JP7401407B2 - engine throttle device - Google Patents

Description

The present invention relates to an engine throttle device.

For example, in the throttle device disclosed in Patent Document 1, a throttle valve is supported in a throttle bore formed in a throttle body so as to be openable and closable by a throttle shaft. A motor is attached to the throttle body, and its output shaft and throttle shaft protrude to the outer surface of the throttle body and are closed by a gear cover, thereby defining a gear storage chamber between the outer surface and the gear cover.

A gear shaft is provided in the gear housing chamber together with the output shaft of the motor and the throttle shaft, and these three shafts are arranged parallel to each other. A drive gear is fixed to the output shaft of the motor, a driven gear is fixed to the throttle shaft, and an intermediate gear is rotatably supported by the gear shaft. The intermediate gear is formed by integrally molding a small diameter portion and a large diameter portion, the large diameter portion meshing with the driving gear, and the small diameter portion meshing with the driven gear. Therefore, when the motor operates, the rotation of the output shaft is transmitted from the drive gear to the large diameter part of the intermediate gear and decelerated, and then transmitted from the small diameter part of the intermediate gear to the driven gear and decelerated, and the rotation is transmitted to the driven gear from the small diameter part of the intermediate gear and decelerated. The amount of intake air flowing through the throttle bore is adjusted according to the opening and closing of the valve. Hereinafter, a gear train in which rotation is transmitted sequentially about axes that are parallel to each other will be referred to as a parallel shaft gear train.

Patent No. 4055547 specification

By the way, this applies not only to the parallel shaft gear train but also to other gear trains, and the arrangement of the gear train housed in the gear housing chamber is a factor that greatly influences the structure of the throttle device. For example, the distance between the output shaft of the motor and the throttle shaft, as well as the positional relationship between the motor and the throttle bore, is determined depending on the positional relationship between the driving gear and the driven gear, so the arrangement of the gear train is Affects the outer shape of the throttle device. Additionally, sensors such as a throttle opening sensor may be installed along with the gear train in the gear housing chamber, and in that case, it is necessary to install the sensors while preventing interference with the gear train. The arrangement of the gear train affects the ease with which sensors can be mounted within the gear housing chamber.

Here, when a parallel shaft gear train is adopted as the gear train, the degree of freedom in arrangement of the drive gear, intermediate gear, and driven gear is low. The main reason for this is that the approximate diameter of each gear is determined in order to achieve the desired reduction ratio, and the approximate distance between the shafts is also determined due to mutual meshing based on the respective diameters. As a result, the driving gear and the driven gear cannot be brought close enough together, making it difficult to make the throttle device more compact by bringing the motor and the throttle bore closer together.

Furthermore, the low degree of freedom in the arrangement of each gear means that when installing sensors in the gear housing chamber, priority must be given to the arrangement of each gear. As a result, the installation positions of the sensors are limited to prevent interference with each gear, and the sensors may be installed at inappropriate positions.

The present invention has been made to solve these problems, and its purpose is to provide an engine throttle that can improve the degree of freedom regarding the arrangement of the transmission mechanism that transmits the rotation of the motor to the throttle shaft. The goal is to provide equipment.

In order to achieve the above object, the engine throttle device of the present invention has a throttle bore that communicates with the inside of the cylinder when attached to the engine, and a throttle valve is supported in the throttle bore so as to be openable and closable by a throttle shaft. A throttle body, a motor attached to the throttle body, a drive transmission body fixed to the output shaft of the motor, a driven transmission body rotatably supported on a primary idler shaft parallel to the output shaft of the motor, and a drive It has an elongated shape in the direction connecting the transmission body and the driven transmission body, and is disposed in a posture spanning between the drive transmission body and the driven transmission body to constitute a primary transmission mechanism. The present invention is characterized in that it includes an intermediate transmission body that transmits the rotation of the transmission body to the driven transmission body, and a secondary transmission mechanism that transmits the rotation of the driven transmission body to the throttle shaft while decelerating the rotation of the driven transmission body (claim 1).

In another aspect, the primary transmission mechanism is a bevel gear mechanism, the drive transmission body is a drive bevel gear fixed to the output shaft of the motor, and the driven transmission body is rotatably supported by the primary idler shaft. The driven bevel gear is a driven bevel gear, in which the intermediate transmission body is rotatably supported by the bevel shaft around an axis connecting the driving bevel gear and the driven bevel gear, and meshes the input bevel gear fixed to one end of the bevel shaft with the driving bevel gear to generate the bevel gear. The output bevel gear fixed to the other end of the shaft is configured as a bevel unit that meshes with the driven bevel gear and transmits the rotation of the driving bevel gear as rotation to the driven bevel gear through its own rotational movement around the axis. (Claim 2).

In another aspect, the primary transmission mechanism is a belt mechanism, the drive transmission body is a drive pulley fixed to the output shaft of the motor, and the driven transmission body is rotatably supported by the primary idler shaft. The driven pulley is a driven pulley, and the intermediate transmission body is stretched between the driving pulley and the driven pulley, and transmits the rotation of the driving pulley to the driven pulley through its own traveling motion between the driving pulley and the driven pulley. It may be configured as an endless belt that transmits rotation (Claim 3).

In another aspect, the primary transmission mechanism is a link mechanism, the drive transmission body is a drive arm member fixed to the output shaft of the motor and has a connection point at a position eccentric from the output shaft, and the driven transmission body is a driven arm member that is rotatably supported by the primary idler shaft and has a connection point eccentrically from the primary idler shaft, and the intermediate transmission body has one end that is rotatable relative to the connection point of the drive arm member. The other end is rotatably supported relative to the connecting point of the driven arm member, and the rotation of the driving arm member is controlled through the self-reciprocating motion between the driving arm member and the driven arm member. It may be configured as a connecting rod that transmits rotation to the driven arm member (claim 4).

