WO2006132337A1 - Dispositif de gestion de débit et dispositif d’admission d’air pour moteur - Google Patents

Dispositif de gestion de débit et dispositif d’admission d’air pour moteur Download PDF

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Publication number
WO2006132337A1
WO2006132337A1 PCT/JP2006/311563 JP2006311563W WO2006132337A1 WO 2006132337 A1 WO2006132337 A1 WO 2006132337A1 JP 2006311563 W JP2006311563 W JP 2006311563W WO 2006132337 A1 WO2006132337 A1 WO 2006132337A1
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WO
WIPO (PCT)
Prior art keywords
engine
valve
intake
block
throttle
Prior art date
Application number
PCT/JP2006/311563
Other languages
English (en)
Japanese (ja)
Inventor
Hirotaka Fukuta
Takehide Nakamura
Original Assignee
Aisan Kogyo Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisan Kogyo Kabushiki Kaisha filed Critical Aisan Kogyo Kabushiki Kaisha
Publication of WO2006132337A1 publication Critical patent/WO2006132337A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/006—Valves specially shaped for supplying secondary air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/02—Apparatus for adding secondary air to fuel-air mixture with personal control, or with secondary-air valve controlled by main combustion-air throttle
    • F02M23/03—Apparatus for adding secondary air to fuel-air mixture with personal control, or with secondary-air valve controlled by main combustion-air throttle the secondary air-valve controlled by main combustion-air throttle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • F02M69/32—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines with an air by-pass around the air throttle valve or with an auxiliary air passage, e.g. with a variably controlled valve therein
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/18—Packaging of the electronic circuit in a casing
    • 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
    • F02D31/005—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle by-pass
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an engine flow control device and an intake device.
  • throttle throttles have been equipped with idle control means for controlling the amount of auxiliary air in the auxiliary air passage that bypasses the throttle valve (for example, the ISC in Japanese Patent Laid-Open No. 11-1 14 1 4 3 6). (See Equipment 29.)
  • the throttle body is equipped with devices such as a throttle opening degree detecting means for detecting the opening degree of the throttle valve and an intake pressure detecting means for detecting the intake pressure.
  • the air cleaner is also equipped with devices such as intake air temperature detecting means for detecting the intake air temperature.
  • the idle control means, throttle opening detection means, intake pressure detection means, intake air temperature detection means, and the like were configured as independent devices.
  • the independent device such as the idle control means, throttle opening detection means, intake pressure detection means, intake air temperature detection means, etc. are individually installed in the throttle body, the air cleaner There was a problem that forced sexual deterioration.
  • the idle control means is generally a stepping motor and screw machine A combination of a structure and a motor drive type is used. For this reason, there is a problem that the control relating to the idle control means becomes complicated, and the mountability of the idle control means is impaired.
  • the present invention provides an engine flow control device and an intake device capable of improving the mountability of a plurality of devices related to the engine.
  • a device block that can be installed on an air passage forming member that forms an intake passage of an engine, an idle control means that controls the amount of auxiliary air in the auxiliary air passage, and an engine related At least one device is modularized. Therefore, by installing the device block on the air passage forming member, the idle control means and at least one device can be easily mounted on the air passage forming member. Also, the solenoid valve as the idle control means of the idle control means can be easily controlled by on / off control.
  • the idle control means and at least one device can be easily mounted on the air passage forming member, and the electromagnetic effect of the idle control means can be easily controlled. This improves the mountability of multiple devices related to the engine.
  • the device that is modularized with the idle control means in the device block includes a throttle opening detection means that detects the opening of the throttle valve, and an intake pressure that detects the intake pressure. It is at least one detection means of a detection means and an intake air temperature detection means for detecting the intake air temperature. Therefore, it is possible to provide an engine flow control device in which at least one of the throttle opening degree detection means, the intake pressure detection means, and the intake air temperature detection means is modularized in a device block.
  • the device block casing also serves as a part of at least one casing of the device including idle control means for modularizing the device block.
  • the idle control means that is modularized in the device block and the connector section provided in each of the at least one device are integrated into one connector section.
  • the connector part is resin-molded on the block body of the device block.
  • an engine intake passage is formed.
  • a device block that can be installed in the throttle panel, which is an idle control means for controlling the amount of auxiliary air in the auxiliary air passage, and at least one device related to the engine is modularized. Therefore, by installing a device block in the throttle body, it becomes easy to mount idle control means and at least one device on the throttle body.
  • the solenoid valve as the idle control means of the idle control means can be easily controlled by the on / off control.
  • the idle control means and at least one device for the throttle body can be easily installed, and the electromagnetic valve of the idle control means can be easily controlled.
  • the synergistic effect of this can improve the mountability of multiple devices related to the engine.
