame 1, and a rider's seat 18 and a passenger's seat 20 are supported on the rear frame 2. A resin cowling 22 is mounted on the front of the vehicle body. The cowling 22 covers a portion from the front of the head pipe 4 to the outer side of the front portion of the vehicle body. An air intake 24 is formed in the cowling 22. The air intake 24 is located at the front end of the cowling 22 and takes in intake air from the outside to the engine E.

  An intake duct 50 is disposed on the left side of the vehicle body frame FR. The intake duct 50 is supported by the head pipe 4 in such a manner that the front end opening 50 a faces the air intake port 24 of the cowling 22. That is, the front end opening 50 a of the intake duct 50 communicates with the air intake 24. The air intake 24 is opened forward and takes the traveling wind as intake air I. Thereby, the air introduced from the front end opening 50a of the intake duct 50 is pressurized by the ram effect.

  An air cleaner 40 and a supercharger 42 are arranged in the vehicle width direction on the rear upper surface of the crankcase 28 behind the cylinder block 30 with the air cleaner 40 facing outside. The intake duct 50 passes from the front of the engine E to the left outer side of the cylinder block 30 and the cylinder head 32, and guides the intake air I to the supercharger 42 via the air cleaner 40. The supercharger 42 pressurizes the clean air purified by the air cleaner 40 and supplies it to the engine E.

  An intake chamber 52 is disposed between the supercharger 42 and the intake port 54 at the rear of the cylinder head 32, and the supercharger 42 and the intake chamber 52 are directly connected. The intake chamber 52 stores the high-pressure intake air I supplied from the supercharger 42. A throttle body 44 is disposed between the intake chamber 52 and the intake port 54. The intake duct 50, the air cleaner 40, the supercharger 42, the intake chamber 52, and the throttle body 44 constitute an intake passage 45 for introducing the intake air I into the engine E.

  A throttle valve 43 is disposed inside the throttle body 44, that is, downstream of the supercharger 42 in the intake passage 45 and downstream of the intake chamber 52. The throttle valve 43 controls the amount of intake air supplied to the intake port 54 of the engine E based on the rider's throttle operation. In the present embodiment, an electric throttle valve is used as the throttle valve 43. The throttle valve 43 is provided for each cylinder. Thereby, the responsiveness with respect to throttle operation improves.

  The throttle valve 43 of this embodiment is driven by an electronically controllable actuator. Thus, in addition to the rider's throttle operation, the intake air amount to the cylinder can be adjusted based on other driving conditions. Other operating conditions include engine speed, vehicle speed, gear ratio, amount of time change in throttle operation, and when an output excess condition 140 (described later) is satisfied.

  The intake chamber 52 is disposed behind the cylinder head 32 above the supercharger 42 and the throttle body 44. The air cleaner 40 is disposed between the crankcase 28 and the intake chamber 52 above it in a side view. The fuel tank 15 is disposed above the intake chamber 52 and the throttle body 44.

  As shown in FIG. 2, the supercharger 42 is disposed adjacent to the right side of the air cleaner 40 and is fixed to the upper surface of the crankcase 28 by a bolt (not shown). The supercharger 42 is a mechanical supercharger driven by the crankshaft 26 of the engine E in FIG. Specifically, the driving force of the supercharger 42 is extracted from the upstream side of the transmission 13 in the transmission path from the engine E to the rear wheel 14. The supercharger 42 shown in FIG. 2 has a rotation axis AX that extends in the vehicle width direction (left-right direction). Above the crankcase 28, a suction port 46 of the supercharger 42 that opens to the left and a discharge port 48 that opens upward are located in the center of the engine E in the vehicle width direction.

  The supercharger 42 includes a centrifugal impeller 60 that pressurizes intake air, a supercharger rotating shaft 62 to which the impeller 60 is fixed, an impeller housing 61 that covers the impeller 60, and transmission that transmits the power of the engine E to the impeller 60. A mechanism 63 and a transmission mechanism housing 67 that covers the transmission mechanism 63 are provided. An air cleaner 40 is disposed on one side in the vehicle width direction with the impeller housing 61 interposed therebetween, and a transmission mechanism 63 is disposed on the other side in the vehicle width direction. The impeller housing 61 and the transmission mechanism housing 67 are connected by a bolt (not shown) to constitute a casing 65 of the supercharger 42.

  An intake air control unit 70 that adjusts the inflow amount of the intake air I to the impeller 60 is disposed upstream of the impeller 60 of the supercharger 42. The intake control unit 70 includes an intake control valve 69, an actuator 68 that drives the intake control valve 69, and a variable mechanism 98 (described later) that transmits the driving force of the actuator 68 to the intake control valve 69. The intake control valve 69 is connected to a suction port 46 that is an inlet of the supercharger 42. The intake control valve 69 adjusts the inflow amount of the intake air I to the impeller 60 and gives a pre-turn described later to the intake air I flowing into the impeller 60.

  The intake control valve 69 and the actuator 68 are supported by the casing 65 of the supercharger 42, and the actuator 68 is disposed radially outward of the supercharger 42, in the present embodiment. An engine intake system is configured including the supercharger 42 and the intake control valve 69. The intake control valve 69 has a valve body composed of a variable blade 80 and a fixed blade 82 described later, and a valve casing 71 that covers the valve body. A cylindrical passage and an inlet 71a and an outlet 71b of the passage are formed in the valve casing 71. The axis VX of the passage in the valve casing 71, that is, the axis VX of the outlet 71 b of the intake control valve 69 coincides with the rotational axis AX of the supercharger 42.

  The valve casing 71 is coaxially disposed opposite to the suction port 46 that is the inlet of the impeller housing 61 adjacent to the intake control valve 69. Here, “opposing arrangement” means that a part of the intake control valve 69 overlaps the suction port 46 of the supercharger when viewed from the direction of the rotational axis AX of the supercharger 42, preferably the valve casing A part of the outlet 71b of 71 overlaps with the suction port 46 of the supercharger, and more preferably, the axis VX of the outlet 71b of the intake control valve 69 and the axis of the suction port 46 of the supercharger (supercharger rotation) Axis) AX matches.

The valve casing 71 and the impeller housing 61 may be formed integrally or separately. The valve casing 71 is disposed in contact with the suction port 46 of the impeller housing 61 adjacent to the intake control valve 69. The valve casing 71 supports the intake control valve 69 so that it can be displaced. The intake control valve 69 has a valve shaft portion and a valve body portion. The valve body portion is formed in a non-circular shape, specifically, a plate shape when viewed from the valve shaft direction. The valve shaft portion supports the intake control valve 69 so as to be angularly displaceable about the axis AY of the valve shaft portion.

  A cleaner outlet 59 of the air cleaner 40 is connected to an inlet 71a of the valve casing 71 of the intake control valve 69, and a rear end portion 50b of the intake duct 50 is connected to a cleaner inlet 57 of the air cleaner 40 by a bolt (not shown). Yes. Further, the suction port 46 of the supercharger 42 is directly connected to the outlet 71 b of the valve casing 71 of the intake control valve 69. That is, the air cleaner 40, the intake control valve 69, and the supercharger 42 are arranged behind the cylinder block 30 and above the crankcase 28 inside the both outer surfaces of the engine E in the vehicle width direction. Of these, an air intake duct 50 is connected to an air cleaner 40 arranged on one side in the vehicle width direction, that is, on the left side in the present embodiment, from the outside in the vehicle width direction.

In the present embodiment, the valve casing 71 is connected to the air cleaner 40 via a guide body 84 described later. Accordingly, the valve casing 71 is disposed between the cleaner outlet 59 of the air cleaner 40 and the suction port 46 of the impeller housing 61 with respect to the flow direction, and is disposed adjacent to the cleaner outlet 59 of the air cleaner 40 and the suction port 46 of the impeller housing 61. Has been. The outlet 71 b of the valve casing 71 is formed in the same outer shape as the suction port 46 of the impeller housing 61. As a result, the intake resistance can be reduced.

