JP7269262B2 - Electronic control throttle device - Google Patents

Description

The present invention relates to an electronically controlled throttle device.

Straddle-type vehicles, such as motorcycles and ATVs (All Terrain Vehicles), which are driven by a driver straddling a seat, have a higher throttle response than four-wheeled vehicles. Therefore, a throttle bore is formed in the throttle body corresponding to each cylinder of the engine, and the throttle valve arranged in each throttle bore is opened and closed by a motor via a throttle shaft and a gear unit. A throttle device (hereinafter simply referred to as an electronically controlled throttle device) has been put into practical use.

Further, as shown in FIGS. 3 and 5 of Patent Document 1, for example, an electronically controlled throttle device has been proposed in which throttle bores are divided into two groups and individually driven to open and close by motors via gear units. In this electronically controlled throttle device, for example, when a saddle-riding vehicle in motion shifts to acceleration, the throttle valves of the two groups are controlled to open with a time difference to smoothly increase the intake air amount, thereby increasing the output of the engine as a whole. Consideration is given so that fine adjustments can be made easily.

JP 2016-109080 A

However, the electronically controlled throttle device described in Patent Document 1 has room for improvement in terms of preventing interference with the vehicle body frame and proper placement of the throttle bore.
The electronically controlled throttle device described in FIGS. 3 and 5 of Patent Document 1 is intended for a 4-cylinder engine. , throttle bores for #3 and #4 cylinders are formed. The throttle valves of #1 and #2 cylinders and the throttle valves of #3 and #4 cylinders are individually driven to open and close by a pair of motors via a gear unit. Each gear unit and motor is arranged outside both throttle bodies in FIG. 3 and between both throttle bodies in FIG.

In the configuration shown in FIG. 3 of Patent Document 1, since the gear unit and the motor are arranged outside both throttle bodies, the gear unit and the motor protruding to the left and right interfere with the body frame installed on both the left and right sides. end up Therefore, it becomes necessary to change the shape of the vehicle body frame 32 in order to prevent interference, and there arises a problem that an appropriate frame shape cannot be maintained.

Further, in the configuration shown in FIG. 5 of Patent Document 1, a pair of gear units are disposed between the two throttle bodies, so that the throttle bores of #2 and #3 cylinders are largely separated from each other. For example, in the cylinder arrangement direction in which the cylinders of the engine are arranged, if the axes of #1 to #4 cylinders are arranged at equal intervals, the axes of the throttle bores of cylinders #1 and #4 are respectively # Even if the axis of the #2 cylinder coincides with the axis of the cylinders #1 and #4, the axis of the throttle bore of the #2 cylinder is offset from the axis of the #2 cylinder to the #1 side, and conversely, #3. The axis of the throttle bore of the cylinder is offset from the position aligned with the axis of the #3 cylinder to the #4 side.

The purpose of increasing the number of electronically controlled throttle devices is to improve engine performance by, for example, reducing air intake resistance. It becomes a factor that hinders the improvement of engine performance by coupling.
In the following explanation, when describing the positional relationship between the axis of the cylinder and the axis of the throttle bore in the direction in which the cylinders are arranged, the description of the "axis" will be omitted, and the positional relationship between the cylinder and the throttle bore will simply be described. shall be expressed. Therefore, for example, "the cylinder and the throttle bore are aligned" means that the axis of the cylinder and the axis of the throttle bore are aligned.

SUMMARY OF THE INVENTION The present invention has been made to solve such problems. To provide an electronically controlled throttle device capable of arranging a throttle bore at an appropriate position with respect to a cylinder.

