NL2006481C2 - Motorcycle provided with a fuel injection type engine. - Google Patents

Motorcycle provided with a fuel injection type engine. Download PDF

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Publication number
NL2006481C2
NL2006481C2 NL2006481A NL2006481A NL2006481C2 NL 2006481 C2 NL2006481 C2 NL 2006481C2 NL 2006481 A NL2006481 A NL 2006481A NL 2006481 A NL2006481 A NL 2006481A NL 2006481 C2 NL2006481 C2 NL 2006481C2
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Netherlands
Prior art keywords
unit
sensor
engine
motorcycle
tubular member
Prior art date
Application number
NL2006481A
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Dutch (nl)
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NL2006481A (en
Inventor
Wen-Seng Liang
Jun-Yi Lee
Original Assignee
Kwang Yang Motor Co
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Publication date
Application filed by Kwang Yang Motor Co filed Critical Kwang Yang Motor Co
Publication of NL2006481A publication Critical patent/NL2006481A/en
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Publication of NL2006481C2 publication Critical patent/NL2006481C2/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F02D31/004—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/04—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by mechanical control linkages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Description

MOTORCYCLE PROVIDED WITH A FUEL INJECTION TYPE ENGINE
The present invention relates to a motorcycle provided with a fuel injection type engine, more particularly to a motorcycle provided with a fuel 5 injection type engine capable of saving fuel.
A conventional motorcycle transmission includes a driving belt pulley disposed on a crankshaft, and a belt extending around the driving belt pulley for outputting power to an axle. The driving belt pulley includes a 10 fixed disc sleeved fixedly on the crankshaft, and a movable disc sleeved movably on the crankshaft and movable toward and away from the fixed disc to change the distance between the fixed and movable discs. The belt extends between and abuts against the fixed and 15 movable discs. When the distance between the fixed and movable discs is reduced, the speed of the axle is increased.
Currently, a tube has been proposed to be sleeved on the crankshaft between the fixed and movable discs 20 for limiting the maximum speed of the motorcycle.
Although the foregoing configuration is capable of limiting the maximum speed, there is a problem of waste of fuel.
Referring to Figures 1 and 2, if a rider of the 25 motorcycle continues to turn a twist grip throttle after the speed of the motorcycle has reached the maximum speed, the twist grip throttle will drive a rotating member 2 111 of a throttle valve 11 to rotate continuously. In this case, an opening degree of a valve 112, which co-rotates with the rotating member 111, continues to increase such that an amount of intake air is increased.
5 Hence, an electronic control unit 12 is operable to increase an amount of fuel injected for maintaining an air/fuel ratio. As a result, a rotational speed of an engine of the motorcycle and fuel consumption are also increased.
10 Therefore, an object of the present invention is to provide a motorcycle including a fuel injection type engine that is capable of saving fuel.
Accordingly, a motorcycle of the present invention comprises a fuel injection type engine including an 15 intake passage, a sensor unit configured to detect operating state of the engine, an electronic control unit electrically connected to the sensor unit, and a throttle valve unit disposed in the intake passage of the engine. The electronic control unit is adapted to 20 control fuel injection and ignition of the engine according to the operating state detected by the sensor unit.
The throttle valve unit includes a tubular member, a valve, a rotating member, an idle-speed adjuster, and 25 a fuel-saving adj uster . The tubular member is disposed in the intake passage of the engine, and is formed with a main passage in fluid communication with the intake 3 passage. The valve is rotatably disposed in the main passage, and is controlled by the electronic control unit to rotate in the main passage . The rotating member is rotatably disposed on the tubular member, and is 5 rotatable on the tubular member to change an opening degree of the valve in the main passage. The idle-speed adjuster is disposed adjustably on the tubular member for limiting rotation of the rotating member in a first direction to a first angular position and, thus, a lower 10 limit of the opening degree of the valve. The fuel-saving adjuster is disposed adjustably on the tubular member for limiting the rotation of the rotating member in a second direction opposite to the first direction, to a second angular position and, thus, an 15 upper limit of the opening degree of the valve.