  A relief valve 72 that suppresses an increase in the air pressure in the intake chamber 52 is provided at the front of the intake chamber 52. A relief pipe 76 constituting a relief passage 74 is connected to the relief valve 72. That is, the relief valve 72 is opened when the pressure inside the intake chamber 52 becomes a predetermined value or more, and allows the relief passage 74 and the intake chamber 52 to communicate with each other. The outlet of the relief passage 74 communicates with the upstream side of the supercharger 42 and the intake control valve 69 in the intake passage 45, that is, the clean side of the air cleaner 40 in this embodiment.

  As shown in FIG. 3, the intake control valve 69 has a plurality of variable blades 80 arranged radially with respect to the axis VX of the valve casing 71, that is, the rotation axis AX of the supercharger 42. In the present embodiment, eight variable blades 80 are provided at equal intervals in the circumferential direction of the rotational axis AX of the supercharger 42. The variable blade 80 is set so that the mounting angle around the radial axis AY can be adjusted in a state where the root portion (radial inner end portion) 80a and the tip portion (radial outer end portion) 80b are supported. Yes.

  A guide body 84 having a plurality of fixed blades 82 arranged radially with respect to the rotational axis AX of the supercharger 42 is disposed upstream of the variable blade 80 of the intake control valve 69. In the present embodiment, a plurality of fixed blades 82 are provided at equal intervals in the circumferential direction of the rotational axis AX of the supercharger 42, and four in the present embodiment. Four of the eight variable blades 80 are disposed at the same circumferential position as the four fixed blades 82, and the remaining four variable blades 80 are disposed at a middle circumferential position of the fixed blades 82. Has been.

  The guide body 84 includes a central portion 84a that is a central portion in the radial direction and an annular portion 84b that is radially outward. A root portion 82a that is a radially inner end of each fixed blade 82 is formed in the central portion 84a. The distal end portion 82b, which is a radially outer end portion, is connected to the annular portion 84b. Thus, since the fixed wing | blade 82 is supported by the both ends of the root part 82a and the front-end | tip part 82b, a support is stabilized.

  As shown in FIG. 4, the guide body 84 is fastened to the impeller housing 61 by a bolt 96 that is a kind of fastening member. A plurality of bolts 96 are arranged at equal intervals in the circumferential direction, four in the present embodiment. A cylindrical holder 86 with a bottom is fastened by a bolt 85 inside the center portion 84 a of the guide body 84.

  The end surface 86a of the holder 86 is in contact with the end surface 87a of the nut member 87 screwed into the tip end portion 62a of the supercharger rotating shaft 62 so as to be relatively rotatable. A recess 88 that is recessed inward in the radial direction is formed on the outer peripheral surface of the connection portion between the holder 86 and the guide body 84, and the root portion 80 a of the variable blade 80 is rotated through the slide bearing 90 in the recess 88. It is supported freely. That is, the root portion 80 a of the variable blade 80 is supported by the guide body 84.

The suction port 46 of the supercharger 42 forms a part of the intake passage 45, and the flow passage cross-sectional area gradually decreases toward the downstream impeller 60. The valve body 80c of the variable vane 80 is located in the intake passage 45 of the suction port 46 of the supercharger 42 , the inner diameter portion 80ca thereof extends substantially parallel to the rotation axis AX, and the outer diameter surface 80cb thereof is Inclined radially inward toward the downstream side so as to follow the shape of the suction port 46.

  A shaft support member 92 that protrudes radially outward is provided at the distal end portion 80 b of the variable blade 80, and this shaft support member 92 is rotatably supported by the bearing member 94. The shaft support member 92 constitutes a valve shaft portion of the variable blade 80. The bearing member 94 is, for example, a resin-made sliding bearing. However, the structure and material of the bearing member 94 are not limited to this. The bearing member 94 is mounted in a stepped mounting hole 95 formed on the mating surface between the impeller housing 61 and the guide body 84. The bearing member 94 is sandwiched between the annular portion 84 b of the guide body 84 and the impeller housing 61 by the bolt 96 described above. The valve casing 71 is configured by the bearing member 94 and the annular portion 84 b of the guide body 84. A male screw portion 93 is formed at the tip of the shaft support member 92, and a variable mechanism 98 that adjusts the mounting angle of the variable blade 80 by a nut 126 is connected to the male screw portion 93 as will be described later.

  The variable mechanism 98 includes an arm 100 whose base end portion 100 b is connected and fixed to the shaft support member 92 of the variable blade 80, and a rotating ring 102 connected to the distal end portion 100 a of the arm 100. The rotating ring 102 is disposed on the outer periphery of the guide body 84 concentrically with the rotation axis AX. Specifically, the inner diameter surface of the rotating ring 102 and the outer diameter surface of the annular portion 84 b of the guide body 84 are in contact with each other via the low friction member 104 so as to be relatively rotatable. The low friction member 104 is pressed from the outside in the axial direction by a cover 107 attached to the guide body 84 by a bolt 109, and is prevented from falling off from the guide body 84. For example, a plurality of bolts 109 (four in this embodiment) are arranged at equal intervals in the circumferential direction. Instead of the low friction member 104, for example, a roller bearing may be disposed between the inner diameter surface of the rotating ring 102 and the outer diameter surface of the annular portion 84 b of the guide body 84. In this case, the contact resistance friction between the rotating ring 102 and the guide body 84 can be further reduced. When the rotating ring 102 is angularly displaced, the variable blade 80 is rotated via the arm 100.

  The rotating ring 102 is rotated by the driving force of the actuator 68 (FIG. 2). Specifically, as shown in FIG. 3, one end portion 108 a of the link rod 108 is connected to the mounting piece 106 provided on the outer peripheral surface of the rotating ring 102, and the other end portion 108 b of the link rod 108 is connected to the link lever 110. One end 110a is connected. The output shaft 68 a of the actuator 68 is connected to the other end 110 b of the link lever 110. The actuator 68 is fixed to the impeller housing 61 of the casing 65 of the supercharger 42 with a bolt 115 via a bracket 112.

  A mounting piece 106 provided on the outer peripheral surface of the rotating ring 102 protrudes radially outward from the rotating ring body. The mounting piece 106 is preferably arranged at a position overlapping the portion on the discharge port 48 side of the impeller housing 61 in a side view. That is, the mounting piece 106 is easily protected by the portion of the discharge port 48 of the impeller housing 61 by overlapping the portion on the discharge port 48 side of the impeller housing 61 over both the fully open position and the fully closed position. Interference can be prevented. In other words, the rotation angle of the rotating ring 102 is preferably formed smaller than the angles at both ends in the circumferential direction of the portion of the impeller housing 61 on the discharge port 48 side.

  When the actuator 68 rotates around the axis 68b in one direction A1, the link lever 110 rotates in the direction indicated by the arrow A2. As a result, the link rod 108 moves back and forth in the direction indicated by the arrow A3, and the rotating ring 102 rotates in the direction indicated by the arrow A4. That is, the variable mechanism 98 is operated by the actuator 68.

  As described above, the intake control valve 69 has a plurality of variable blades 80. In the present embodiment, the axis AY of the valve shaft portion of each variable vane 80 extends in the radial direction of the supercharger rotary shaft 62 and is aligned at equal intervals in the circumferential direction of the supercharger rotary shaft 62. It is supported by the casing 71. In the present embodiment, the valve shaft portion is supported via a bearing member 94 so as to be capable of angular displacement. The valve casing 71 supports the shaft portion formed at the radially outer end of each variable blade 80 with respect to the rotational axis AX so as to be angularly displaceable. As the plurality of variable blades 80 are angularly displaced about the axis AY of the valve shaft portion, the area of the valve body that covers the opening of the valve casing 71 changes. As the valve body area that covers the opening of the valve casing 71 increases, the intake air that is guided to the impeller housing 61 decreases. In addition, the area of the valve body that covers the opening of the valve casing 71 is reduced, so that intake air that is guided to the impeller housing 61 is increased.

  The valve body portion 80c of the variable vane 80 is formed to be larger in the downstream direction than in the upstream portion with respect to the valve shaft portion with respect to the flow direction. This makes it possible to increase the size of the entire variable blade 80 and reduce the number of variable blades 80 while arranging the variable blade 80 and the fixed blade 82 close to each other. Further, the variable blade 80 and the valve shaft portion can be arranged close to the impeller 60, and the space between the impeller 60 and the intake control valve 69 can be reduced. In the present embodiment, the valve body 80 c of the variable vane 80 is disposed to extend further downstream in the flow direction than the tip surface of the supercharger rotating shaft 62. In addition, by enlarging the valve body portion 80c, it is possible to easily suppress the intake air amount while suppressing the number of the variable blades 80, and to increase the effect of reducing fuel consumption. Similarly, the radially outer edge of the valve body portion 80 c with respect to the supercharger rotating shaft 62 extends along the inner surface of the impeller housing 61. As a result, the valve body portion 80c can be increased in size.