In order to achieve the above object, the electronically controlled throttle device of the present invention integrates a pair of regions each formed with a first throttle bore, and a first throttle is provided inside each first throttle bore. a first throttle body in which valves are arranged, and the first throttle valves are individually fixed to a pair of throttle shafts arranged adjacent to each other on one side and the other side in the direction of arranging the cylinders, and are opened and closed; , a pair of motors disposed at positions overlapping the pair of first throttle bores in the cylinder arranging direction, and a pair of motors disposed on both sides of the first throttle body in the cylinder arranging direction and rotating a pair of gear units for transmitting power to a pair of throttle shafts; and a pair of gear units arranged adjacent to one side of the first throttle body, forming a second throttle bore with a second throttle valve disposed therein. a second throttle body that opens and closes with a second throttle valve fixed to a throttle shaft disposed on one side thereof; and a pair of motor accommodating portions on both sides of the first throttle body. The first case member is integrally formed, and the motor is housed in the motor housing portion .

As another aspect , a pair of second case members may be further provided which are coupled to the pair of first case members, respectively, and accommodate a gear train therein to form a gear unit.

As another aspect, the first throttle body is arranged adjacent to the other side, a third throttle bore is formed, and a third throttle valve is arranged inside the third throttle bore, and is arranged on the other side. A third throttle body that opens and closes with a third throttle valve fixed to the throttle shaft may be further provided.

As another aspect, the first throttle body may be integrally formed with a hollow cross-sectional portion that connects the two motor housing portions to each other.

According to the electronically controlled throttle device of the present invention, interference with the body frame can be prevented without forcibly changing the shape of the body frame, and the throttle bore can be arranged at an appropriate position for each cylinder on the engine side. can be done.

1 is a front view of the electronically controlled throttle device of the first embodiment as seen from the air cleaner side; FIG. Fig. 3 is an exploded perspective view showing the #2 and #3 throttle bodies, the #1 throttle body, the gear unit, and the motor accommodating portion; 1 is a schematic side view showing an electronically controlled throttle device mounted on an engine mounted on a motorcycle; FIG. 4 is a view in the direction of arrow A in FIG. 3; FIG. It is the front view which looked at the electronic control throttle apparatus of 2nd Embodiment from the air cleaner side. Fig. 3 is an exploded perspective view showing the #2 and #3 throttle bodies, the #1 throttle body, the gear unit, and the motor accommodating portion;

[First embodiment]
A first embodiment in which the present invention is embodied in an electronically controlled throttle device for a four-cylinder engine mounted on a motorcycle will be described below.
FIG. 1 is a front view of the electronically controlled throttle device of the first embodiment viewed from the air cleaner side, and FIG. 2 is an exploded perspective view showing the #2 and #3 throttle bodies, the #1 throttle body, the gear unit, and the motor housing. . In the following description, left and right are represented according to each drawing, and the left side in the drawings corresponds to either one side or the other side of the present invention, and the right side corresponds to either one side or the other side of the present invention. or equivalent to the other. Further, since the left-right direction is also the direction in which the cylinders of the engine are arranged in a row, it is sometimes referred to as the cylinder arrangement direction.

As a whole, the electronically controlled throttle device 1 has three throttle bodies 2 to 4 arranged side by side in the cylinder arrangement direction by integrating the throttle bodies of the #2 and #3 cylinders. Hereinafter, those corresponding to #2 and #3 cylinders will be referred to as #2 and #3 throttle bodies 2, those corresponding to #1 cylinder will be referred to as #1 throttle bodies 3, and those corresponding to #4 cylinder will be referred to as #4. It is called throttle body 4 .

The #2 and #3 throttle bodies 2 correspond to the first throttle body of the present invention, and the #1 throttle body 3 corresponds to either the second throttle body or the third throttle body of the present invention. , #4 throttle body 4 corresponds to either the second throttle body or the third throttle body of the present invention.

The #1 throttle body 3 is arranged adjacent to the left side of the #2 and #3 throttle bodies 2, and the #4 throttle body 4 is arranged adjacent to the right side of the #2 and #3 throttle bodies 2. is set.