As another aspect, the secondary transmission mechanism may be composed of a plurality of gears including a final gear fixed to the throttle shaft (claim 5).
As another aspect, the final gear may be disposed in a space formed by separating the drive transmission body and the driven transmission body via an intermediate transmission body (claim 6).

As another aspect, the motor may be housed in a motor housing chamber integrally formed with the throttle body, and the motor housing chamber and a portion of the throttle body in which the throttle bore is formed may be integrated (claim 7).

As another aspect, a throttle shaft and an output shaft of the motor protrude from the outer surface of the throttle body and are closed by a cover member to define a mechanism chamber for accommodating a primary transmission mechanism and a secondary transmission mechanism, and the cover member There is an intake air temperature sensor that penetrates the mechanism chamber and has its tip protruded into the throttle bore of the throttle body to detect the temperature of intake air flowing in the throttle bore, and a pressure passage that penetrates the mechanism chamber to detect the temperature of the intake air flowing through the throttle body. At least one of the intake pressure sensors that communicates with the inside of the throttle bore and detects the pressure of intake air flowing inside the throttle bore is provided, and the primary transmission mechanism and the secondary transmission mechanism are arranged in a direction along the throttle axis. The intake air temperature sensor and the pressure passage may be disposed in the mechanism chamber at a position that avoids at least one of the intake air temperature sensor and the pressure passage when viewed from above (claim 8).

As another aspect, a single throttle bore may be formed in the throttle body, and the throttle body may be attached to a single-cylinder engine mounted as a driving power source in a saddle-ride type vehicle (claim 9).

According to the engine throttle device of the present invention, the degree of freedom regarding the arrangement of the transmission mechanism that transmits the rotation of the motor to the throttle shaft can be improved.

It is a perspective view showing a throttle device of a 1st embodiment. FIG. 3 is a perspective view showing the gear train inside the mechanism chamber with the gear cover removed from the throttle body. FIG. 3 is a perspective view showing the inner surface of the gear cover with the gear cover removed from the throttle body. FIG. 3 is a diagram showing the arrangement of a transmission mechanism and each sensor in a mechanism room. FIG. 5 is a partial sectional view taken along the line V-V in FIG. 4 showing a throttle shaft and a final gear. FIG. 5 is a sectional view taken along the line VI-VI in FIG. 4 showing the intake air temperature sensor and the transmission mechanism. FIG. 5 is a sectional view taken along the line VII-VII in FIG. 4 showing an intake pressure sensor and a pressure passage. FIG. 2 is a perspective view showing the relationship among a motor, a transmission mechanism, and a throttle shaft. 9 is a perspective view showing the relationship among the motor, transmission mechanism, and throttle shaft at a different angle from FIG. 8. FIG. FIG. 7 is a diagram showing the arrangement of a transmission mechanism and each sensor in a mechanism chamber in a second embodiment. FIG. 2 is a perspective view showing the relationship among a motor, a transmission mechanism, and a throttle shaft. FIG. 12 is a perspective view showing the relationship among the motor, transmission mechanism, and throttle shaft at a different angle from FIG. 11; It is a figure showing arrangement of a transmission mechanism and each sensor in a mechanism room in a 3rd embodiment. FIG. 2 is a perspective view showing the relationship among a motor, a transmission mechanism, and a throttle shaft. 15 is a perspective view showing the relationship among a motor, a transmission mechanism, and a throttle shaft at a different angle from that shown in FIG. 14. FIG.

《First embodiment》
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described below, in which the present invention is embodied in a throttle device for a single-cylinder engine mounted on a motorized bicycle as a driving power source.
The throttle device 1 is attached to an engine (not shown), and has the function of adjusting the amount of intake air supplied into the cylinders of the engine in response to a throttle operation by a driver. As shown in FIGS. 1 to 3, the throttle device 1 as a whole includes a throttle body 5 in which a throttle valve 4 is openably and closably supported by a throttle shaft 3 in a single throttle bore 2 that communicates with the inside of a cylinder of an engine; 5, and a motor that transmits the rotation of the output shaft 9a protruding into the mechanism chamber 6 to the throttle shaft 3 via the transmission mechanism 8, and opens and closes the throttle valve 4. It consists of 9.

The throttle device 1 of this embodiment is mounted on a vehicle in the attitude shown in FIG. Following this attitude, in the following description, the intake air flow direction along the axis Cb of the throttle bore 2 will be referred to as the front-rear direction, and the throttle axis direction along the axis Cth of the throttle shaft 3 perpendicular to this will be referred to as the left-right direction. A direction perpendicular to either direction is referred to as an up-down direction. Note that the mounting posture of the throttle device 1 is not limited to this, and can be changed to various postures.

<Throttle body 5>
As shown in FIGS. 2 to 5, a throttle bore 2 is provided through the throttle body 5 in the front-rear direction, and a motor housing chamber 10 housing a motor 9 is integrally formed adjacent to the throttle bore 2 below. The throttle body 5 is connected to an intake manifold of the engine with bolts (not shown) via a flange 11 formed at the rear end of the throttle bore 2, and an air cleaner (not shown) is connected to the front end of the throttle bore 2. A throttle shaft 3 is disposed in the throttle body 5 so as to pass through the throttle bore 2, and is rotatably supported by a bearing 12. A throttle valve 4 is fixed to the throttle shaft 3 in the throttle bore 2 by a pair of screws 13, and during engine operation, the throttle valve 4 opens and closes as the throttle shaft 3 rotates to move the inside of the throttle bore 2. The amount of flowing intake air is adjusted.

<Mechanism room 6>
The throttle shaft 3 extends rightward within the throttle body 5, and its end protrudes outward from the right side surface 14 of the throttle body 5. The right side surface 14 of the throttle body 5 has a peripheral wall 14a formed around it, and has a concave shape that opens toward the right. The end of the throttle shaft 3 is surrounded by the peripheral wall 14a, and the output shaft 9a of the motor 9 also protrudes into the peripheral wall 14a of the right side surface 14 in a posture along an axis Cm parallel to the throttle axis Cth. This right side surface 14 corresponds to the outer surface of the throttle body of the present invention.