  In this embodiment, the guide body 84 is bolted to the impeller housing 61, but the guide body 84 may be configured integrally with the impeller housing 61. The guide body 84 is disposed on the upstream side of the intake control valve 69. The guide body 84 includes a plurality of fixed blades 82 that guide intake air upstream of the intake control valve 69, an annular portion 84 b that supports a radially outer end of each fixed blade 82, and a radially inner side of each fixed blade 82. And a central portion 84a for supporting the end. In the present embodiment, each fixed blade 82, the annular portion 84b, and the central portion 84a are formed by integral molding. The fixed blades 82 extend in the radial direction of the supercharger rotary shaft 62 and are arranged at equal intervals in the circumferential direction of the supercharger rotary shaft 62. In the present embodiment, each fixed blade 82 is formed in a plate shape extending in parallel along the supercharger rotating shaft 62. As the intake air is guided by the fixed blades 82, the intake air reaching the intake control valve 69 is easily arranged.

  The annular portion 84 b covers the fixed blade 82 from the outside in the radial direction, and is formed in a cylindrical shape coaxial with the supercharger rotating shaft 62. The radially outer portion of each fixed blade 82 is connected to the annular portion 84b. The annular portion 84 b is connected to the fixed blade 82 over the entire axial direction of the radially outer portion of the fixed blade 82. The annular portion 84 b is fastened and fixed to the impeller housing 61 by a bolt 96 on the outer side in the radial direction of the fixed blade 82. The annular portion 84b supports a variable mechanism 98 described later. The bolt fastening position is set to a position shifted in the radial direction with respect to the arrangement position of the variable blade 80.

  The central portion 84 a is disposed on the radially inner side of the fixed blade 82 and is formed in a shaft shape coaxial with the supercharger rotating shaft 62. The central portion 84a is connected to the radially inner portion of each fixed blade 82. The central portion 84 a is coupled to the fixed blade 82 over the entire axial direction of the radially inner portion of the fixed blade 82. The central portion 84a is formed in a spindle shape whose outer diameter decreases toward the upstream in the flow direction. The central portion 84a is formed to have the same size as the outer diameter of the upstream end in the flow direction of the impeller 60. Accordingly, it is possible to suppress the intake resistance to the impeller 60 while increasing the support rigidity of the fixed blade 82.

  The central portion 84a is formed to extend downstream from the connecting portion of the fixed blade 82 in the flow direction. In this embodiment, the center part 84a supports the axial part formed in the radial direction inner end with respect to the rotating shaft center AX of each variable blade | wing 80 so that angular displacement is possible. As described above, both ends in the radial direction of the variable blade 80 with respect to the rotational axis AX are supported. As a motorcycle, even if the turbocharger 42 vibrates due to vibration from the road surface or the vehicle body posture changes, the variable blade 80 is prevented from coming into contact with peripheral members. Damage can be prevented.

  The variable vane 80 is formed such that the radially inner shaft portion with respect to the rotational axis AX has a smaller radial dimension than the radially outer shaft portion. This makes it easy to support both ends even if the support portion is small. Further, the central portion 84a constitutes a facing portion that faces the upstream end portion of the impeller 60 in the flow direction. The facing portion is formed to have the same size as the outer diameter of the upstream end of the impeller 60 in the flow direction. Thereby, the disturbance of the intake air can be reduced, and the volume of the space between the impeller 60 and the intake control valve 69 can be reduced. The radially inner edge of the valve body 80c of the variable vane 80 with respect to the supercharger rotating shaft 62 extends along the outer diameter of the central portion 84a. As a result, the valve body portion 80c can be increased in size.

  At least one of the valve shaft portions of the plurality of variable blades 80 and the formation positions of the plurality of fixed blades 82 coincide with the circumferential direction of the supercharger rotating shaft 62. In the present embodiment, the valve shaft portions of all the variable blades 80 and the positions where the corresponding fixed blades 82 are formed coincide with the circumferential direction of the supercharger rotating shaft 62. The number of variable blades 80 is preferably formed to be a common multiple of the number of fixed blades 82. As a result, the valve shaft portion of the variable blade 80 can be overlaid on all the fixed blades 82.

The valve shaft portion of the variable vane 80 is formed with a portion that protrudes out of the impeller housing 61. The bearing member 94 is press-fitted into the mounting hole 95. The mounting hole 95 is formed as a stepped hole, and the corresponding stepped portion of the bearing member 94 is also formed. The insertion position of the bearing member 94 is prescribed | regulated because these stepped parts contact | abut.

  Next, the structure of the variable mechanism 98 will be described. As shown in FIG. 4, the base end portion 100b of the arm 100 is formed thicker in the radial direction than the distal end portion 100a. As shown in FIG. 5, a first slit 114 composed of a through groove extending from the distal end is formed in the distal end portion 100 a of the arm 100, and a second slit composed of a through groove extending from the other end is formed in the proximal end portion 100 b of the arm 100. 116 is formed. The first and second slits 114 and 116 are grooves that penetrate in the radial direction. A shaft insertion hole 118 is formed in the base end portion 100 b of the arm 100. The shaft insertion hole 118 is a through hole that continues to the second slit 116.

  Further, a first bolt insertion hole 120 having an axis perpendicular to the axis of the shaft insertion hole 118 is formed in the base end portion 100 b of the arm 100. The first bolt insertion hole 120 is formed across two parts separated by the second slit 116 in the arm 100.

  As shown in FIG. 4, the rotary ring 102 has a U-shape in which the cross section including the rotation axis AX faces inward in the axial direction (vehicle width direction), and the outer wall 102a on the radially outer side, A radially inner inner wall 102b and a connecting wall 102c for connecting the outer wall 102a and the inner wall 102b are provided. The inner wall 102b is formed thicker than the outer wall 102a. A second bolt insertion hole 122 is formed in the outer side wall 102a in the radial direction. A first screw hole 124 is formed at a position corresponding to the second bolt insertion hole 122 in the inner wall 102b.

  The tip end portion 92 a of the shaft support member 92 is inserted into the shaft insertion hole 118 of the base end portion 100 b of the arm 100, and the nut 126 is screwed into the male screw portion 93 of the shaft support member 92. Further, the bolt 128 is inserted into the first bolt insertion hole 120 of the base end portion 100 b of the arm 100 shown in FIG. 5 and is tightened by the nut 130. Thereby, the variable blade | wing 80 of FIG. 4 and the arm 100 are connected so that relative rotation is impossible.

  The first slit 114 of the distal end portion 100a of the arm 100 has a spherical seat with two opposing inner surfaces recessed into a partial spherical shape, and a spherical body 132 such as a pillow ball is fitted into the spherical seat 114. ing. Specifically, the sphere 132 is supported by the first slit 114 of the arm 100 so as to be slidable in the axial center AY direction of the valve shaft portion. Instead of the sphere 132, an ellipsoid may be used. The arm 100 supports the sphere 132 so as to be angularly displaceable about the axis AY in a cross section perpendicular to the supercharger rotation axis AX.

  A sliding portion including the sphere 132 and the spherical seat 114 is covered with the outer wall 102 a of the rotating ring 102. As a result, foreign matter can be prevented from entering the sliding portion, and sliding can be easily maintained. Further, if the rotating ring 102 is arranged on the side stand arrangement side, it is easy to prevent raindrops from being applied to the rotating ring 102.

The spherical body 132 is formed with a third bolt insertion hole 132a penetrating in the radial direction. The distal end portion 100 a of the arm 100 is connected to the rotating ring 102 via the sphere 132. Specifically, as shown in FIG. 4, the bolt 134 that is a pin member is inserted from the radially outer side in the order of the second bolt insertion hole 122 of the outer wall 102 a of the rotating ring 102 and the third bolt insertion hole 132 a of the sphere 132. And is fastened to the first screw hole 124 of the inner wall 102 b of the rotating ring 102. Specifically, the bolt 134 is supported by the sphere 132 so as to be slidable in the axial direction of the bolt 134. As a result, the rotating ring 102 and the tip 100a of the arm 100 are connected.