  • an auxiliary air passage that bypasses the throttle valve can be easily formed by the cooperation of the body of the throttle body and the device block attached to the body of the body.
  • the electromagnetic valve of the idle control means is provided with a valve seat that can be disposed on the auxiliary intake passage and is opened and closed by the valve body of the electromagnetic valve. For this reason, the positional accuracy between the valve seat and the valve body is easy to manage, and the flow rate can be measured with a single solenoid valve.
  • a valve seat of the throttle body is provided with a valve seat disposed on the auxiliary intake passage and opened and closed by a valve body of an electromagnetic valve of the idle control means.
  • the solenoid valve can be reduced in size.
  • the seal structure between the body of the body and the valve shaft can be omitted.
  • the valve seat may be formed integrally with the body of the body, or may be disposed separately from the body of the body.
  • the control means calculates the time ratio between the opening and closing of the solenoid valve of the idle control means based on the target idle speed of the engine, and from the stroke detection means. Based on the signal, the engine idle speed is controlled to the target idle speed by opening the solenoid valve according to the time ratio of the valve opening and closing during one engine cycle. Therefore, during one cycle from the intake stroke to the next intake stroke, the solenoid valve is opened during the stroke in which the intake pressure is close to atmospheric pressure (for example, the exhaust TDC (top dead center)). As a result, the driving force required to open the valve can be reduced. For this reason, for example, a normally closed solenoid valve that opens when energized is used.
  • the valve can be opened with a small drive current, and the solenoid valve can be miniaturized. This can be said to be suitable for an engine having a large intake pressure pulsation, for example, a single-cylinder four-cycle engine used in a motorcycle.
  • the idle speed can be accurately controlled by finely controlling the time during which the solenoid valve is open.
  • FIG. 1 is a front view of an engine intake device according to a first embodiment.
  • FIG. 2 is a side view showing an engine intake device.
  • FIG. 3 is a cross-sectional view taken along line I I I 1 I I I in FIG.
  • FIG. 4 is a right side view showing the throttle body.
  • FIG. 5 is a front view showing the device block.
  • FIG. 6 is a right side view showing the device block.
  • FIG. 7 is a rear view showing the device block.
  • FIG. 8 is a bottom view showing the device block.
  • Fig. 9 is a side cross-sectional view showing the throttle opening degree detector.
  • FIG. 10 is a side sectional view showing the idle control unit.
  • FIG. 11 is a side sectional view showing an intake pressure detecting portion.
  • FIG. 12 is a side sectional view showing the intake air temperature detecting portion.
  • FIG. 13 is a side view showing the solenoid valve.
  • FIG. 14 is a cross-sectional view taken along line XIV-XIV of FIG.
  • FIG. 15 is a partial cross-sectional view showing the main part of the solenoid valve.
  • FIG. 16 is a front view showing the gasket.
  • FIG. 17 is a side view showing the correspondence of the gasket to the block installation surface of the throttle pod.
  • Figure 18 shows the throttle position and the device in the engine intake system. It is sectional drawing which shows the relationship with a block.
  • FIG. 19 is a cross-sectional view taken along line X I X—X I X in FIG.
  • FIG. 20 is a partial sectional view showing a closed state of the solenoid valve.
  • FIG. 21 is a partial cross-sectional view showing the open state of the solenoid valve.
  • Fig. 22 is a time chart showing the relationship between engine stroke, solenoid valve operation, and intake pressure fluctuation.
  • FIG. 23 is a partial sectional view showing a modification of the solenoid valve in the first embodiment.
  • FIG. 24 is a cross-sectional view showing the relationship between the throttle body and the device block in the engine intake system according to the second embodiment.
  • FIG. 25 is a cross-sectional view taken along line XX V—XX V of FIG.
  • FIG. 26 is a side sectional view showing the idle control unit according to the third embodiment.
  • FIG. 27 is a side sectional view showing the idle control unit according to the fourth embodiment.
  • reference numeral 1 is an intake device
  • 2 is a throttle body
  • 3 is a flow control device
  • 5 is a body of the body (air passage forming member)
  • 7 is a pore (intake air passage)
  • 1 4 is a throttle valve
  • 3 5 is a device block
  • 3 6 is a block body
  • 4 8 is a bypass passage (bypass air passage)
  • 6 3 is a connector part
  • 6 5 is a control means
  • 6 6 is a stroke detection means
  • 6 9 is a casing
  • 7 2 is a throttle opening detection section (a throttle opening detection means, device)
  • 7 3 is an idle control section (idle control means).
  • 7 4 is an intake pressure detection unit (intake pressure detection means, device)
  • 7 5 is an intake air temperature detection unit (intake air temperature detection means, device)
  • 8 0 is a solenoid valve (actuation device, device)
  • 9 0 is a valve sheet
  • 1 0 4 is a valve body
  • 1 2 0 is a valve sheet
  • 1 2 8 is a valve body.