The #2 and #3 throttle bodies 2 are formed with a #2 throttle bore 2a and a #3 throttle bore 2b communicating with the #2 and #3 cylinders of the engine, respectively. Hereinafter, of the #2 and #3 throttle bodies 2, the portion where the #2 throttle bore 2a is formed in the cylinder row direction is referred to as the #2 region 2c, and the portion where the #3 throttle bore 2b is formed is referred to as the #3 region. 2d.
The #1 throttle body 3 is formed with a single #1 throttle bore 3a communicating with the #1 cylinder of the engine. The #4 throttle body 4 is formed with a single #4 throttle bore 4a communicating with the #4 cylinder of the engine.

#2 throttle bore 2a and #3 throttle bore 2b correspond to a pair of first throttle bores of the present invention, and #1 throttle bore 3a is either the second throttle bore or the third throttle bore of the present invention. The #4 throttle bore 4a corresponds to the other of the second throttle bore and the third throttle bore of the present invention.

A left side surface of the #2 region 2c of the #2 and #3 throttle bodies 2 is integrally formed with a first case member 2e that opens leftward. A cylindrical motor accommodating portion 2f in which the motor 14 is accommodated is integrally formed so as to bulge rightward. A second case member 5 opening to the right is disposed between the #2/#3 throttle bodies 2 and #1 throttle body 3, and is fastened to the first case member 2e by screws 6. there is Although details will be described later, a gear train 19 is accommodated inside both case members 2e and 5, and the gear unit 7 is configured by these case members 2e and 5 and the gear train 19. As shown in FIG.

Then, the #1 throttle body 3 is fastened to the second case member 5 with the bolts 13, and as a result, the second case member 5 and the #1 throttle body 3 are integrated with the #2 and #3 throttle bodies 2. ing.

A first case member 2e that opens to the right is integrally formed on the right side surface of the #3 region 2d of the #2 and #3 throttle bodies 2. A cylindrical motor accommodating portion 2f in which the motor 14 is accommodated is integrally formed so as to bulge leftward. A second case member 5 opening to the left is disposed between the #2/#3 throttle bodies 2 and #4 throttle body 4, and is fastened to the first case member 2e by screws 6. there is Although details will be described later, a gear train 19 is accommodated inside both case members 2e and 5, and the gear unit 7 is configured by these case members 2e and 5 and the gear train 19. As shown in FIG.

Then, the #4 throttle body 4 is fastened to the second case member 5 with the bolts 13, and as a result, the second case member 5 and the #4 throttle body 4 are integrated with the #2 and #3 throttle bodies 2. ing.

In the #2 area 2c of the #2/#3 throttle bodies 2, a throttle shaft 8 is disposed passing through the #2 throttle bore 2a, and similarly in the #3 area 2d, passing through the #3 throttle bore 2b. The throttle shaft 8 is arranged in this state.
As a result, both throttle shafts 8 are arranged adjacent to each other on the same axis in the direction in which the cylinders are arranged. A #2 throttle valve 9 is arranged in the #2 throttle bore 2a, and a #3 throttle valve 10 is arranged in the #3 throttle bore 2b. there is

The throttle shaft 8 on the #2 region 2c side extends leftward and passes through the #1 throttle bore 3a of the #1 throttle body 3 via the shaft hole 5a of the second case member 5. Both ends are rotatably supported by the #1 throttle body 3 and the #2 and #3 throttle bodies 2, respectively. A #1 throttle valve 11 is disposed in the #1 throttle bore 3a and fixed to the throttle shaft 8 with screws 21. As shown in FIG. As a result, the #2 throttle valve 9 and the #1 throttle valve 11 are opened and closed with the rotation of the throttle shaft 8 on the #2 region 2c side.

The throttle shaft 8 on the #3 region 2d side extends to the right and passes through the #4 throttle bore 4a of the #4 throttle body 4 via the shaft hole 5a of the second case member 5. Both ends are rotatably supported by #4 throttle body 4 and #2 and #3 throttle bodies 2, respectively. A #4 throttle valve 12 is disposed in the #4 throttle bore 4a and fixed to the throttle shaft 8 with screws 21. As shown in FIG. As a result, the #3 throttle valve 10 and the #4 throttle valve 12 are opened and closed with the rotation of the throttle shaft 8 on the #3 region 2d side.