  In this state, when the rotating ring 102 of FIG. 5 rotates in the direction of arrow A4, the arm 100 rotates in the direction of arrow A5. That is, when the rotating ring 102 rotates in the direction indicated by the arrow A4 illustrated in FIG. 3, the variable blade 80 rotates in the direction indicated by the arrow A6 via the arm 100. Specifically, the variable blade 80 rotates around an axis AY extending in the radial direction of the intake control valve 69. This makes it possible to adjust the mounting angle θ of the variable vane 80 with respect to the supercharger rotation axis AX (intake control valve outlet axis VX). The axis AY coincides with the axis of the shaft support member 92. FIG. 3 shows a state in which the intake control valve 69 is fully open.

  Since the radius of the rotating ring 102 is relatively small, the radial position with respect to the arm 100 changes greatly by angular displacement from the fully open position to the fully closed position. In the present embodiment, since the spherical body 132 and the bolt 134 are configured to be slidable in the axial direction (radial direction) of the bolt 134, such a change in the radial position can be absorbed.

  Further, since the radius of the rotating ring 102 is relatively small, the angle of the plane of the arm 100 with respect to the axial direction of the bolt 134 changes greatly by angular displacement from the fully open position to the fully closed position. In the present embodiment, since the sphere 132 is configured to be angularly displaceable around the axis AY of the arm 100, the sphere 132 can be angularly displaced with respect to the arm 100 following the axis of the bolt 134. Thereby, the inclination of the arm plane with respect to the axial direction of the bolt 134 can be absorbed. By connecting the rotating ring 102 and the arm 100 via the sphere 132 and the spherical seat 114, even if the relative position between the rotating ring 102 and the arm 100 fluctuates, the fluctuation is absorbed by the sphere 132. 102 and the arm 100 slide smoothly.

In the present embodiment, the radial distance between the arm 100 and the rotating ring 102 is maximized at a position exactly between the fully open position and the fully closed position. Thereby, it is possible to prevent the sliding area of the bolt 134 along the first slit 114 from increasing, and the radial distance between the arm 100 and the rotating ring 102 can be shortened. In the present embodiment, the plane of the arm 100 and the axis of the bolt 134 are perpendicular to each other at a position just between the fully open position and the fully closed position. Thereby, the amount of deviation of the angular displacement range of the sphere 132 from the axis of the bolt 134 is reduced.

  The rotating ring 102 is formed in an annular shape formed on the outer peripheral portion of the guide body 84. Since the guide body 84 also serves as a support member that supports the rotary ring 102 so as to be angularly displaceable, the number of parts can be reduced. Further, since the rotating ring 102 is provided on the outer peripheral portion of the guide body 84, the rotating ring 102 can be disposed close to the arm 100, and the rotating ring 102 can be reduced in size. The rotating ring 102 has an inner diameter larger than the suction port 46 of the impeller housing 61 and is formed to have an outer diameter smaller than the outer diameter of the impeller housing 61. As a result, it is possible to prevent the radial dimension of the intake control unit 70 from becoming large.

  6 to 8 are longitudinal sectional views along the rotational axis AX. FIG. 6 shows the intake control valve 69 in a fully open state, FIG. 7 shows an intermediate opening state, and FIG. 8 shows a fully closed state. Show. In the fully open state, the mounting angle θ formed by the chord line CH connecting the leading edge and the trailing edge of the variable blade 80 with a straight line and the rotation axis AX is small. Since the chord line CH and the rotational axis AX are not on the same plane, the attachment angle θ is an angle formed by the chord line CH and the rotational axis AX on the projection plane as viewed from the radial direction. The intake vanes I are guided substantially in the direction of the rotational axis AX by the variable vanes 80 and the fixed vanes 82 in the rotating position, and are smoothly guided to the impeller 60 of the supercharger 42. At this time, the variable blade 80 and the fixed blade 82 are superposed as viewed in the axial direction. The reference line where the attachment angle θ is zero is not limited to the rotation axis AX and can be arbitrarily set.

  In the present embodiment, the variable blade 80 has a blade shape in cross section perpendicular to the axial direction of the valve shaft. In the fully opened state, the variable blade 80 portion that blocks the outlet 71b of the valve casing 71 is in a minimum state. In the fully open state, the circumferential side surface of the turbocharger rotation shaft 62 in the variable blade 80 is in a state parallel to or closest to the supercharger rotation shaft 62.

  In the intermediate opening state, the mounting angle θ is set to a large rotational position, and the intake air I is guided in the direction of the rotational axis AX by the fixed blade 82 and then tilted with respect to the rotational axis AX by the variable blade 80. Guided in the direction and given a pre-turn. Thereby, the amount of intake air flowing into the impeller 60 of the supercharger 42 is limited. As described above, the variable blade 80 has a function of giving a pre-turn to the intake air I in addition to the adjustment of the opening degree. The pre-turn SF flows while rotating concentrically with the rotation axis AX.

  In the intermediate opening state, the circumferential side surface of the turbocharger rotating shaft 62 in the variable blade 80 is inclined with respect to the turbocharger rotating shaft 62. As the angular displacement amount of the variable blade 80 increases from the fully open state, the inclined state increases, and the area where the outlet 71b of the valve casing 71 is blocked by the variable blade 80 increases. In the present embodiment, the variable blades 80 are inclined so as to be guided in the circumferential direction toward the direction opposite to the rotation direction of the impeller 60 toward the downstream in the flow direction. In the present embodiment, when the impeller 60 rotates counterclockwise as viewed from the inlet side, the variable vane 80 is guided so that the intake air is directed clockwise in the flow direction at the intermediate opening. The Thus, the intake air guided by the variable blade 80 can be directed to the blade portion of the impeller 60. Accordingly, the intake air centrifugally guided by the impeller 60 can be increased, and the amount of pumping by the impeller 60 can be increased.

  In the fully closed state, the intake air I hardly flows into the impeller 60 of the supercharger 42 due to the variable blades 80. The fully closed state is a state in which the variable blade portion blocking the outlet 71b of the valve casing 71 is maximized. Thus, the variable vane 80 is configured to be able to change the intake air amount between the fully open state and the fully closed state by being angularly displaced about the axis.

In the fully closed state, the circumferential side of the supercharger rotational axis 62 of the variable vane 80 is inclined is maximized for supercharger rotation shaft 62. As a result, the intake resistance of the valve casing 71 is maximized, and the amount of intake air passing through the intake control valve 69 is greatly suppressed. Even in the fully closed state, the outlet 71b of the valve casing 71 is not completely blocked, and a small amount of intake air is allowed to pass. In the fully closed state, the variable blade 80 is preferably configured to partially overlap with the adjacent variable blade 80. Thereby, the intake restriction effect can be enhanced. In this case, in order to prevent interference between overlapping portions, it is preferable that one variable blade 80 is formed to be recessed with respect to the other variable blade 80 in the direction of intake air flow.

  The variable mechanism 98 is a mechanism that angularly displaces the valve shaft portion of the variable vane 80 about its axis, and angularly displaces the plurality of variable vanes 80 in conjunction with each other. In the present embodiment, the variable blade 80 is angularly displaced by using a cam mechanism. Specifically, a rotating ring 102 is provided as a displacement body that displaces the arm 100 connected and fixed to the valve shaft portion of the variable vane 80 around the axis of the valve shaft. The rotating ring 102 is formed with an abutting portion that abuts on the arm 100 provided for each variable blade 80, and the variable vane 80 can be angularly displaced by interlocking the abutting portion. The rotating ring 102 is given a driving force by the actuator 68. In the present embodiment, the outer wall 102 a of the rotating ring 102 is in contact with a sphere 132 fitted to each arm 100 via a bolt 134.

  The actuator 68 angularly displaces the rotating ring 102 through the link mechanism, that is, using the lever principle. Therefore, the actuator 68 having a smaller output can be used as compared with the case where the rotating ring 102 is directly rotated. Further, by transmitting the power from the actuator 68 to the rotating ring 102 via the link mechanism, the actuator 68 can be arranged away from the rotating ring 102. In the present embodiment, the main body of the actuator 68 is disposed closer to the impeller 60 in the direction of the rotation axis AX than the variable blade 80.