A cover member 7 having a concave shape and opening to the left is disposed on the right side surface 14 of the throttle body 5. Although not shown, the periphery of the cover member 7 is overlapped with the peripheral wall 14a of the right side surface 14 via a packing. It is fastened with screws. The right side surface 14 is closed by the cover member 7, and a rectangular mechanism chamber 6 extending in the vertical direction is defined between the cover member 7 and the right side surface 14.

As shown in FIGS. 2, 4, and 6, within the mechanism chamber 6, the output shaft 9a of the motor 9 and the throttle shaft 3 are connected via a transmission mechanism 8. When the motor 9 operates, the rotation of the output shaft 9a is transmitted to the throttle shaft 3 while being decelerated by the transmission mechanism 8, and the throttle shaft 3 rotates against the urging force of the return spring 15 to open the throttle valve as described above. Open and close 4. Since the configuration of the transmission mechanism 8 is a characteristic part of the present invention, its details will be described later.

<Cover member 7, intake temperature sensor 18, intake pressure sensor 19>
As shown in FIGS. 2, 3, 6, and 7, the cover member 7 is manufactured by injection molding a synthetic resin material, and a substrate 17 and a plurality of terminals (not shown) are partially embedded in the inner surface of the cover member 7. Additionally, an intake temperature sensor 18 and an intake pressure sensor 19 are embedded. In this embodiment, the members 17 to 19 are embedded by insert molding when manufacturing the cover member 7, but the manufacturing method is not limited to this and can be changed arbitrarily.

As shown in FIG. 6, a pair of terminals 18b of the intake air temperature sensor 18 are connected to the substrate 17 and extend to the left, and the sensor main body 18a is supported at the tip thereof. A rod-shaped sealing body 18c extending leftward is integrally formed on the inner surface of the cover member 7 during injection molding, and the sensor main body 18a and the terminal 18b are embedded in this sealing body 18c to form the intake air temperature sensor 18. It consists of

When the cover member 7 is coupled to the throttle body 5 , the intake temperature sensor 18 penetrates the mechanism chamber 6 and is inserted into the through hole 20 formed in the throttle body 5 , and the tip thereof is inserted into the throttle valve in the throttle bore 2 . It protrudes to a more anterior position than 4. Therefore, the temperature of the intake air flowing through the throttle bore 2 is transmitted to the sensor body 18a embedded in the tip of the sealing body 18c. For example, as the intake temperature sensor 18, a thermistor or the like whose resistance changes according to temperature changes can be used, and the resistance is converted into an electrical signal correlated with the intake temperature and output.

As shown in FIG. 7, a sensor body 19a of the intake pressure sensor 19 is embedded in the cover member 7, and its terminal 19b is connected to the substrate 17. A pressure passage 21 in the shape of a pipe extending to the left is integrally formed on the inner surface of the cover member 7 during injection molding, and the tip thereof is open to the left. A pressure chamber 22 is formed within the cover member 7 adjacent to the left side of the sensor body 19a, and the inside of the pressure passage 21 extends to the right within the cover member 7 and communicates with the pressure chamber 22. When the cover member 7 is connected to the throttle body 5, the pressure passage 21 passes through the mechanism chamber 6 and is inserted into the through hole 23 formed in the throttle body 5, and the tip thereof is connected to the throttle valve 4 in the throttle bore 2. It opens at a position further to the rear. As a result, the sensor body 19a of the intake pressure sensor 19 communicates with the inside of the throttle bore 2 via the pressure chamber 22 and the pressure passage 21, and the pressure of the intake air flowing inside acts on the sensor body 19a.

For example, as the intake pressure sensor 19, a semiconductor pressure sensor, a strain gauge pressure sensor, or the like can be used. The principles of these pressure sensors are well known and will not be explained in detail, but semiconductor pressure sensors apply pressure to the pressure-receiving surface of a diaphragm that forms a silicon gauge, and change resistance (piezoresistance) due to the deflection of the silicon gauge in response to the pressure. effect) into an electrical signal that correlates with the intake pressure and outputs it. In addition, a strain gauge type pressure sensor applies pressure to a metal diaphragm with a resistance bridge attached to the back side, and converts the voltage change of the resistance bridge according to the deflection of the metal diaphragm into an electrical signal that correlates with the intake pressure and outputs it. .

A terminal accommodating portion 24 is integrally formed at the lower part of the outer surface of the cover member 7, and one ends of a plurality of terminals (not shown) embedded in the cover member 7 are arranged in alignment to form a connector 25. There is. Each terminal extends inside the cover member 7, two of which are connected to the motor 9, and the remaining terminals are connected to an intake temperature sensor 18 and an intake pressure sensor 19 via a substrate 17.

Although not shown, when the throttle device 1 is mounted on the vehicle body, the vehicle body side connector is connected to the connector 25, and the throttle device 1 is electrically connected to the ECU mounted on the vehicle body via the vehicle body side connector and harness. . While the engine is running, electric power is supplied from the ECU to the motor 9 and the sensors 18 and 19 via the harness, the vehicle body connector, the terminal and the board 17, and the motor 9 and the sensors 18 and 19 are operated. The detected signal is input to the ECU through a route opposite to that described above.

By the way, in the technology of Patent Document 1 that uses a parallel shaft gear train as a transmission mechanism for transmitting the rotation of the motor to the throttle shaft, the degree of freedom in the arrangement of each gear is low, which impedes the miniaturization of the throttle device and also There was a problem in that the installation positions of sensors within the containment room were restricted.