Each of the #2 throttle valve 9 and the #3 throttle valve 10 corresponds to the first throttle valve of the present invention, and the #1 throttle valve 11 is either the second throttle valve or the third throttle valve of the present invention. The #4 throttle valve 12 corresponds to the other of the second throttle valve and the third throttle valve of the present invention.

As shown in FIG. 2, the motor 14 is housed in the motor housing portion 2f formed in the left first case member 2e. As described above, the motor housing portion 2f has a shape that bulges rightward, so the motor 14 inside is arranged at a position overlapping the #2 throttle bore 2a in the direction in which the cylinders are arranged.

An output shaft 14a of the motor 14 protrudes inside the first and second case members 2e and 5, and a driving gear 15 is fixed thereto. The drive gear 15 meshes with a large-diameter input gear 17a of an intermediate gear 17 rotatably supported by a gear shaft 16, and a small-diameter output gear 17b of the intermediate gear 17 has a sector shape through which the throttle shaft 8 is fixed. It meshes with the driven gear 18 formed. The drive gear 15, intermediate gear 17 and driven gear 18 constitute a gear train 19 of the gear unit 7 described above.

The rotation of the motor 14 is decelerated by the gear train 19 and transmitted to the throttle shaft 8 on the #2 region 2c side. The valve 11 is driven to open and close according to the rotation direction of the motor 14 .

A motor 14 is housed in a motor housing portion 2f formed in the right first case member 2e. Since the motor accommodating portion 2f is shaped to bulge leftward as described above, the internal motor 14 is arranged at a position overlapping the #3 throttle bore 2b in the cylinder arrangement direction.

Since the internal structure is the same as that of the first and second case members 2e and 5 on the left side, the same member numbers are given below. , 5, and a driving gear 15 is fixed thereto. The drive gear 15 meshes with a large-diameter input gear 17a of an intermediate gear 17 rotatably supported by a gear shaft 16, and a small-diameter output gear 17b of the intermediate gear 17 has a sector shape through which the throttle shaft 8 is fixed. It meshes with the driven gear 18 formed. The drive gear 15, intermediate gear 17 and driven gear 18 constitute a gear train 19 of the gear unit 7 described above.

The rotation of the motor 14 is decelerated by the gear train 19 and transmitted to the throttle shaft 8 on the side of the #3 region 2d. The valve 12 is driven to open and close according to the rotation direction of the motor 14 .

Here, in this embodiment, the cylinders on the engine side are arranged at equal intervals, and when the throttle bores 2a, 2b, 3a, 4a are arranged at the same intervals as the cylinders, the throttle bores 2a, 2b, A gap S of the same size is formed between 3a and 4a. The portion sandwiched between the #1 throttle bore 3a and the #2 throttle bore 2a of one of the first case members 2e is set to be slightly smaller than the gap S. Therefore, after disposing one gear unit 7 between the #1 throttle bore 3a and the #2 throttle bore 2a, the #1 throttle bore 3a is aligned with the cylinder of the #1 cylinder in the direction in which the cylinders are arranged (as described above). means that the axis of the throttle bore coincides with the axis of the cylinder, and the same applies hereinafter), and the #2 throttle bore 2a coincides with the cylinder of the #2 cylinder.

Similarly, the portion sandwiched between the #4 throttle bore 4a and the #3 throttle bore 2b of the other first case member 2e is set slightly smaller than the gap S. For this reason, the other gear unit 7 is arranged between the #4 throttle bore 4a and the #3 throttle bore 2b, and the #3 throttle bore 2b is aligned with the cylinder of the #3 cylinder in the cylinder arrangement direction. The 4th throttle bore 4a matches the #4 cylinder.