  Instead of the actuator 68, an operation from the driver may be transmitted to drive the rotary ring 102 to be angularly displaced. Specifically, the lever operated by the driver and the rotating ring 102 may be connected by a wire.

  When the engine E of FIG. 1 starts and the motorcycle travels, traveling wind is taken into the intake duct 50. The traveling wind that has passed through the intake duct 50 is purified by the air cleaner 40, and then the inflow amount to the supercharger 42 is controlled by the intake control valve 69 of FIG. 2 and supplied to the supercharger 42.

  The intake air is further pressurized by the supercharger 42 and then supplied to the intake chamber 52. The intake air stored in the intake chamber 52 of FIG. 1 is supplied to the engine E after the flow rate is adjusted by the throttle valve 43 of the throttle body 44. Further, when the pressure in the intake chamber 52 becomes higher than a predetermined value due to the sudden closing of the throttle valve 43 or the like, the relief valve 72 in FIG. 2 is opened, and a part of the intake air in the intake chamber 52 passes through the relief passage 74. Returned to the clean side of the air cleaner 40.

  Next, the control of the intake control valve 69 will be described. FIG. 9 shows the control of the intake control valve 69. The intake control valve 69 is controlled by the intake air amount control device 136. The intake air amount control device 136 is constituted by, for example, an arithmetic device that executes a predetermined program. The intake air amount control device 136 of the present embodiment is included in a vehicle or engine control device, but may be provided exclusively. The intake air amount control device 136 controls the intake air control valve so that the variable blade 80 is positioned at a turning position corresponding to the operating state. The intake air amount control device 136 and the intake air control unit 70 constitute a supercharger control system 138.

  The intake air amount control device 136 has an input unit for inputting information for determining the angular displacement amount (intake suppression amount) of the variable vane 80, a storage unit for storing a program for determining the angular displacement amount, An arithmetic unit that calculates an angular displacement amount based on information input to the input unit and a program stored in the storage unit, and an output unit that outputs a calculation result. Further, the intake air amount control device 136 stores a map or an arithmetic expression for determining the angular displacement amount of the variable blade 80 in the storage unit in advance. In the present embodiment, the output unit gives the actuator 68 a drive command corresponding to the determined angular displacement amount. When the actuator 68 is operated by a drive command given from the intake air amount control device 136, the rotary ring 102 is angularly displaced by the corresponding angular displacement amount, and the variable blade 80 is moved to the determined angular displacement position.

  In the present embodiment, the intake air amount control device 136 determines the driving state using output values of various sensors mounted on the motorcycle, and calculates the angular displacement amount of the variable blade 80 according to the driving state according to a predetermined program. decide. If the intake air amount control device 136 determines that the required output is in a small state (a state where priority is given to fuel consumption) based on the output values of various sensors, the intake air amount control device 136 sets the angular displacement amount of the variable vane 80 so as to reduce the intake air amount. Determine (flow rate suppression mode in FIG. 10). Further, when the intake air amount control device 136 determines that the requested output is in a large state (a state in which priority is given to improving the output) based on the output values of various sensors, the angular displacement of the variable blade is increased so as to increase the intake air amount. The amount is determined (normal mode in FIG. 10). Note that the driving state includes either a driving operation of the driver or a vehicle state.

  The intake air amount control device 136 controls the intake air control valve 69 so as to decrease the intake air amount with respect to the fully opened state when a predetermined output excess condition 140 is satisfied. The intake air amount control device 136 determines the excessive output condition 140 based on the time change of the vehicle state.

  An example of the driving operation of the driver includes a throttle operation by the driver. That is, when the driver adjusts the amount of intake air supplied to the engine E by operating the throttle, the information is input to the intake air amount control device 136. The intake air amount control device 136 controls the intake air control valve 69 based on this information, that is, the throttle operation amount. For example, when the throttle operation is performed so as to reduce the intake air amount supplied to the engine E, the intake air amount control device 136 determines that the excessive output condition 140 is satisfied, and closes the intake control valve 69. On the other hand, when the throttle operation is performed to increase the intake air amount, the intake air amount control device 136 opens the intake control valve 69.

  The “time change of the vehicle state” includes, for example, time change of the rotational speed or travel speed of the engine E. That is, the intake air amount control device 136 receives signals such as the rotational speed of the engine E and the vehicle traveling speed, and the intake air amount control device 136 controls the intake air control valve 69 based on these signals. As an example, the intake air amount control device 136 determines that the excessive output condition 140 is satisfied when it is determined that the vehicle is in a non-accelerated state. The “non-accelerated state” is, for example, a constant speed state, a deceleration state, or an engine brake state (downhill traveling state) of the vehicle.

  Since the power of the supercharger 42 of this embodiment is taken from the crankshaft 26 (FIG. 1) of the engine E, for example, during acceleration, the high load region of the engine E and the work of the supercharger 42 are large. A region can be matched. On the other hand, even when the engine is rotating at high speed, the intake air supplied to the supercharger 42 may be excessive in the low load region. An example of this state is the non-accelerated state. The non-acceleration state is determined from signals such as the engine speed and the vehicle traveling speed input to the intake air amount control device 136. By determining that the output excess condition 140 is satisfied when the engine is in the non-accelerated state and closing the intake control valve 69, the supercharger 42 can always be operated in a highly efficient state.

  The intake air amount control device 136 may further determine that the relief valve 72 is in the open state as the excessive output condition 140. The relief valve 72 is opened when the pressure in the intake chamber 52 is higher than a predetermined value, and it is determined that the output of the supercharger 42, that is, the discharge amount is excessive. Specifically, a signal indicating the opening / closing state of the relief valve 72 is input to the intake air amount control device 136. When the signal indicating the open state of the relief valve 72 is input to the intake air amount control device 136, the intake air control valve 136 69 is closed. Thereby, the discharge amount of the supercharger 42 is suppressed.

  When the acceleration start command or the acceleration start region is determined, the intake air amount suppression may be suppressed. Thereby, the output improvement effect at the time of acceleration can be heightened. Further, when the acceleration operation end or the acceleration end region is determined, the intake air amount suppression may be strengthened.

  If the intake air amount control device 136 determines that the output required by the driver is smaller than the output obtained by using the supercharger 42 based on the driving operation by the driver, the intake air amount control device 136 determines that the output is excessive and the intake air. The actuator 68 may be controlled to suppress the amount. Specifically, the intake air amount may be decreased when it is determined that there is no change in the acceleration operation (that is, a constant speed traveling operation state) or a state where the change in the acceleration operation is small (a state where the output increase request is small). In addition, the intake air amount may be decreased when a deceleration operation by releasing a brake operation or an acceleration operation is determined. In addition, in the intake air amount decrease state, the intake air amount may be increased if it is determined that the change in the acceleration operation is large or the deceleration operation is completed.

  The intake air amount control device 136 may be operated based on the clutch operation ((a) of FIG. 11). Specifically, the intake air amount may be increased at the time of shift change for acceleration. In addition, when shifting up at a high reduction ratio in the shift stage, it is possible to suppress a decrease in acceleration performance by suppressing the suppression of the intake air amount. At the time of shift change for deceleration, the intake air amount may be decreased.

  Further, a selection switch may be provided for the driver to select the output priority mode (normal mode) and the fuel efficiency priority mode (flow rate suppression mode). In this case, when the output priority mode is selected, the ratio of suppressing the intake air amount may be reduced. Specifically, compared to before the output priority mode is selected, it may be difficult to start suppressing the intake air amount, or the intake air amount suppressing amount may be reduced. When the fuel efficiency priority mode is selected, the ratio of suppressing the intake air amount may be increased. Specifically, it is possible to make it easier to start suppressing the intake air amount or to increase the intake air amount suppression amount than before the fuel economy priority mode is selected.