Other features and advantages of the present invention will become apparent in the following detailed description of the preferred embodiments with reference to the accompanying drawings, of which: 20 Figure 1 is a side view of a throttle valve unit of a conventional motorcycle;
Figure 2 is a partly sectional view of the throttle valve unit in Figure 1;
Figure 3 is a partly sectional view for illustrating 25 a driving unit and a speed-limiting unit of a first preferred embodiment of a motorcycle according to the present invention; 4
Figure 4 is a side view of a throttle valve unit of the motorcycle of the first preferred embodiment, in which a rotating member abuts against an idle-speed adjuster; 5 Figure 5 is a partly sectional view of the throttle valve unit shown in Figure 4;
Figure 6 is a block diagram of an electronic control unit and a sensor unit of the motorcycle of the first preferred embodiment; 10 Figure 7 is a side view of the throttle valve unit in which the rotating member abuts against a fuel-saving adjuster;
Figure 8 is a perspective view of the fuel-saving adjuster of the throttle valve unit; 15 Figure 9 is a side view of a throttle valve unit of a second preferred embodiment of a motorcycle of the present invention, in which a rotating member abuts against an idle-speed adjuster; and
Figure 10 is a side view of the throttle valve unit 20 of the second preferred embodiment, in which a fuel-saving adjuster co-rotates with the rotating member and abuts against the idle-speed adjuster.
Before the present invention is described in greater detail, it should be noted that like elements are denoted 25 by the same reference numerals throughout the disclosure .
Figure 3 shows a first preferred embodiment of a 5 motorcycle of this invention. It should be noted that, in practice, the motorcycle according to this invention is provided with a speed-limiting unit 6 for limiting the maximum speed of the motorcycle.
5 The motorcycle of the first preferred embodiment includes a fuel injection type engine (not shown) including an intake passage, a driving unit 2, and a speed-limiting unit 6. The driving unit 2 includes a crankshaft 21 driven by the engine, a driving belt 10 pulley 22 disposed at the crankshaft 21, a driven belt pulley (not shown) spaced apart from the driving belt pulley 22, and a belt 23 extending around the driving belt pulley 22 and the driven belt pulley. When the driving belt pulley 22 is driven by the crankshaft 21 15 to rotate, it drives the belt 23 to output power such that the driven belt pulley rotates to drive wheels of the motorcycle.
The driving belt pulley 22 includes a fixed disc 221 fixedly connected to the crankshaft 21, a movable disc 20 223 axially movable with respect to the crankshaft 21, and a plurality of balls 224 (only one can be seen in Figure 3 due to the viewing angle) movable radially and outwardly by virtue of centrifugal force as a result of rotation of the crankshaft 21 for driving the movable 25 disc 223. The belt 23 is disposed between the fixed disc 221 and the movable disc 223. The speed-limiting unit 6 is in a form of a tube 61 that includes a tube 6 body 612 fixedly sleeved on the crankshaft 21, and a limiting portion 611 axially and integrally extending from the tube body 612 and abutting against the fixed disc 221. The limiting portion 611 has an external 5 diameter greater than an external diameter of the tube body 612. The movable disc 223 is movably sleeved on the tube body 612 and is movable on the tube body 612 to contact the limiting portion 611.
Referring to Figures 4 to 6, the motorcycle of this 10 embodiment further includes a sensor unit 5, an electronic control unit 3 electrically connected to the sensor unit 5, and a throttle valve unit 4 disposed in the intake passage of the engine. The sensor unit 5 is configured to detect operating state of the engine. 15 The electronic control unit 3 is operable to control fuel injection and ignition of the engine according to the operating state detected by the sensor unit 5.