The main reason for this is that, as mentioned above, in a parallel shaft gear train, the approximate diameter of each gear is determined in order to achieve the desired reduction ratio, and the approximate diameter of each gear is determined by mutual meshing based on each diameter. This is because the distance between the axes is also fixed. In addition to this degree of freedom in arrangement, for example, as shown in FIG. 1 of Patent Document 1, in a parallel shaft gear train, each gear has a circular or fan shape when viewed from the direction along the throttle axis. Therefore, it has a large projected area, which is also a factor that hinders the miniaturization of the throttle device and the installation of sensors.

In view of the above-mentioned problems, the present inventor divided the transmission mechanism 8 that transmits the rotation of the output shaft 9a of the motor 9 to the throttle shaft 3 into a primary transmission mechanism 27 and a secondary transmission mechanism 28. We have found a solution in which 27 is configured separately from the parallel shaft gear train. In this first embodiment, a bevel gear mechanism 27-1 is employed as the primary transmission mechanism 27, and the configuration of the transmission mechanism 8 including the bevel gear mechanism 27-1 will be described below.

<Transmission mechanism 8>
First, the bevel gear mechanism 27-1 will be explained. As shown in FIGS. 4, 6, 8, and 9, on the right side surface 14 of the throttle body 5, the position is directly above the output shaft 9a of the motor 9, more specifically, the position coincides with the output shaft 9a in the front-rear direction, and is lower than the throttle shaft 3. At the upper position, a primary idler shaft 29 is erected along an axis Cid parallel to the output axis Cm of the motor 9. A drive bevel gear 30 is fixed to the output shaft 9a of the motor 9, a driven bevel gear 31 is rotatably supported on the primary idler shaft 29, and a bevel unit 32 is spanned between the drive bevel gear 30 and the driven bevel gear 31. It is placed in a certain position. Further, on the left side of the driven bevel gear 31, a pinion gear 33 having a smaller diameter is integrally formed. The driving bevel gear 30 corresponds to the drive transmission body of the present invention, the driven bevel gear 31 corresponds to the driven transmission body of the present invention, and the bevel unit 32 corresponds to the intermediate transmission body of the present invention.

The bevel unit 32 has an input bevel gear 32b fixed to the lower end of a bevel shaft 32a extending in the vertical direction, and an output bevel gear 32c fixed to the upper end. The input bevel gear 32b meshes with the drive bevel gear 30, and the output bevel gear 32c meshes with the driven bevel gear 31, thereby forming a bevel gear mechanism 27-1. As a result, the bevel unit 32 has a vertically elongated shape that connects the driving bevel gear 30 and the driven bevel gear 31. A bevel shaft 32a is rotatably supported by a bearing part 34 integrally formed with the cover member 7, and the entire bevel unit 32 rotates around an axis Cg extending in the vertical direction connecting the driving bevel gear 30 and the driven bevel gear 31. It looks like this.

Therefore, when the motor 9 operates and the drive bevel gear 30 rotates, the rotation is transmitted to the input bevel gear 32b, the bevel unit 32 rotates about the axis Cg, and the rotation is transmitted from the output bevel gear 32c to the driven bevel gear 31. Ru. That is, the rotation of the driving bevel gear 30 is transmitted as rotation to the driven bevel gear 31 via the rotational movement of the bevel unit 32 about the axis Cg. The rotation transmission at this time is performed in both forward and reverse directions depending on the rotation direction of the output shaft 9a of the motor 9. The same applies to -3.
Note that the diameters of the drive bevel gear 30, the input bevel gear 32b, and the output bevel gear 32c of the bevel unit 32 are almost equal, but on the other hand, the diameter of the driven bevel gear 31 is slightly larger, so the rotation transmission by this bevel gear mechanism 27-1 is slightly different. This is done with deceleration.

Next, regarding the secondary transmission mechanism 28, as shown in FIGS. 4, 8, and 9, on the right side surface 14 of the throttle body 5, a motor is located at a position rearward and slightly below the primary idler shaft 29. A secondary idler shaft 35 is erected in parallel with the output shaft 9a of FIG. An intermediate gear 36 is rotatably supported on the secondary idler shaft 35, and a final gear 37 is fixed to the throttle shaft 3. The intermediate gear 36 is formed by integrally forming a large diameter part 36a on the right side and a small diameter part 36b on the left side, the large diameter part 36a meshes with the pinion gear 33 of the driven bevel gear 31, and the small diameter part 36b meshes with the final gear 37. ing.

Therefore, the rotation of the driven bevel gear 31 is transmitted from the pinion gear 33 to the large diameter portion 36a of the intermediate gear 36 and is decelerated, and is transmitted from the small diameter portion 36b to the final gear 37 and decelerated. As a result, the rotation of the output shaft 9a of the motor 9 is transmitted to the throttle shaft 3 through a total of three stages of deceleration, one stage in the primary transmission mechanism 27 and two stages in the secondary transmission mechanism 28, and opens and closes the throttle valve 4. . Note that since the angular range when the butterfly-type throttle valve 4 opens and closes between fully open and fully closed is slightly smaller than 90°, the final gear 37 is necessary for meshing with the small diameter portion 36b of the intermediate gear 36. It has a fan-like shape with teeth formed only in the area.

<Effects obtained by bevel gear mechanism 27-1>
The bevel gear mechanism 27-1 configured as described above not only improves the degree of freedom regarding the arrangement of each gear constituting the transmission mechanism 8, but also has a right It plays the role of reducing the projected area in horizontal view. These effects will be explained below.

The function of rotation transmission by the bevel gear mechanism 27-1 is not affected by extending the bevel shaft 32a of the bevel unit 32 as shown on the left side of FIG. 4, or shortening the bevel shaft 32a as shown on the right side, for example. You can get it without any problem. By changing the length of the bevel shaft 32a, the distance L between the output shaft 9a of the motor 9 and the primary idler shaft 29, in other words, the distance between the driving bevel gear 30 and the driven bevel gear 31 can be arbitrarily changed. Accordingly, the arrangement of each gear constituting the secondary transmission mechanism 28 can also be changed. In addition, it is also possible to change the longitudinal position of the entire bevel gear mechanism 27-1 together with the motor 9. Due to the above factors, the degree of freedom regarding the arrangement of each gear that constitutes the transmission mechanism 8 is improved.