Since the gear unit 7 is not arranged between the #2 throttle bore 2a and the #3 throttle bore 2b, there is a space margin in the direction in which the cylinders are arranged. Therefore, by connecting the #2 region 2c and the #3 region 2d via the connecting region 2g, the gap S between the #2 throttle bore 2a and the #3 throttle bore 2b is reduced to the #1 throttle bore 3a. The gap S between the #2 throttle bore 2a and the gap S between the #3 throttle bore 2b and the #4 throttle bore 4a are kept the same. Further, the motor accommodating portion 2f of the #2 region 2c and the motor accommodating portion 2f of the #3 region 2d are spaced apart in the cylinder arrangement direction, but are formed integrally with the connecting region 2g and extend in the cylinder arrangement direction. They are connected to each other via a hollow cross section 22 formed.

Injectors 23 are attached to the throttle bores 2a, 2b, 3a, 4a of the throttle bodies 2 to 4, respectively, and the tip of each injector 23 is inserted into each throttle bore 2a, 2b, 3a, 4a and directed toward the engine. ing. A delivery pipe 25 is supported from each throttle body 2 to 4 via a bracket 24 , and extends in the direction in which the cylinders are arranged, and is connected to each injector 23 .

FIG. 3 is a schematic side view showing the electronically controlled throttle device 1 when attached to an engine mounted on a motorcycle, and FIG. 4 is a view in the direction of arrow A in FIG.
The engine 31 is mounted on a motorcycle in a forward tilting posture, and above it, as shown in FIG. is set. One end of each throttle bore 2a, 2b, 3a, 4a of the electronic control throttle device 1 is connected to an intake port 31a of each cylinder of the engine 31, and the other end of each throttle bore 2a, 2b, 3a, 4a is connected to an intake port 31a of each cylinder. A common air cleaner 33 is connected.

Although not shown, wiring from the vehicle body side is connected to each motor 14 and each injector 23, and a fuel hose is connected to the delivery pipe 25 from the vehicle body side. Then, when the engine 31 is started, a control device (not shown) starts driving each injector 23, and the engine 31 is started by the starter. After the engine is started, the motor 14 is driven by the control device according to the throttle operation, and the respective throttle valves 9 to 12 are opened and closed to adjust the intake air amount to the engine 31 .

Next, the operation of the electronically controlled throttle device 1 configured as described above will be described.
When the throttle bores 2a, 2b, 3a, 4a of the electronically controlled throttle device 1 are aligned with the cylinders arranged at equal intervals on the engine 31 side, the adjacent throttle bores 2a, 2b, 3a, 4a A gap S is formed between them. Then, as described above, the part sandwiched between the #1 throttle bore 3a and the #2 throttle bore 2a of one first case member 2e and the #4 throttle bore 4a of the other first case member 2e and #3 throttle bore 2b are slightly smaller than the gap S, respectively.

Under this condition, when a pair of gear units are arranged between the throttle bores of cylinders #2 and #3 as in the electronically controlled throttle device shown in FIG. gear unit does not fit. For this reason, it becomes necessary to increase the clearance S, and as a result, the throttle bores of the #2 and #3 cylinders are greatly separated from each other, and are offset in alignment with the corresponding cylinders.

In this embodiment, single gear units 7 are individually arranged between the #1 throttle bore 3a and the #2 throttle bore 2a and between the #3 throttle bore 2b and the #4 throttle bore 4a. there is Therefore, the adjacent throttle bores 3a, 2a, 2b, 4a can be arranged without enlarging the intervals.

Moreover, since the gaps S formed between the throttle bores 3a, 2a, 2b and 4a can be regarded as dead spaces, the arrangement of the gear unit 7 does not cause any problems. As a result, all the throttle bores 3a, 2a, 2b, 4a of cylinders #1 to #4 can be aligned with the cylinders on the engine 31 side, and engine performance can be improved by reducing air intake resistance.

Also, as a result of such arrangement of the gear unit 7, it is not necessary to arrange the gear unit 7 between the #2 throttle bore 2a and the #3 throttle bore 2b. If the gear unit 7 is arranged between the throttle bores 2a, 2a, it becomes necessary to provide a separate throttle body. It can be integrated as the throttle body 2. As a result, the first to third throttle bodies 2 to 4 can be manufactured with a total of three molds, and the effect of reducing the manufacturing cost is also obtained.
In addition, although the second and third throttle bodies 3 and 4 must be manufactured separately, they are symmetrical with respect to the plane perpendicular to the cylinder arrangement direction. can be reduced, which also greatly contributes to the manufacturing cost.