The throttle valve unit 4 includes a tubular member 41, a valve 43, a rotating member 44, an idle-speed 20 adjuster 45, and a fuel-saving adjuster 46 . The tubular member 41 is disposed in the intake passage of the engine, and is formed with a main passage 42 in fluid communication with the intake passage. The valve 43 is rotatably disposed in the main passage 42, and is 25 controlled by the electronic control unit 3 to rotate in the main passage 42. The rotating member 44 is rotatably disposed on the tubular member 41, and is 7 rotatable on the tubular member 41 to change an opening degree of the valve 43 in the main passage 42. The idle-speed adjuster 45 is disposed adjustably on the tubular member 41 for limiting rotation of the rotating 5 member 44 in a first direction (A) to a first angular position as shown in Figure 4 and, thus, a lower limit of the opening degree of the valve 43. The fuel-saving adjuster 46 is disposed adjustably on the tubular member 41 for limiting the rotation of the rotating member 44 10 in a second direction (B) opposite to the first direction (A), to a second angular position as shown in Figure 7 and, thus, an upper limit of the opening degree of the valve 43. In this embodiment, the electronic control unit 3 is mounted on the tubular member 41. 15 The sensor unit 5 includes an engine thermometer 51, an engine tachometer 52, an ambient thermometer 53, an ambient pressure sensor 54, an intake pressure sensor 55, an opening degree sensor 56, and an oxygen sensor 57. The intake pressure sensor 55 is adapted for 20 detecting a negative pressure inside the intake passage of the engine. The opening degree sensor 56 is adapted for detecting the opening degree of the valve 43. The sensor unit 5 is operable to implement an open-loop control according to detecting results of the intake 25 pressure sensor 55 and the opening degree sensor 56. Alternatively, the sensor unit 5isoperableto implement a close-loop control according to detecting results of 8 the oxygen sensor 57 .
Referring to Figures 4 and 8, the fuel-saving adjuster 46 of the throttle valve unit 4 includes a cantilever 461 having an end disposed fixedly on the tubular member 5 41 of the throttle valve unit 4, an adjusting component 462 rotatably and movably extending through the cantilever 461 for abutting against the rotating member 44 of the throttle valve unit 4, and a spring component 463 disposed around the adjusting component 462. The 10 cantilever 461 can be a separate piece joined to the tubular member 41, or can be integrated with to extend from the tubular member 41. The adjusting component 462 is in a form of an adjustment bolt, and includes a threaded extending part 464 extending through the 15 cant ilever 4 61, and a head or limiting part 4 65 connected to the extending part 464. The extending part 464 is adapted for contact with the rotating member 44 to limit the rotation of the rotating member 44 in the second direction (B) to the second angular position. The 20 limiting part 465 has an external diameter greater than an external diameter of the extending part 464. The spring component 463 is disposed between and abuts against the cantilever 461 and the limiting part 465 of the adjusting component 462 for preventing downward 25 movement of the adjusting component 462 relative to the cantilever 461 when subjected to a vibration.
Referring to Figures 4 and 5, when the engine of the 9 motorcycleoperatesinanidlestate, the rotating member 44 abuts against the idle-speed adjuster 45 at the first angular position so as to limit the opening degree of the valve 43 to the lower limit as indicated by the solid 5 lines in Figure 5. Thus, the valve 43 does.not close the main passage 42 such that a small amount of air can still pass through the main passage 42 into the intake passage of the engine to keep the engine operating in the idle state.
10 Referring to Figure 3, when a rider of the motorcycle intends to accelerate the motorcycle and turns a twist grip throttle of the motorcycle, rotational speeds of the crankshaft 21 and the driving belt pulley 22 are both increased. Due to a centrifugal force generated 15 by the increase of the rotational speeds, the ball 224 will move toward the fixed disc 221 of the driving belt pulley 22 as indicated by dashed lines in Figure 3 so as to push the movable disc 223 toward the fixed disc 221. Accordingly, the belt 23 moves with respect to 20 the fixed disc 221 of the driving belt pulley 22 so as to increase a rotational speed of the driven belt pulley and thus to accelerate the motorcycle. When the movable disc 223 moves toward the fixed disc 221 to contact the limiting portion 611 of the tube 61 of the speed-limiting 25 unit 6, a rotational speed of the wheels of the motorcycle cannot be further increased.