Taking advantage of such characteristics, in this embodiment, the driving bevel gear 30 and the driven bevel gear 31 are arranged apart from each other via the bevel unit 32, and the space formed between the driving bevel gear 30 and the driven bevel gear 31 is utilized. A final gear 37 is provided. As a result, the throttle shaft 3 connected to the final gear 37 is placed close to the output shaft 9a of the motor 9. On the other hand, in the technology of Patent Document 1, an intermediate gear is interposed between the driving gear and the driven gear in order to achieve the desired reduction ratio. Close arrangement with the is prevented. Therefore, compared to the technique of Patent Document 1, in this embodiment, the motor housing chamber 10 of the throttle body 5 and the part where the throttle bore 2 is formed can be arranged close to each other, and the throttle device 1 can be made more compact. .

Moreover, the space between the driving bevel gear 30 and the driven bevel gear 31, which are arranged apart, is used for installing sensors, specifically, installing the pressure passage 21 of the intake air temperature sensor 18 and the intake pressure sensor 19, which pass through the mechanism chamber 6. It is also used for

In order to detect intake temperature and intake pressure, the tips of the intake temperature sensor 18 and the pressure passage 21 face into the throttle bore 2, and the base ends of the intake temperature sensor 18 and the pressure passage 21 are connected to the cover member 7. It is connected. In order to simplify the structure of the throttle device 1, it is desirable that the intake temperature sensor 18 and the pressure passage 21 have a simple linear shape, and they are necessarily arranged around the throttle shaft 3 in the mechanism chamber 6. It turns out.

Specifically, when viewed from the right in FIG. 4, that is, when viewed from the "direction along the throttle axis" of the present invention, the intake air temperature sensor 18 is disposed ahead of the throttle axis Cth. As a result, the intake air temperature sensor 18 is disposed at a position in the throttle bore 2 upstream of the throttle valve 4 to detect the intake air temperature. Further, the intake pressure sensor 19 is disposed behind and below the throttle axis Cth, and accordingly, the pressure passage 21 is also disposed behind and below the throttle axis Cth. As a result, the pressure passage 21 is arranged at a position downstream of the throttle valve 4 of the throttle bore 2 to detect the intake negative pressure.

When prioritizing appropriate placement of the intake temperature sensor 18 and pressure passage 21 in the mechanism chamber 6, the intake temperature sensor 18 and the pressure passage 21 are placed at a position avoiding the intake temperature sensor 18 and pressure passage 21 when viewed from the right in FIG. It becomes necessary to provide the secondary transmission mechanism 27 and the secondary transmission mechanism 28. This requirement is achieved by separating the driving bevel gear 30 and the driven bevel gear 31 via the bevel unit 32 described above, and by providing the final gear 37 therebetween.

Specifically, the intake air temperature sensor 18 disposed ahead of the throttle axis Cth ends up being close to the bevel unit 32. However, the bevel unit 32 having the bevel gears 32b and 32c provided at both ends of the bevel shaft 32a originally has a small projected area when viewed from the right as shown in FIG. Further, the relative position with respect to the intake air temperature sensor 18 can be easily adjusted by changing the length of the bevel shaft 32a or changing the position in the front-rear direction. Therefore, it is possible to arrange the bevel unit 32 at a position avoiding the intake air temperature sensor 18.

Further, the pressure passage 21 disposed rearward and below the throttle axis Cth ends up being close to the final gear 37. However, in order to mesh with the small diameter portion 36b of the intermediate gear 36 disposed above, the final gear 37 has a fan shape with an arcuate portion on which teeth are formed on the upper side. It rotates in the area above Cth. Therefore, it is possible to arrange the final gear 37 at a position avoiding the pressure passage 21. For the above reasons, the primary transmission mechanism 27 and the secondary transmission mechanism 28 are arranged at positions avoiding these members 18 and 21 while maintaining the intake air temperature sensor 18 and pressure passage 21 at appropriate positions to prevent interference. can be prevented.

In the throttle device of Patent Document 1, if sensors are installed in the gear housing chamber, it is mainly necessary to prevent interference with the intermediate gear. However, it is difficult to greatly change the position of the intermediate gear in order to achieve the desired reduction ratio, and the intermediate gear has a circular shape and a large projected area when viewed from the direction along the throttle axis. . For this reason, it is difficult to properly arrange the sensors while avoiding the intermediate gear, and the sensors must be installed at inappropriate positions to prevent interference. In this manner, the throttle device 1 of the present embodiment is also excellent in mounting sensors into the mechanism chamber 6.

On the other hand, the length of the bevel shaft 32a can be changed while maintaining the arrangement in which the final gear 37 is provided between the driving bevel gear 30 and the driven bevel gear 31 as described above.

In the specification on the left side of FIG. 4, the space between the driving bevel gear 30 and the driven bevel gear 31 is expanded in the vertical direction by extending the bevel shaft 32a of the bevel unit 32. This prevents interference with the transmission mechanism 8 and expands the area within the mechanism chamber 6 in which the intake air temperature sensor 18 and the pressure passage 21 can be disposed.

As mentioned above, the intake air temperature sensor 18 and the pressure passage 21 are arranged around the throttle shaft 3 in the mechanism chamber 6, but they are spaced apart from the throttle shaft 3 to some extent, for example, to prevent interference with other components. It may also be placed at a location. In such a case, the expanded area can be used to reposition the intake air temperature sensor 18 and the pressure passage 21 downward, for example, as shown by two-dot chain lines in the figure. As a result, with this specification, it is possible to further improve the mountability of sensors in the mechanism chamber 6.