Additionally, in a typical electronically controlled throttle device, as shown in FIGS. 3 to 5 of Patent Document 1, each independent throttle body individually supports the throttle shaft. On the other hand, in this embodiment, the #2 and #3 throttle valves 9 and 10 provided in the common #2 and #3 throttle bodies 2 are intentionally fixed to separate throttle shafts 8 so that they can be opened and closed individually. At the same time, each throttle shaft 8 is extended to the left and right sides and used to open and close #1 and #4 throttle valves 11 and 12 provided on separate throttle bodies 3 and 4, respectively. By adopting such an irregular structure, it is possible to achieve the above-described appropriate arrangement of the throttle bores 3a, 2a, 2b, and 4a and the effects of cost reduction.

On the other hand, in the #2 region 2c and #3 region 2d of the #2 and #3 throttle bodies 2, a motor accommodating portion 2f is integrally formed as a part of the first case member 2e. They are spaced apart in the direction in which the cylinders are arranged. However, since both motor accommodating portions 2f are connected to each other through the hollow cross-sectional portion 22 formed in the connecting region 2g, the rigidity thereof is improved. When the #2 and #3 throttle valves 9 and 10 are driven to open and close, if the motor 14 receives a reaction force and is displaced, it directly leads to an error in the throttle opening. Therefore, such a situation can be prevented and the accuracy of throttle opening control can be improved.

Further, as described above, each motor 14 in the motor accommodating portion 2f is arranged at a position overlapping the #2 throttle bore 2a and the #3 throttle bore 2b in the cylinder arrangement direction. In other words, as can be seen from FIG. 1, the #2 and #3 throttle bodies 2 and the gear units 7 on both sides do not protrude from the left and right and are contained within the width of the left and right.

In the mounted state of the motorcycle shown in FIG. 4, the vehicle body frame 32 is installed in the front-rear direction on both the left and right sides of the electronically controlled throttle device 1, and in FIG. The protruding motor and gear unit interfere with the vehicle body frame 32 . In contrast, in the present embodiment, interference with the vehicle body frame 32 is prevented by arranging the gear units 7 and the motors 14 as described above. You can keep the shape of the frame.

By the way, the arrangement in which the throttle bores 3a, 2a, 2b, 4a are aligned with the cylinders on the engine 31 side in the cylinder arrangement direction as described above is intended to improve engine performance. Apart from that, there is also a demand for space saving in the direction in which the cylinders are arranged. This is because if the electronically controlled throttle device 1 is elongated in the direction in which the cylinders are arranged, it becomes difficult for the driver to straddle the seat of the motorcycle.
In order to satisfy such a demand, the connecting region 2g of the #2 and #3 throttle bodies 2 may be narrowed to bring the #2 throttle bore 2a and the #3 throttle bore 2b closer to each other. Also, the #1 and #4 throttle bodies 3 and 4 may be brought closer to the #2 and #3 throttle bodies 2 within the range where the gear unit 7 can be arranged in each gap S.

In this case, the throttle bores 3a, 2a, 2b, and 4a of the cylinders on the engine 31 side do not completely match the cylinder arrangement direction. However, since the gear unit 7 is arranged in the dead space gap S formed between the throttle bores 3a, 2a, 2b, 4a, the throttle bores 2a, 2b, 3a, 4a for each cylinder are the same. The offset arrangement becomes minor. Since the size of the electronically controlled throttle device 1 can be reduced in the direction in which the cylinders are arranged, the driver can easily straddle the seat and the degree of freedom in designing the motorcycle can be improved.