Referring to Figures 5 and 7, when the rider turns 1 o the twist grip throttle for accelerating the motorcycle, the rotating member 44 and the valve 43 co-rotate, and the opening degree of the valve 43 is increased as indicated by the dashed line in Figure 5. As shown in 5 Figure 7, when the rotating member 44 rotates to the second angular position and abuts against the adjusting component 462 of the fuel-saving adjuster 46, further rotation of the twist grip throttle is prevented and the opening degree of the valve 43 is limited to the 10 upper limit. Thus, an amount of intake air into the main passage 42 of the tubular member 41 is also limited.
Referring to Figure 9, a second preferred embodiment of the motorcycle of this invention is shown to be similar to the first preferred embodiment. In this embodiment, 15 the fuel-saving adjuster 46 includes a positioning component 466 connected to the rotating member 44 so as to co-rotate with the rotating member 44 with respect to the tubular member 41. The rotating member 44 is formed with a first through hole 441, and the positioning 20 component 466 is formed with a row of second through holes 467. The throttle valve unit 4 further includes a locking component 442 extending through the first through hole 441 and one of the second through holes 467 to thereby lock the positioning component 466 25 releasably to the rotating member 44.
When the engine of the motorcycle operates in an idle state, the rotating member 44 abuts against a first side 1 1 451 of the idle-speed adjuster 45 at the first angular position so as to limit the opening degree of the valve 43 to the lower limit (see Figure 5). Thus, the valve 43 does not close the main passage 42 such that a small 5 amount of air can still pass through the main passage 42 into the intake passage of the engine to keep the engine operating in the idle state.
Referring to Figure 10, when the rider turns the twist grip throttle for accelerating the motorcycle, the 10 rotating member 44 and the valve 43 co-rotate and the opening degree of the valve 43 is increased (see Figure 5) . In this embodiment, when the rotating member 44 rotates to the second angular position, the positioning component 466 abuts against a second side 452 of the 15 idle-speed adjuster 45 as shown in Figure 10, such that the opening degree of the valve 43 is limited to the upper limit.
In sum, the tube 61 of the speed-1 imiting unit 6 is used for limiting a maximum speed of the motorcycle of 20 this invention. Further, the fuel-saving adjuster 46 is disposed on the tubular member 41 for limiting the maximum opening degree of the valve 43 and, thus, the maximum fuel injection amount to correspond with the maximum speed. Thus, waste of fuel can be reduced. 25

Claims (10)

1. Motorfiets omvattende: een brandstofinjectie type motor omvattende een inlaatopening; een sensoreenheid (5) die is ingericht om de operationele staat van genoemde motor te detecteren; 5 een elektronische besturingseenheid (3) die elektrisch verbonden is met de genoemde sensoreenheid (5), en die is aangepast om de brandstofinjectie en ontsteking van genoemde motor te besturen volgens de operationele staat, gedetecteerd door de sensoreenheid (5); en 10 een smoorklepeenheid (4) die in genoemde inlaatopening van de motor is geplaatst en omvat een buisvormig lid (41) dat in genoemde inlaatopening van de motor is geplaatst en gevormd is met een hoofdopening (42) in fluïdumverbinding met genoemde inlaatopening, 15 een klep (43) die roteerbaar in de hoofdopening (42) geplaatst is en bediend wordt door genoemde elektronische bedieningseenheid (3) om in genoemde hoofdopening (42) te roteren, en een rotatielid (44) dat roteerbaar aan genoemd buisvormig lid (41) geplaatst is en roteerbaar aan genoemd buisvormig lid (41) is om de 20 openingsgraad van genoemde klep (43) in genoemde hoofdopening (42) te veranderen, en een vrijloopsnelheidsversteller (45) die verstelbaar aan genoemd buisvormig