Furthermore, in the specification on the right, in addition to preventing interference with the intake air temperature sensor 18 and the pressure passage 21, the space between the drive bevel gear 30 and the driven bevel gear 31 is reduced by shortening the bevel shaft 32a of the bevel unit 32. There is. Therefore, as shown in FIGS. 4 and 5, compared to the specifications on the left side, the distance between the output shaft 9a of the motor 9 and the throttle shaft 3 is reduced by the dimension L1, and the motor accommodation space of the throttle body 5 is reduced. 10 and a portion where the throttle bore 2 is formed are arranged closer to each other. For this reason, a rib 38 is formed between the motor housing chamber 10 and the region where the throttle bore 2 is formed, so that they can be integrated via this rib 38.

Vehicle running vibrations, engine vibrations, etc. are constantly input to the throttle device 1, and vibrations are generated particularly at the connection point between the motor housing chamber 10 that houses the heavy motor 9 and the part where the throttle bore 2 is formed. It is easy for stress caused by this to concentrate. Due to the integration via the rib 38, the overhang of the motor housing chamber 10 relative to the region where the throttle bore 2 is formed is reduced from L2 to L3 in FIG. This prevents troubles such as cracks occurring at the joints, and provides another advantage of improving the earthquake resistance of the throttle device 1.

In this way, the length of the bevel shaft 32a can be changed depending on the usage situation and requirements of the throttle device 1. However, even if the length of the bevel shaft 32a is changed, it does not interfere with the mounting of sensors.

《Second embodiment》
Next, a second embodiment will be described. The difference from the first embodiment lies in the configuration of the primary transmission mechanism 27, and other configurations, such as the basic configuration of the throttle body 5 and the secondary transmission mechanism 28, are the same as in the first embodiment, so there is no overlap. I will omit the explanation and focus on the differences.

In this embodiment, a belt mechanism 27-2 is employed as the primary transmission mechanism 27. As shown in FIGS. 10 to 12, within the mechanism chamber 6, a driving pulley 101 is fixed to the output shaft 9a of the motor 9, and a driven pulley 102 is rotatably supported on the primary idler shaft 29. An endless belt 103 is disposed in a stretched position between the driving pulley 101 and the driven pulley 102, thereby forming a belt mechanism 27-2. Specifically, the lower part of the endless belt 103 is wound around the outer periphery of the driving pulley 101, and the upper part of the endless belt 103 is wound around the outer periphery of the driven pulley 102. For this reason, the endless belt 103 has an elongated shape in the vertical direction connecting the drive pulley 101 and the driven pulley 102, and is stretched between both pulleys 101 and 102 without slack.

The driving pulley 101 corresponds to the drive transmission body of the present invention, the driven pulley 102 corresponds to the driven transmission body of the present invention, and the endless belt 103 corresponds to the intermediate transmission body of the present invention. Note that the endless belt 103 may be a cogged belt that has teeth or protrusions so as not to slip between the pulleys 101 and 102, a belt that does not have teeth or protrusions, or a chain.

Therefore, when the motor 9 operates and the drive pulley 101 rotates, the endless belt 103 travels along an annular trajectory between the drive pulley 101 and the driven pulley 102 in response to the rotation. Rotate. Note that since the diameter of the driven pulley 102 is slightly larger than that of the driving pulley 101, rotation transmission by the belt mechanism 27-2 is performed with some deceleration.

The effects obtained by the belt mechanism 27-2 are the same as those of the bevel gear mechanism 27-1 of the first embodiment. That is, by changing the length of the endless belt 103, the distance L between the output shaft 9a of the motor 9 and the primary idler shaft 29 can be changed, and the longitudinal position of the entire belt mechanism 27-2 can also be changed. Therefore, the degree of freedom regarding the arrangement of each gear constituting the transmission mechanism 8 can be improved. Furthermore, the endless belt 103 has a small projected area when viewed from the right as shown in FIG. 10, and it is also possible to arrange the intake air temperature sensor 18 within the ring of the endless belt 103 as shown in FIG. Taking advantage of such features, in this embodiment as well, the driving pulley 101 and the driven pulley 102 are arranged apart from each other via the endless belt 103, and the final gear 37 is arranged using the space formed between them. Therefore, the same effects as in the first embodiment can be achieved.

《Third Embodiment》
Next, a third embodiment will be described. The difference from the first embodiment lies in the configuration of the primary transmission mechanism 27, and other configurations, such as the basic configuration of the throttle body 5 and the secondary transmission mechanism 28, are the same as in the first embodiment, so there is no overlap. I will omit the explanation and focus on the differences.

In this embodiment, a link mechanism 27-3 is employed as the primary transmission mechanism 27. As shown in FIGS. 13 to 15, a circular drive arm member 201 is fixed to the output shaft 9a of the motor 9 in the mechanism chamber 6, and is located eccentrically from the output shaft 9a of the motor 9 on the drive arm member 201. A connecting pin 201a is provided upright. Further, a circular driven arm member 202 is rotatably supported by the primary idler shaft 29, and a connecting pin 202a is provided upright on the driven arm member 202 at a position eccentric from the primary idler shaft 29.

Between the drive arm member 201 and the driven arm member 202, a connecting rod 203 extending in the vertical direction is disposed in a suspended position, thereby forming a link mechanism 27-3. Specifically, the lower end of the connecting rod 203 is relatively rotatably supported by the connecting pin 201a of the drive arm member 201, and the upper end of the connecting rod 203 is relatively rotatably supported by the connecting pin 202a of the driven arm member 202. . Therefore, the connecting rod 203 has a vertically elongated shape that connects the driving arm member 201 and the driven arm member 202.