[Second embodiment]
Next, a second embodiment in which the present invention is embodied in another electronically controlled throttle device 41 will be described.
The difference from the electronically controlled throttle device 1 of the first embodiment is that the gear unit 7 and the motor accommodating portion 43a are detachable from the respective throttle bodies 42, 3, 4. Common with the embodiment. Therefore, the same member numbers are assigned to the parts of the common configuration, and the description thereof is omitted, and the description will focus on the differences.

FIG. 5 is a front view of the electronically controlled throttle device 41 of the second embodiment viewed from the side of the air cleaner 33, and FIG. 6 is an exploded view showing the #2 and #3 throttle bodies, the #1 throttle body, the gear unit 7, and the motor accommodating portion 2f. It is a perspective view.
The #2 region 42c and the #3 region 42d of the #2/#3 throttle bodies 42 basically have cylindrical shapes corresponding to the #2 throttle bores 42a and #3 throttle bores 42b, respectively. A connecting region 42e that connects the #2 region 42c and the #3 region 42d has a plate shape that includes the throttle shaft 8 therein. The throttle shaft 8 is individually passed through the #2 throttle bore 42a and the #3 throttle bore 42b, and the #2 and #3 throttle valves 9 and 10 are fixed respectively, unlike the first embodiment. It is the same.

First case members 43 are provided as separate members on the left and right sides of the #2 and #3 throttle bodies 42, respectively. The shape of the first case member 43 is basically the same as that of the first embodiment. are integrally formed. A shaft hole 43b through which the throttle shaft 8 is inserted is formed through each first case member 43, and boss portions 42f centered on the throttle shaft 8 are integrally formed on both left and right sides of the #2 and #3 throttle bodies 42. It is Each first case member 43 is positioned by fitting the shaft hole 43b to the boss portion 42f of the #2/#3 throttle bodies 42 and fastened to the #2/#3 throttle bodies 42 with screws 44, respectively. ing.

A second case member 5 is fastened to each first case member 43 . Further, the #1 throttle body 3 is fastened to the second case member 5 on the left side, and the #4 throttle body 4 is fastened to the second case member 5 on the right side. The gear train 19 is housed inside the first and second case members 43 and 5 to constitute the gear unit 7, and the motor 14 is housed in the motor housing portion 43a.
A throttle shaft 8 extending to the left from the #2 and #3 throttle bodies 42 passes through the #1 throttle bore 3a of the #1 throttle body 3 and is used to open and close the #1 throttle valve 11. 2. The throttle shaft 8 extending to the right from the #3 throttle body 42 passes through the #4 throttle bore 4a of the #4 throttle body 4 and is used to open and close the #4 throttle valve 12. This is the same as the first embodiment.

The electronically controlled throttle device 41 of this embodiment configured as described above has the same layout of each member as that of the first embodiment. Therefore, although redundant explanation is omitted, the throttle bores 3a, 42a, 42b, and 4a can be matched with the cylinders on the engine 31 side in the cylinder arrangement direction to improve the engine performance, and the #2 and #3 throttle bodies 42 can be integrated. In addition, interference between each gear unit 7 and each motor 14 and the vehicle body frame 32 can be prevented to realize an appropriate frame shape.

A different feature from the first embodiment is that the first case members 43 are formed separately from the #2 and #3 throttle bodies 42 and can be attached and detached by fastening screws 44 . As in the first embodiment, the second case members 5 are also detachable from the #1 and #4 throttle bodies 3 and 4, respectively. As a result, in this embodiment, the gear unit 7 composed of the first and second case members 43 and 5 and the internal gear train 19, and the motor accommodating portion 43a accommodating the motor 14, are arranged in each throttle body 42, 3 and 4 can be arbitrarily attached and detached.

The specifications of the electronically controlled throttle device, such as the throttle bore diameter and bore pitch, are determined according to the type of the engine 31 to which it is mounted. For this reason, conventionally, electronically controlled throttle devices with specifications corresponding to each engine have been prepared. do.