lid (41) geplaatst is voor het begrenzen van de rotatie van genoemd rotatielid (44) in een eerste richting (A) naar een eerste 25 hoekstand en dus een kleinere begrenzing van de openingsgraad van genoemde klep (43); met het kenmerk dat genoemde smoorklepeenheid (4) voorts een brandstofbesparingversteller (46) omvat, die verstelbaar aan genoemd buisvormig lid (41) geplaatst is voor het begrenzen van de rotatie van genoemd rotatielid (44) in een tweede richting (B), tegenovergesteld aan 5 de eerste richting (A), naar een tweede hoekstand en dus een bovengrens van de openingsgraad van genoemde klep (43).A motorcycle comprising: a fuel injection type engine comprising an inlet port; a sensor unit (5) adapted to detect the operational state of said motor; 5 an electronic control unit (3) electrically connected to said sensor unit (5), and adapted to control the fuel injection and ignition of said engine according to the operational state detected by the sensor unit (5); and a throttle valve unit (4) disposed in said engine inlet port and comprising a tubular member (41) disposed in said engine inlet port and formed with a main port (42) in fluid communication with said inlet port, valve (43) rotatably disposed in the main aperture (42) and operated by said electronic control unit (3) to rotate in said main aperture (42), and a rotation member (44) rotatably disposed on said tubular member (41) and is rotatable on said tubular member (41) to change the degree of opening of said valve (43) in said main aperture (42), and a freewheel speed adjuster (45) adjustably positioned on said tubular member (41) for limiting of the rotation of said rotation member (44) in a first direction (A) to a first angular position and thus a smaller limitation of the degree of opening of said valve (43); characterized in that said throttle valve unit (4) further comprises a fuel saving adjuster (46) that is adjustably disposed on said tubular member (41) for limiting the rotation of said rotation member (44) in a second direction (B), opposite to 5 the first direction (A), towards a second angular position and thus an upper limit of the degree of opening of said valve (43). 2. Motorfiets volgens conclusie 1, voorts met het kenmerk dat genoemde brandstofbesparingversteller (46) van genoemde smoorklepeenheid (4) omvat: 10 een uitkragende ligger (461) met een einde dat vast verbonden is aan genoemd buisvormig lid (41); een regelcomponent (462) roteerbaar en beweegbaar zich uitstrekkende door genoemde uitkragende ligger (461), genoemd regelcomponent (461) omvat 15 een uitstrekkend deel (464) dat zich uitstrekt door genoemde uitkragende ligger (461) voor contact met genoemd rotatielid (44) om de rotatie van genoemd rotatielid (44) te begrenzen in de tweede richting (B) naar de tweede hoekstand, en een begrensdeel (465) verbonden met genoemd uitstrekkend deel 20 (464) met een externe diameter die groter is dan een externe diameter van genoemd uitstrekkend deel (464); en een veercomponent (463) die tussen genoemde uitkragende ligger (461) en genoemd begrensdeel (465) van genoemde regelcomponent (462) geplaatst is voor het verhinderen van een relatieve neerwaartse beweging 25 van genoemde regelcomponent (462) ten opzichte van genoemde uitkragende ligger (461) wanneer blootgesteld aan een vibratie.A motorcycle according to claim 1, further characterized in that said fuel saving adjuster (46) of said throttle valve unit (4) comprises: a projecting beam (461) with an end fixedly connected to said tubular member (41); a control component (462) rotatably and movably extending through said projecting beam (461), said control component (461) comprising an extending part (464) extending through said projecting beam (461) for contact with said rotation member (44) limit the rotation of said rotation member (44) in the second direction (B) to the second angular position, and a limiting part (465) connected to said extending part 20 (464) with an external diameter larger than an external diameter of said extending part (464); and a spring component (463) interposed between said projecting beam (461) and said boundary member (465) of said control component (462) to prevent relative downward movement of said control component (462) relative to said projecting beam ( 461) when exposed to a vibration. 