  The control amount of the intake control valve may be determined based on the gear ratio, the engine speed, and the acceleration operation amount (throttle operation amount) ((b) in FIG. 11). Specifically, the intake air amount suppression amount may be determined based on a two-dimensional map represented by the engine speed and the throttle operation amount. In the region where the engine speed is low, by reducing the amount of suppression of the intake air amount, compared with the region where the engine speed is high, it is possible to increase the torque in the low speed region and easily meet the acceleration request. In addition, since the acceleration request is large when the reduction ratio is large or at the time of starting, the amount of suppression of the intake air amount may be decelerated. Also, in areas where the engine speed is high, it is possible to suppress excessive torque in the high speed area by increasing the amount of intake air suppression compared to areas where the engine speed is low, making it easier to improve fuel efficiency. it can. In addition to the above tendency, when the throttle operation amount is large or the time change for increasing the throttle operation amount is large, that is, when the acceleration request is large, the driver's intention is reduced by reducing the ratio of suppressing the intake air amount. Easy to reflect.

Further, the intake control valve 69 may be controlled according to the traveling speed ((c) in FIG. 11). For example, the intake air amount suppression may be increased as the traveling speed increases. In this embodiment, since the traveling wind is guided to the suction port 46 of the supercharger 42, the output becomes higher as the vehicle speed (running wind pressure) increases. When the traveling speed is high and output is unnecessary, the work amount of the supercharger can be reduced by restricting the intake air amount by the intake control valve 69. The output can be increased by canceling the suppression control by the intake control valve 69 in accordance with the output increase command from the driver. As a result, the amount of work of the turbocharger in the non-accelerated region can be suppressed, and the fuel efficiency can be improved while increasing the output. Further, in the vehicle speed range where the traveling wind pressure is excessive, the intake air amount may be restrained to reduce the work of the supercharger 42 due to an excessive increase in the ram pressure.

  A mounting angle θ suitable for the intake efficiency may be set in advance in accordance with the impeller rotational speed. The intake air amount control device 136 may control the actuator 68 so as to angularly displace the variable blade 80 so that the mounting angle θ is set for each impeller rotation speed. This can improve efficiency. In the present embodiment, the pre-turn and the intake air amount control are realized by one type of variable blade 80, thereby reducing the number of parts and reducing the fuel consumption by improving the intake efficiency. Two types of variable blades for pre-turning and intake air amount control may be provided. For the pre-turn, the output angle may be emphasized, and the mounting angle θ corresponding to the impeller rotational speed may be set, or control may be performed so that the correction angle is corrected by correcting the efficiency-oriented mounting angle θ in consideration of fuel consumption. .

The intake control valve 69 may limit the amount of intake air in order to suppress surging under conditions where surging is likely to occur in the supercharger 42 in the operating state (for example, in a low engine speed range). When the surging generation condition differs for each operation condition, the intake air amount may be limited according to the operation condition. As a result, output can be improved while suppressing surging.

The pre-turn may be obtained and the standard opening may be set at an intermediate opening that can reduce a predetermined amount of fuel consumption. In this case, when the state where the output is required is determined, the opening degree may be controlled to be larger than the standard opening degree. Further, when it is determined that the output is excessive, such as constant speed running, the opening degree may be controlled to be smaller than the standard opening degree.

If the engine output suppression conditions are caused by other factors such as slip suppression, wheelie suppression, rotation speed limiter control, speed limiter control, engine brake suppression, start control, etc., intake air amount suppression is interlocked Control may be performed. Specifically, as shown in FIG. 9, the throttle valve 43, fuel injection valve, in accordance with the case of executing the output control of engine body itself due to the spark plugs, the intake air amount control valve 69 by the intake air amount control device The amount of suppression may be increased.

  In addition, in order to determine a state in which slipping easily occurs based on a difference in rotational speed between the front and rear wheels 10 and 14, and to prevent an intake amount from becoming excessive as in the case of starting travel determination, the intake amount control is performed for each driving state. An amount may be set. For example, the suppression of the intake air amount may be reduced as the tendency of the output to become excessive decreases. The tendency for the output to be excessive may be determined from the gear ratio, the engine speed, the acceleration operation amount, etc. in addition to the above-mentioned excessive output condition 140.

The throttle valve 43 may also be controlled by the intake air amount control device 136 . The intake control valve 69 may be controlled in conjunction with the control of the throttle valve 43. The intake control valve 69 may have a delay compared to the operation of the throttle valve 43. This makes it easy to achieve both responsiveness and reduced fuel consumption. Further, during the acceleration operation, the intake air amount increase control may be performed simultaneously with the throttle valve 43. This can improve responsiveness.

  Further, when the intake control valve 69 is controlled in accordance with the throttle operation, in a case where improvement in responsiveness is desired, if the time change of the throttle operation is large, the response of the intake control valve 69 to the throttle operation may be accelerated. Further, in the case where a shock reduction due to a sudden change in output is desired, if the time change of the throttle operation is large, the response of the intake control valve to the throttle operation may be set gently. The response of the intake control valve may be configured to be settable by the driver, and the response of the intake control valve to the throttle operation, for example, response, sensitivity (gain), delay time, using a threshold value obtained from the operation state Etc. may be changed.

  Further, when the travel stop and the idle state are determined, the intake control valve may be fully closed in the fuel efficiency priority mode. The traveling stop state can be determined by, for example, the output of the vehicle speed sensor and the switch of the side stand. The idle state can be determined from the output of the engine speed sensor.

  According to the above configuration, the inflow amount of the intake air to the impeller 60 of the supercharger 42 is adjusted by the intake control valve 69. For example, in the low load region of the engine E, the intake control valve 69 is throttled to reduce the intake air I. By reducing the inflow amount, it is possible to reduce the work amount of the supercharger 42 to reduce fuel consumption and to prevent the intake air I from becoming excessive. In the above embodiment, the power of the supercharger 42 is taken from the crankshaft 26 (FIG. 1) of the engine E. However, since the work of the supercharger is reduced, the fuel efficiency of the motorcycle is improved.

  The impeller housing 61 of FIG. 2 is formed in a cylindrical shape in the upstream portion in the flow direction relative to the impeller 60, and the impeller housing 61 is formed with a suction port 46 that opens toward the upstream in the flow direction. As the impeller 60 rotates, the intake air is sucked from the suction port 46 of the impeller housing 61. The impeller housing 61 is located in the radially outer portion of the impeller 60 and has a discharge port 48 that opens toward the downstream in the flow direction. The intake air sucked into the impeller housing 61 is given a radial force with respect to the supercharger rotating shaft 62 by a centrifugal force by the rotating impeller 60. The intake air inside the impeller housing 61 is pushed downstream from the discharge port 48 in the flow direction by the rotation of the impeller 60 and guided to the intake chamber 52.

  That is, when the impeller 60 rotates, the intake air guided by the impeller 60 is sent radially outward by centrifugal force. The intake air is guided by the impeller housing 61 and guided to the intake chamber 52. The greater the rotational speed of the impeller 60 or the greater the pressure of the intake air upstream of the impeller 60, the greater the amount of air (work) that is pumped per revolution, the greater the pressure in the chamber, and the greater the output. Increase.

The supercharger 42 of the present embodiment is driven by a part of the engine output used for the travel driving force. Therefore, when the output increase due to supercharging is not necessary, the rotational drive of the impeller 60 by the engine output may cause a reduction in fuel consumption as a mechanical loss. In the present embodiment, by suppressing the intake air that is guided to the upstream side of the supercharger 42 using the intake control valve 69, it is possible to reduce the amount of air (work) that is pumped per revolution of the impeller 60. By making the intake air amount by the intake control valve 69 variable according to the situation, while improving the output by the supercharger 69, the mechanical loss is reduced by the supercharger 46 in the situation where the output improvement is unnecessary, that is, the work amount is reduced. Can be achieved. That is, it is easy to achieve both improved output and improved fuel efficiency.

  Further, a throttle valve 43 is disposed on the downstream side of the supercharger 42 in the intake passage 45. That is, the intake air amount control device 136 controls the intake air control valve 69 based on the operation amount of the throttle valve 43. In this manner, by providing the intake control valve 69 separately from the throttle valve 43, fuel consumption can be reduced by the intake control valve 69 while adjusting the amount of intake air supplied to the engine E by the throttle valve 43.