The driving arm member 201 corresponds to the drive transmission body of the present invention, the driven arm member 202 corresponds to the driven transmission body of the present invention, the connecting rod 203 corresponds to the intermediate transmission body of the present invention, and the connecting pins 201a and 202a correspond to the driven transmission body of the present invention. This corresponds to the connection point of the present invention. Note that the connection points are not limited to the connection pins 201a and 202a; for example, a connection hole may be provided as a connection point at an eccentric position of each arm member 201, 202, and both upper and lower ends of the connection rod 203 can be rotated relative to each other. It may be pivoted on.

The eccentricity of the connecting pin 201a on the drive arm member 201 and the eccentricity of the connecting pin 202a on the driven arm member 202 are equal, and the distance between the upper and lower pivot points of the connecting rod 203 is equal to the output shaft of the motor 9. It is set equal to the distance L between the shafts 9a and the primary idler shaft 29. Further, the amount of rotation of the output shaft 9a of the motor 9 required to open and close the throttle valve 4 between fully closed and fully open is one rotation or more.

Therefore, when the motor 9 operates and the drive arm member 201 rotates, the connecting rod 203 reciprocates between the drive arm member 201 and the driven arm member 202, causing the driven arm member 202 to rotate. Specifically, in the left throttle device 1 in FIG. 13, when the drive arm member 201 rotates counterclockwise as shown by the arrow, the connecting rod 203 displaces upward as shown by the solid line and rotates the driven arm member 202. Thereafter, as shown by the two-dot chain line, the connecting rod 203 is displaced downward while rotating the driven arm member 202, and this operation is repeated. As can be seen from this principle, rotation transmission by the link mechanism 27-3 of this embodiment is performed at a constant speed without deceleration.

The effects obtained by the link mechanism 27-3 are the same as those of the bevel gear mechanism 27-1 of the first embodiment. That is, by changing the length of the connecting rod 203, the distance L between the output shaft 9a of the motor 9 and the primary idler shaft 29 can be changed, and the longitudinal position of the entire link mechanism 27-3 can also be changed. Therefore, the degree of freedom regarding the arrangement of each gear constituting the transmission mechanism 8 can be improved. Further, the connecting rod 203 is also displaced left and right as it reciprocates in the up and down direction, but even taking this into consideration, the projected area when viewed from the right as shown in FIG. 13 is small. Taking advantage of such characteristics, in this embodiment as well, the driving arm member 201 and the driven arm member 202 are arranged apart via the connecting rod 203, and the final gear 37 is arranged using the space formed between them. Therefore, the same effects as in the first embodiment can be achieved.

This concludes the description of the embodiment, but aspects of the present invention are not limited to this embodiment. For example, in the embodiment described above, the throttle device 1 is embodied as having a single throttle bore 2 mounted on a motorized bicycle, but the application and the type of the throttle device 1 are not limited to this. The present invention is applicable to all so-called saddle-riding vehicles in which a driver rides astride a saddle, and examples of this type of saddle-riding vehicles include two-wheeled vehicles equipped with small displacement engines such as scooters and mopeds. In addition to cars (such as motorized bicycles), there are also two-wheeled vehicles (such as motorcycles) equipped with larger displacement engines, ATVs (All Terrain Vehicles) such as four-wheeled buggies, and the like. Therefore, the throttle device of the present invention can be arbitrarily applied to engines mounted as driving power sources in these various vehicles. Further, the throttle device of the present invention may be applied to an engine used for purposes other than a driving power source, such as an engine for a generator. Furthermore, the present invention may be embodied as a multiple throttle device having a plurality of throttle bores.

Further, in the embodiment described above, the intake temperature sensor 18 and the intake pressure sensor 19 are provided on the cover member 7, and the intake temperature sensor 18 and the pressure passage 21 are provided passing through the mechanism chamber 6, but the invention is not limited to this. Either the intake temperature sensor 18 or the intake pressure sensor 19 may be omitted, or other sensors such as a throttle opening sensor for detecting the throttle opening may be added in response to requests from engine control. You can. When a throttle opening sensor is added, since it is arranged on the throttle axis Cth in the mechanism chamber 6, it is necessary to prevent interference with the transmission mechanism 8. However, according to the above embodiment, the transmission mechanism Interference can be easily prevented by changing the arrangement of each gear that constitutes 8.

Further, for example, the sensors 18 and 19 may be provided on the throttle body 5 side. In this case, although there is no need to prevent interference with the transmission mechanism 8, the same features as the above embodiments include that the motor housing chamber 10 and the part where the throttle bore 2 is formed can be arranged close to each other to make it more compact. can be achieved.

Further, in the above embodiment, the throttle shaft 3, the output shaft 9a of the motor 9, the primary idler shaft 29, and the secondary idler shaft 35 are arranged parallel to each other, but the invention is not necessarily limited to this. As long as the output shaft 9a of the motor 9 related to the primary transmission mechanism 27 and the primary idler shaft 29 are arranged in parallel, the other shafts 3 and 35 may be arranged in other ways than in parallel.

Further, for example, in the first embodiment, the driving bevel gear 30 and the driven bevel gear 31 are arranged apart from each other, and the final gear 37 is arranged in the space formed between them, and the other embodiments adopt a similar arrangement. , but is not limited to this. For example, to illustrate based on the first embodiment, the bevel shaft 32a of the bevel unit 32 is shortened, the driving bevel gear 30 and the driven bevel gear 31 are arranged close to each other, and the space formed above the driven bevel gear 31 is used to connect the intermediate gear. A final gear 37 may be provided together with 36. Furthermore, not only the final gear 37 but also the intermediate gear 36 may be disposed in the space formed by arranging the driving bevel gear 30 and the driven bevel gear 31 apart. Similar arrangements may be adopted in other embodiments.