3. Motorfiets volgens conclusie 2, voorts met het kenmerk dat genoemde uitkragende ligger (461) van genoemde 30 brandstofbesparingversteller (46) geïntegreerd is met en zich uitstrekt vanaf genoemd buisvormig lid (41) van genoemde smoorklepeenheid (4).3. A motorcycle according to claim 2, further characterized in that said protruding beam (461) of said fuel saving adjuster (46) is integrated with and extends from said tubular member (41) of said throttle valve unit (4). 4. Motorfiets volgens één der voorgaande conclusie 1- 3, voorts met het kenmerk dat genoemde elektronische bedieningseenheid (3) aan genoemd buisvormig lid (41) van genoemde smoorklepeenheid (4) 5 geplaatst is.A motorcycle according to any one of the preceding claims 1-3, further characterized in that said electronic control unit (3) is placed on said tubular member (41) of said throttle valve unit (4). 5. Motorfiets volgens conclusie 1, voorts met het kenmerk dat in genoemde brandstofbesparingversteller (46) van genoemde smoorklepeenheid (4) een plaatsingcomponent (466) omvat die verbonden 10 is aan genoemd rotatielid (44), zodanig dat deze kan co-roteren met genoemd rotatielid (44) ten opzichte van genoemd buisvormig lid (41) om te verbinden met genoemde vrijloopsnelheidsversteller (45).A motorcycle according to claim 1, further characterized in that in said fuel saving adjuster (46) of said throttle valve unit (4) comprises a placement component (466) connected to said rotation member (44) such that it can co-rotate with said rotation member rotation member (44) relative to said tubular member (41) to connect to said idle speed adjuster (45). 6. Motorfiets volgens conclusie 5, voorts met het kenmerk dat 15 genoemd rotatielid (44) is gevormd met een eerste doorgaand gat (441), genoemde plaatsingcomponent (466) wordt gevormd met een reeks van tweede doorgaande gaten (467), en genoemde smoorklepeenheid (4) voorts een vergrendelcomponent (442) omvat die zich uitstrekt door genoemd eerste doorgaand gat (441) en één van genoemde tweede doorgaande 20 gaten (467) om daarbij genoemde plaatsingscomponent (466) losmaakbaar te vergrendelen aan genoemd rotatielid (44).A motorcycle according to claim 5, further characterized in that said rotation member (44) is formed with a first through hole (441), said placement component (466) is formed with a series of second through holes (467), and said throttle valve unit (4) further comprises a locking component (442) extending through said first through hole (441) and one of said second through holes (467) to releasably lock said placement component (466) to said rotation member (44). 7. Motorfiets volgens één der voorgaande conclusies 1 - 6, voorts met het kenmerk dat genoemde sensoreenheid (5) een druksensor (54) omvat 25 voor het detecteren van een negatieve druk binnen genoemde inlaatopening van genoemde motor, en een openingsgraadsensor (56) voor het detecteren van de openingsgraad van genoemde klep (43), en bedienbaar is om een open-loop besturing te implementeren volgens detectieresultaten van genoemde druksensor (54) en genoemde 30 openingsgraadsensor (56).7. A motorcycle according to any one of the preceding claims 1-6, further characterized in that said sensor unit (5) comprises a pressure sensor (54) for detecting a negative pressure within said inlet opening of said engine, and an opening degree sensor (56) for detecting the opening degree of said valve (43), and operable to implement an open-loop control according to detection results of said pressure sensor (54) and said opening degree sensor (56). 