  The intake control valve 69 may operate in conjunction with either the throttle operation or the operation amount of the throttle valve 43. Here, the “operation amount of the throttle valve 43” refers to the drive amount (valve passing flow rate) of the throttle valve 43 itself, and “throttle operation” refers to the operation amount of the throttle grip. These two linkages may be related operations that operate under some influence, and the tendency may be changed or the operation amount may be changed. The throttle valve 43 may be a sub-thro or wire type throttle valve in addition to the electric throttle.

  Since the throttle valve 43 of the present embodiment is an electric throttle, when the intake control valve 69 operates due to a factor other than the driver's throttle operation, the operation amount of the intake control valve 69 is maintained constant. The output of the throttle valve 43 may change, which may affect the driver's feeling. In order to prevent this, when the output change by the engine E is not desired, for example, in the constant speed running state, the intake air amount increase control by the throttle valve 43 is executed in response to the intake air amount decrease control by the intake control valve 69. May be. By controlling the throttle valve 43 in this way, changes in the output of the engine E due to the control of the intake control valve 69 can be suppressed. As a result, it is possible to prevent the driver from feeling down.

  On the other hand, when the intake control valve 69 operates due to a factor due to the throttle operation, it is preferable to control the intake control valve 69 in a direction to follow the operation tendency of the throttle valve 43. Thereby, the control of the intake control valve 69 can also contribute to the output change in response to the driver's output change command, and the responsiveness is improved.

  As shown in FIG. 6, the intake control valve 69 gives a pre-turn SF in a direction opposite to the rotation direction of the impeller 60 to the intake air I flowing into the impeller 60. That is, the intake air amount control device 136 shown in FIG. 7 controls the intake control valve 69 so that the variable vane 80 comes to the rotation position according to the operating state. Thus, two methods of use can be used: improvement of heat insulation efficiency by giving an appropriate pre-turn to the intake air before the intake air is compressed by the rotation of the impeller 60 and improvement of fuel consumption by adjusting the inflow amount of the intake air I.

  Traveling air is introduced into the supercharger 42 by the intake duct 50. Therefore, since the air boosted by the ram pressure is supplied to the supercharger 42, the output of the supercharger 42 is improved. On the other hand, when the vehicle is traveling at a constant speed even during high-speed traveling, the intake air supplied to the supercharger 42 may become excessive as a result of the intake air being boosted by the ram pressure. In the above configuration, by restricting the intake control valve 69, when the traveling wind pressure is high, the pressure in the intake duct 50 can be suppressed, the work of the supercharger 42 can be reduced, and the fuel consumption can be reduced.

  When the relief valve 72 is open, the intake air amount control device 136 controls the intake control valve 69 in the closing direction. As described above, when the relief valve 72 is open, that is, when the pressure inside the intake chamber 52 is high, the intake control valve 69 is closed to reduce the amount of intake air flowing into the supercharger 42. The discharge amount of 42 can be suppressed.

  Specifically, the pressure on the upstream side of the supercharger 42 also increases during operation of the relief valve 72, but the intake side of the supercharger 42 is increased by restricting the intake air amount by the intake control valve 69. This can prevent the amount of work of the turbocharger. That is, the amount of work can be suitably reduced by suppressing the intake amount by the intake control valve 69 in accordance with the operation of the relief valve 72. Further, as a pre-stage of the operation of the relief valve 72, the intake amount suppression control by the intake control valve 69 may be executed. For example, when the set pressure lower than a predetermined relief pressure is reached, the intake amount suppression control by the intake control valve 69 may be executed. Thereby, the operation of the relief valve 72 can be suppressed. Further, the intake air amount suppression control by the intake control valve 69 may be started at the same time as the operation of the relief valve 72.

  Further, the intake control valve 69 may be fully opened until the pressure in the intake chamber 52 reaches a predetermined value. Accordingly, it is possible to quickly reach the pressure in the intake chamber 52 where an output effect due to supercharging can be expected. Further, when the pressure in the intake chamber 52 reaches a predetermined value, the intake control valve 69 may be controlled so as to maintain a predetermined pressure range. Specifically, the intake air amount may be increased when the pressure decreases below the pressure range, and the intake air amount may be decreased when the pressure increases beyond the pressure range. This makes it possible to limit the amount of work of the supercharger while obtaining the supercharging effect. The above-described predetermined pressure range is also variably set according to the operating state, so that it is easy to improve the output and reduce the fuel consumption.

  As shown in FIG. 3, the intake control valve 69 has a plurality of variable blades 80 arranged radially, and each variable blade 80 is set so that the mounting angle around the radial axis can be adjusted. Therefore, the intake system can be downsized compared to an intake control valve having a single valve element such as a butterfly valve.

  The driving force of the supercharger 42 shown in FIG. 1 is extracted from the upstream side of the transmission 13 in the power transmission path. Accordingly, the driving force of the supercharger 42 can be obtained stably from the engine E regardless of the operation of the transmission 13.

  The intake air amount control device 136 shown in FIG. 7 controls the intake air control valve 69 so as to decrease the intake air amount when a predetermined output excess condition 140 is satisfied. Therefore, it is possible to prevent the intake air supplied to the supercharger 42 from becoming excessive. As a result, the work of the supercharger 42 is reduced and fuel consumption is reduced.

  If the predetermined output excess condition 140 is not satisfied, the output obtained by supercharging is maintained. Further, when the excessive output condition is satisfied, it is possible to suppress an increase in output due to supercharging, suppress an excessive output state, and improve fuel efficiency. In this way, it is possible to improve fuel efficiency in scenes that do not require output while maintaining output in necessary scenes, so that both improved output and improved fuel efficiency can be achieved.

  The intake air amount control device 136 determines the excessive output condition 140 based on the driving operation of the driver. Thereby, it is possible to prevent the engine output from being excessive or insufficient reflecting the driver's intention. Based on the driver's operation, the valve control can be performed reflecting the driver's intention. As a result, it is possible to prevent the output from being undesirably suppressed or excessively maintained.

  Further, the intake air amount control device 136 determines the excessive output condition 140 based on the time change of the vehicle state. As described above, by realizing the valve control based on the time change, it is possible to reduce the work amount of the supercharger 42 and reduce the fuel consumption. Based on the vehicle state, it is easy to determine whether there is an excessive output. Further, it is easy to estimate the future of the state based on the driver's operation or the time change of the vehicle state, and it is easy to determine the presence or absence of output excess based on the estimated future state. For example, when the time change is large, the responsiveness is improved by speeding up the response of the valve control.

  Further, since the intake air amount can be variably controlled for each operation state, stepwise or continuous control can be performed in addition to full opening / closing control. As a result, when an appropriate intake amount is set for each operating state, for example, when an appropriate intake amount is set for each operating state to prevent surging reduction, the intake amount is controlled with an appropriate intake amount as a target. It's easy to do.

  Further, the intake air amount control device 136 determines that the excessive output condition 140 is satisfied when it is determined that the vehicle is in the non-accelerated state. Thereby, as described above, the work amount of the supercharger 42 is reduced, and the fuel efficiency of the motorcycle is improved.

  As shown in FIG. 2, an intake control valve 69 is connected to the suction port 46 of the supercharger 42. The variable blade 80 of the intake control valve 69 shown in FIG. 4 has a root portion 80a and a tip portion 80b supported. In the state, the mounting angle around the radial axis is set to be adjustable. Thereby, the support of the variable blade 80 is stabilized.

  By supporting both ends in this way, the displacement of the variable blade 80 can be prevented even when subjected to vibrations from the road surface and changes in vehicle body posture (rolling, pitching, etc.). Can prevent collisions. For example, the gap (clearance) between the variable blade 80 and the impeller housing 61 can be reduced by preventing the variable blade 80 from being displaced by an external force. As a result, the guiding effect by the variable blade 80 is improved, and the flow restriction effect by increasing the size of the variable blade 80 is improved.

  Furthermore, a guide body 84 in which the four fixed blades 82 shown in FIG. 3 are arranged radially is arranged upstream of the intake control valve 69, and each fixed blade 82 has the same circumferential position as the variable blade 80. Is arranged. Thereby, intake can be smoothly guided by the fixed blade and the variable blade. In addition, since the root portion 80a of the variable blade 80 is supported by the guide body 84 shown in FIG. 4, it is easy to support the root portion 80a of each variable blade 80.