Further, in the above embodiment, the large diameter portion 36a of the intermediate gear 36 supported by the secondary idler shaft 35 is meshed with the pinion gear 33, and the small diameter portion 36b is meshed with the final gear 37, so that the two-stage reduction secondary transmission mechanism 28 is configured. However, it is not limited to this. For example, the intermediate gear 36 may be omitted and the pinion gear 33 may be directly engaged with the final gear 37 to form the one-stage reduction secondary transmission mechanism 28. Further, the secondary transmission mechanism 28 may be configured with a mechanism other than the gear train, for example, the bevel gear mechanism 27-1, belt mechanism 27-2, and link mechanism 27-3 employed as the primary transmission mechanism 27 in each embodiment. Any one of these may be used as the secondary transmission mechanism 28.

1 Throttle device 2 Throttle bore 3 Throttle shaft 4 Throttle valve 5 Throttle body 6 Mechanism chamber 7 Cover member 9 Motor 9a Output shaft 10 Motor housing chamber 14 Right side 18 Intake temperature sensor 19 Intake pressure sensor 21 Pressure passage 29 Primary idler shaft 27 Primary transmission mechanism 27-1 Bevel gear mechanism (primary transmission mechanism)
27-2 Belt mechanism (primary transmission mechanism)
27-3 Link mechanism (primary transmission mechanism)
28 Secondary transmission mechanism 30 Drive bevel gear (drive transmission body)
31 Driven bevel gear (driven transmission body)
32 Bevel unit (intermediate transmission body)
32a Bevel shaft 32b Input bevel gear 32c Output bevel gear 37 Final gear 101 Drive pulley (drive transmission body)
102 Driven pulley (driven transmission body)
103 Endless belt (intermediate transmission body)
201 Drive arm member (drive transmission body)
201a, 202a Connection pin (connection point)
202 Driven arm member (driven transmission body)
203 Connecting rod (intermediate transmission body)

Claims (9)

A throttle body is formed with a throttle bore that communicates with the inside of a cylinder when installed in an engine, and a throttle valve is supported in the throttle shaft so as to be openable and closable within the throttle bore;
a motor attached to the throttle body;
a drive transmission body fixed to the output shaft of the motor;
a driven transmission body rotatably supported by a primary idler shaft parallel to the output shaft of the motor;
a primary transmission mechanism, which has an elongated shape in a direction connecting the drive transmission body and the driven transmission body, and is disposed in an attitude spanning between the drive transmission body and the driven transmission body; an intermediate transmission body configured to transmit rotation of the drive transmission body to the driven transmission body;
a secondary transmission mechanism that transmits the rotation of the driven transmission body to the throttle shaft while decelerating the rotation;
An engine throttle device characterized by comprising: The primary transmission mechanism is a bevel gear mechanism,
The drive transmission body is a drive bevel gear fixed to the output shaft of the motor,
The driven transmission body is a driven bevel gear rotatably supported by the primary idler shaft,
In the intermediate transmission body, a bevel shaft is rotatably supported around an axis connecting the driving bevel gear and the driven bevel gear, and an input bevel gear fixed to one end of the bevel shaft is meshed with the driving bevel gear. A bevel unit that meshes an output bevel gear fixed to the other end of the bevel shaft with the driven bevel gear, and transmits the rotation of the driving bevel gear as rotation to the driven bevel gear through its own rotational movement about the axis. 2. The engine throttle device according to claim 1, wherein the engine throttle device is: The primary transmission mechanism is a belt mechanism,
The drive transmission body is a drive pulley fixed to the output shaft of the motor,
The driven transmission body is a driven pulley rotatably supported by the primary idler shaft,
The intermediate transmission body is stretched between the driving pulley and the driven pulley, and transmits the rotation of the driving pulley to the driven pulley through its own running motion between the driving pulley and the driven pulley. 2. The engine throttle device according to claim 1, wherein the engine throttle device is an endless belt that transmits rotation to the pulley. The primary transmission mechanism is a link mechanism,
The drive transmission body is a drive arm member that is fixed to the output shaft of the motor and has a connection point at a position eccentric from the output shaft,
The driven transmission body is a driven arm member that is rotatably supported by the primary idler shaft and has a connection point at a position eccentric from the primary idler shaft,
The intermediate transmission body has one end relatively rotatably supported at a connection point of the drive arm member, and the other end rotatably supported at a connection point of the driven arm member, so that rotation of the drive arm member is supported. The engine throttle according to claim 1, wherein the connecting rod is a connecting rod that transmits rotation to the driven arm member through its own reciprocating motion between the driving arm member and the driven arm member. Device. 5. The engine throttle device according to claim 1, wherein the secondary transmission mechanism includes a plurality of gears including a final gear fixed to the throttle shaft. The engine according to claim 5, wherein the final gear is disposed in a space formed by separating the drive transmission body and the driven transmission body via the intermediate transmission body. throttle device. The motor is housed in a motor housing chamber integrally formed with the throttle body,
7. The engine throttle device according to claim 6, wherein the motor housing chamber and a portion of the throttle body in which the throttle bore is formed are integrated. The throttle shaft and the output shaft of the motor protrude from the outer surface of the throttle body, and a mechanism chamber is defined by being closed by a cover member and accommodating the primary transmission mechanism and the secondary transmission mechanism,
The cover member includes an intake air temperature sensor that penetrates the mechanism chamber and whose tip protrudes into the throttle bore of the throttle body to detect the temperature of intake air flowing through the throttle bore, and an intake air temperature sensor that penetrates the mechanism chamber. at least one of the intake pressure sensors communicating with the throttle bore of the throttle body via a pressure passage and detecting the pressure of intake air flowing within the throttle bore;
The primary transmission mechanism and the secondary transmission mechanism are disposed within the mechanism chamber at positions that avoid at least one of the intake temperature sensor and the pressure passage when viewed from a direction along the throttle axis. The engine throttle device according to any one of claims 1 to 7. 9. The throttle body has a single throttle bore formed therein, and is mounted on a single-cylinder engine mounted on a saddle-ride type vehicle as a driving power source. The engine throttle device described in .

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