8. Motorfiets volgens één der voorgaande conclusies 1 - 7, voorts met het kenmerk dat genoemde sensoreenheid (5) een druksensor (54) omvat voor het detecteren van een negatieve druk binnen genoemde inlaatopening van genoemde motor, een openingsgraadsensor (56) voor 5 het detecteren van de openingsgraad van genoemde klep (43), en een zuurstofsensor (57), en is bedienbaar is om een open-loop besturing te implementeren volgens detectieresultaten van genoemde zuurstofsensor (57).A motorcycle according to any one of the preceding claims 1 to 7, further characterized in that said sensor unit (5) comprises a pressure sensor (54) for detecting a negative pressure within said inlet opening of said engine, an opening degree sensor (56) for detecting the degree of opening of said valve (43), and an oxygen sensor (57), and is operable to implement an open-loop control according to detection results of said oxygen sensor (57). 9. Motorfiets volgens één der voorgaande conclusies 1 - 8, gekenmerkt door een snelheidbegrenseenheid (6) die geconfigureerd is voor het begrenzen van een maximum snelheid van genoemde motorfiets.A motorcycle according to any one of the preceding claims 1 to 8, characterized by a speed limiting unit (6) configured to limit a maximum speed of said motorcycle. 10. Motorfiets volgens conclusie 9, voorts gekenmerkt door een 15 drijfeenheid (2) die omvat: een krukas (21), gedreven door genoemde motor; een drijfriemschijf (22) omvattende een schijf (221), vast verbonden met genoemde krukas (21), en een beweegbare schijf (223), axiaal beweegbaar ten opzichte van genoemde krukas (21); en 20 een riem (23), die tussen genoemde schijf (221) en genoemde beweegbare schijf (223) geplaatst is en gedreven wordt door genoemde drijfriemschijf (22) voor het leveren van aandrijfkracht; genoemde snelheidbegrenseenheid (6) de vorm heeft van een buis (61) omvattende een buislichaam (612), vast op genoemde krukas (21) 25 geschoven, en een begrensdeel (611), dat integraal verbonden is aan genoemd buislichaam, en dat (612) tegen genoemde vaste schijven (221) van genoemde drijfriemschijf (22) aanligt en een externe diameter heeft die groter is dan een externe diameter van genoemd buislichaam (612), genoemde beweegbare schijf (223) beweegbaar is op genoemd buislichaam 30 (612) geschoven is en beweegbaar is op genoemd buislichaam (612) om met genoemd begrensdeel (611) in verbinding te komen.The motorcycle according to claim 9, further characterized by a drive unit (2) comprising: a crankshaft (21) driven by said engine; a drive belt disk (22) comprising a disk (221) fixedly connected to said crankshaft (21), and a movable disk (223) axially movable with respect to said crankshaft (21); and a belt (23) disposed between said disc (221) and said movable disc (223) and driven by said drive belt disc (22) to provide driving power; said speed limiting unit (6) is in the form of a tube (61) comprising a tube body (612) fixedly slid onto said crankshaft (21), and a limiting part (611) integrally connected to said tube body, and that (612 abuts said fixed discs (221) of said drive belt disc (22) and has an external diameter greater than an external diameter of said tubular body (612), said movable disc (223) is movably slid onto said tubular body 30 (612) and movable on said tubular body (612) to communicate with said boundary member (611).
NL2006481A 2010-03-30 2011-03-29 Motorcycle provided with a fuel injection type engine. NL2006481C2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
TW99109595 2010-03-30
TW099109595A TWI391561B (en) 2010-03-30 2010-03-30 Fuel - efficient locomotive fuel - saving and power - regulating devices

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NL2006481A NL2006481A (en) 2011-10-03
NL2006481C2 true NL2006481C2 (en) 2012-01-03

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NL2006481A NL2006481C2 (en) 2010-03-30 2011-03-29 Motorcycle provided with a fuel injection type engine.

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