For example, when there is intake air that swirls from the upstream side of the fixed blade 82 or flows while being inclined in the flow direction, the fixed blade 82 can regulate the intake air. As a result, the arranged intake air is guided by the variable blades 80, so that the intake air guiding effect can be enhanced. In the present embodiment, since the intake duct 50 is arranged on the side of the engine E in the vehicle width direction, the intake duct 50 guides the intake air by bending about 90 ° on the upstream side of the supercharger 42. Therefore, since the intake air flowing into the supercharger 42 is easily disturbed, the effect of providing the fixed blade 82 is great.

  As shown in FIG. 6, when the intake control valve 69 is fully opened, the variable blades 80 and the fixed blades 82 are overlapped in an axial view. Thereby, the resistance of the intake control valve 69 when fully opened is reduced.

  The circumferential position of the variable blade 80 is arranged at a position deviated from the circumferential position of the bolt 96 that fixes the impeller housing 61 and the guide body 84. Accordingly, when the bolt 96 is attached / detached, the workability is not deteriorated because it does not interfere with the variable blade 80.

  A variable mechanism 98 of the variable blade 80 shown in FIG. 4 has an arm 100 connected to the variable blade 80 and a rotating ring 102 connected to the tip end portion 100a of the arm 100, and rotates the rotating ring 102. The variable blade 80 is rotated through the arm 100. A plurality of variable blades 80 are operated in conjunction with one actuator 68 by angularly displacing a portion fixed to a portion in contact with the plurality of arms 100 using a cam mechanism. By performing the interlocking operation in this way, a compact configuration can be achieved as compared with the case where the actuator 68 is arranged for each variable blade 80. Furthermore, since the arm 100 extends in parallel with the rotation axis AX and is arranged side by side in the circumferential direction of the rotation axis AX, the intake control unit 70 is increased in the radial direction by the arrangement of the arm 100. It can be prevented from forming.

  The rotating ring 102 is disposed on the outer periphery of the guide body 84. Accordingly, since the guide body 84 and the rotating ring 102 overlap in the radial direction, the intake control valve 69 can be prevented from being enlarged in the axial direction.

  As shown in FIG. 3, the intake control valve 69 and the actuator 68 are supported by the casing 65 of the supercharger 42. Thereby, the intake control valve 69 and the actuator 68 can be assembled to the casing 65 of the supercharger 42 to constitute a sub-assembly. Thereafter, by assembling the supercharger 42 to the engine E, the intake control valve 69 and the actuator 68 are also attached to the engine E, so that the assemblability is improved.

As shown in FIG. 2, the actuator 68 is disposed behind the supercharger 42. Various parts are often arranged behind the cylinder unit CY. However, by arranging the actuator 68 behind the supercharger 42, the actuator 68 can be prevented from interfering with other parts.

  If interference with the installation space or other parts can be avoided, the actuator 68 may be disposed in front of the supercharger 42. According to this, since the actuator 68 does not protrude rearward from the rear end of the crankcase 28, the longitudinal dimension of the engine E can be reduced.

  Since the arm 100 and the valve body 80c of the variable blade 80 are detachably fixed, the assemblability is improved. In the present embodiment, the arm 100 and the valve shaft portion of the variable blade 80 are detachably fixed. Further, it is preferable to provide a passage for guiding the traveling wind to the actuator 68. Thereby, the temperature rise of the actuator 68 can be suppressed. By providing a through-hole for preventing heat accumulation in the case of the actuator 68, the temperature rise of the actuator 68 can be further suppressed. By fastening the actuator 68 with a bolt for connecting the impeller housing 61 and the transmission mechanism housing 67 together, the number of parts can be reduced.

  In addition to the flow rate adjustment function, the variable vane 80 of the above embodiment has a function of giving a pre-turn, but may not have a function of giving a pre-turn. The direction of the pre-turn may be set in the opposite direction to the above embodiment. For example, when it is desired to reduce the work amount at the intermediate opening, the intake air may be guided so as to face the rotation direction of the impeller 60. Further, the fixed blade 82 may not be provided. Even in this case, it is preferable that the both ends of the variable blade 80 be supported.

  The mechanism for angularly displacing the rotating ring 102 is not limited to the above embodiment. For example, instead of the link mechanism, the rotation of the output shaft 68a of the actuator 68 may be converted into the angular displacement force of the rotating ring 102 by a rack and pinion mechanism. Alternatively, a gear may be formed on the outer peripheral portion of the rotating ring 102 and the gear meshing with the gear may be rotated by the actuator 68. Further, the rotary ring 102 may be angularly displaced using a direct acting actuator. Further, the rotating ring 102 may be directly angularly displaced without using the variable mechanism 98 by using an ultrasonic motor or the like.

  The configuration of the variable mechanism 98 is not limited to the above embodiment. For example, it may be realized by a rack and pinion mechanism instead of the cam mechanism. Specifically, a pinion portion that is formed in a disc shape or an arc shape on the valve shaft portion and teeth are formed on the outer peripheral surface may be provided, and a rack portion that meshes with the teeth of the pinion may be provided on the rotating ring 102. Even in this case, the valve shaft portion is angularly displaced by switching the meshing position of the pinion portion with respect to the rack portion in accordance with the angular displacement of the rotating ring 102. By applying a structure other than this, it is possible to displace the valve shaft portion by interlocking angular displacement.

  In the intermediate opening state, of the fixed blade 82, the side surface that is one circumferential surface with respect to the rotational axis AX, and the corresponding variable blade 80 that is the guide surface that is one circumferential surface with respect to the rotational axis AX. You may arrange | position so that a flow direction upstream part may be located in the same plane shape. Thus, the intake air guided by the fixed blade 82 can be smoothly guided to the variable blade 80, and the effect of the pre-turn can be enhanced. Specifically, the pre-turn can be effectively given by setting the intermediate opening as the predetermined opening that needs to enhance the effect of the pre-turn. For example, the opening degree that enhances the effect of the pre-turn is set as the standard position, and when the output increase is determined with respect to the standard position, the variable blade 80 is operated in the fully open direction. Alternatively, the variable blade 80 may be operated.

  The present invention is not limited to the above-described embodiment, and various additions, modifications, or deletions can be made without departing from the gist of the present invention. In the above embodiment, an example in which the present invention is applied to an engine of a motorcycle has been described. It can also be applied to other engines. Therefore, such a thing is also included in the scope of the present invention.

42 Supercharger 65 Casing 68 Actuator 69 Intake control valve 70 Intake control unit 80 Variable blade 80a Root portion 80b Tip portion 82 Fixed blade 84 Guide body 98 Variable mechanism 100 Arm 102 Rotating ring CY Cylinder unit E Engine

Claims (6)

An intake control unit disposed at an inlet of a supercharger that compresses intake air of an engine,
It has an intake control valve in which a plurality of variable vanes are arranged radially,
The variable blade is set so that the mounting angle around the radial axis is adjustable, with the root portion and the tip portion supported.
A plurality of fixed blades are arranged radially on the upstream side of the intake control valve, and a guide body provided with these fixed blades is arranged,
A bearing member sandwiched between the guide body and an impeller housing covering the impeller of the supercharger is provided;
An intake air control unit of a supercharger in which a tip portion of the variable blade is supported by the bearing member.   The intake control unit according to claim 1, wherein a root portion of the variable blade is supported by the guide body.   3. The intake control unit according to claim 1, wherein the valve body portion of the variable vane is larger than the upstream portion in the downstream portion relative to the valve shaft portion with respect to the flow direction. Intake control unit of the feeder.   4. The intake control unit according to claim 1, wherein the valve body portion of the variable vane is disposed to extend downstream in the flow direction from the front end surface of the rotating shaft of the supercharger. 5. Intake control unit for turbocharger. The intake control unit according to any one of claims 1 to 4, wherein the suction port of the supercharger has a flow passage cross-sectional area that gradually decreases toward the impeller downstream of the turbocharger,
The valve body portion of the variable blade is located in the intake passage of the suction port, and the outer diameter surface thereof is inclined radially inward toward the downstream side so as to follow the shape of the suction port. The turbocharger intake control unit.   6. The intake control unit according to claim 1, wherein a circumferential position of the variable blade is arranged at a position deviated from a circumferential position of a bolt that fixes the impeller housing and the guide body. The turbocharger intake control unit.

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