In this embodiment, only the throttle bodies 42, 3, 4 are prepared for each specification corresponding to the engine 31, and the gear unit 7 and the motor accommodating portion 43a can be shared. Therefore, by selecting one of the throttle bodies 42, 3, 4 with specifications corresponding to the engine 31 and assembling them with the gear unit 7 and the motor housing portion 43a prepared as common parts, the engine The electronically controlled throttle device 41 that satisfies all the requirements from the 31 side is completed. This point also contributes greatly to the reduction of manufacturing costs, and also provides great advantages in terms of parts management at the production site.

Also, compared to the first embodiment, the #2 and #3 throttle bodies 42 and the respective first case members 43 are separate members, so the number of molds required for molding increases. On the other hand, since the #2 and #3 throttle bodies 42 have a simple shape, there is another advantage that the mold can be easily manufactured.

Although the description of the embodiment is finished above, the aspect of the present invention is not limited to this embodiment. For example, in each of the above embodiments, the electronically controlled throttle devices 1 and 41 for a four-cylinder engine are embodied. It may also be embodied as an electronically controlled throttle device for a cylinder engine.

Specifically, the #1 throttle body 3 in FIG. It closes the hole 5a. As a result, an electronically controlled throttle device having throttle bores for three cylinders may be used. Of course, instead of this, the configuration related to the #4 throttle body 4 of the first embodiment may be omitted, or the configuration of the second embodiment shown in FIG. 6 may be replaced with three cylinders.

Further, in each of the above embodiments, the motor 14 and the gear train 19 are accommodated in the first and second case members 2e, 43, 5, but the first and second case members 2e, 43, 5 are omitted. good too. In this case, although the motor 14 and the gear train 19 are exposed to the outside, the layout itself does not change, so that the effects described in each embodiment can be obtained without any problem.

1, 41 Electronically controlled throttle device 2, 42 #2 and #3 throttle bodies (first throttle bodies)
2a, 42a #2 throttle bore (first throttle bore)
2b, 42b #3 throttle bore (first throttle bore)
2e, 43 first case member 2f, 43a motor housing 3 #1 throttle body (second or third throttle body)
3a #1 throttle bore (second or third throttle bore)
4 #4 Throttle Body (Second or Third Throttle Body)
4a #4 throttle bore (second or third throttle bore)
5 second case member 7 gear unit 8 throttle shaft 9 #2 throttle valve (first throttle valve)
10 #3 throttle valve (first throttle valve)
11 #1 throttle valve (second or third throttle valve)
12 #4 throttle valve (second or third throttle valve)
14 motor 19 gear train 22 hollow section

Claims (4)

A pair of regions each formed with a first throttle bore are integrated, and a first throttle valve is disposed inside each of the first throttle bores , one side and the other side of the cylinder arrangement direction. a first throttle body in which each of the first throttle valves is individually fixed to a pair of throttle shafts arranged adjacent to each other and opened and closed;
a pair of motors disposed at positions overlapping the pair of first throttle bores in the cylinder arrangement direction;
a pair of gear units disposed on both sides of the first throttle body in the direction of cylinder arrangement, each transmitting the rotation of the pair of motors to the pair of throttle shafts;
A second throttle bore is formed adjacent to one side of the first throttle body, a second throttle valve is disposed therein, and the throttle shaft is disposed on the one side. a second throttle body to which the second throttle valve is fixed and opened and closed ;
A pair of first case members each having a motor accommodating portion are integrally formed on both sides of the first throttle body, and the motor is accommodated in the motor accommodating portion.
An electronically controlled throttle device characterized by: 2. The apparatus according to claim 1, further comprising a pair of second case members respectively coupled to said pair of first case members and housing a gear train therein to constitute said gear unit. Electronic control throttle device. A third throttle bore is formed adjacent to the other side of the first throttle body, a third throttle valve is disposed therein, and the throttle shaft is disposed on the other side. 3. The electronically controlled throttle device according to claim 1 , further comprising a third throttle body to which said third throttle valve is fixed and which is opened and closed. 2. The electronically controlled throttle device according to claim 1 , wherein the first throttle body is integrally formed with a hollow cross-sectional portion connecting the two motor housing portions.

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