  • Embodiment 1 of the present invention will be described with reference to the drawings.
  • an intake device for a single cylinder four-cycle engine used in a motorcycle such as a motorcycle or a moped bicycle
  • FIG. 1 is a front view showing an intake device of the engine
  • FIG. 2 is a side view of the same
  • FIG. 3 is a cross-sectional view taken along the line I I I I I in FIG.
  • an intake device 1 for an engine is provided with a flow rate control device 3 in a throttle body 2.
  • the throttle body 2 has a body body 5.
  • the body 1 is made of, for example, a resin and has a bore wall 6 having a substantially hollow cylindrical shape.
  • the pore wall 6 has a pore 7 penetrating in the front and back direction in FIG.
  • an air cleaner (not shown) communicates with one end (the right end in FIG. 2) which is the upstream end of the pore wall 6, and the downstream end of the pore wall 6
  • the second end (the left end in Fig. 2) is connected to an internal hold (not shown). Accordingly, the intake air flowing from the air cleaner flows to the internal hold through the pore 7 in the pore wall 6.
  • the body 1 of the body corresponds to the “air passage forming member” in this specification.
  • the pore 7 corresponds to an “intake passage” in this specification.
  • a throttle shaft 9 that crosses the pore 7 in the radial direction is disposed on the pore wall 6.
  • the throttle shaft 9 is made of, for example, metal, and is rotatably supported with respect to the pair of left and right bearing post portions 10, 11 formed integrally with the pore wall portion 6.
  • Rubber seals 1 and 2 are attached to both ends of the throttle shaft 9.
  • Each sealing material 12 is in contact with the inner peripheral surface of each bearing post 10, 11 1 elastically and slidably, and seals the throttle shaft 9 and each bearing post 10, 11. is doing.
  • a substantially disc-shaped butterfly type throttle valve 14 for opening and closing the pore 7 is provided on the throttle shaft 9.
  • the throttle valve 14 rotates integrally with the throttle shaft 9 to open and close the pore 7, thereby controlling the amount of intake air flowing through the pore 7.
  • a throttle lever 15 is provided at one end of the throttle shaft 9 (left end in FIG. 3).
  • the throttle lever 15 is connected and wound with an accelerator wire connected to a throttle operating device (not shown).
  • a return spring 16 made up of a coil spring located substantially on the same axis is interposed between the throttle lever 15 and the bearing boss portion 10 facing the throttle lever 15. Return spring 16 always urges throttle lever 15, throttle shaft 9 and throttle valve 14 in the closing direction.
  • FIG. 4 is a right side view showing the throttle pod 1.
  • the outer end face 20 a of the block installation part 20 is The installation surface 20 0 a (the same reference numeral as the outer end surface is attached) on which the device block 3 5 of the flow control device 3 to be described is installed.
  • This installation surface 20 a is flush with the opening end surface of the bearing post portion 11 on the side of the block attachment (see Fig. 3).
  • a hollow cylindrical stepped recess 21 having an enlarged diameter is formed on the inner peripheral surface of the opening end of the bearing boss 11 (see FIG. 4). Further, the connecting portion 18 of the throttle shaft 9 protrudes on the installation surface 20 a (see FIG. 3).
  • the block installation portion 20 is formed with a bypass inlet hole 23 located on the upstream side (right side in FIG. 4) of the throttle valve 14.
  • the bypass inlet hole 23 is formed of a series of through-holes that are perpendicular to the installation surface 20 a and pass through the block installation part 20 and the pore wall part 6 and communicate with the inside and outside of the pore 7.
  • the block installation part 20 is formed with a bypass outlet hole 24 located on the downstream side (left side in FIG. 4) of the throttle valve 14.
  • the bypass outlet hole 24 is formed of a series of through holes that are orthogonal to the installation surface 20 a and pass through the block installation part 20 and the pore wall part 6 and communicate with the inside and outside of the pore 7.
  • a fitting recess 25 is formed at the opening end of the bypass outlet hole 24 on the block mounting side to increase its diameter.
  • bypass passage groove 26 is formed in an arc shape that curves upward, and bypasses the bearing post portion 11 on the block mounting side.
  • the block installation part 20 is formed with a pressure intake hole 28 located near the lower part of the fitting recess 25 of the bypass outlet hole 24.
  • the pressure intake hole 2 8 is perpendicular to the installation surface 20 0 a and the block installation part 20 and the bore wall 6 And a series of through holes communicating with the inside and outside of the pore 7.
  • a pressure intake groove 29 that communicates with the opening end of the pressure intake hole 28 is formed on the installation surface 20 a of the block installation portion 20.
  • the pressure inlet groove 29 is formed in a labyrinth shape extending from the pressure inlet hole 28 in a substantially U shape and then extending in a reverse U shape.
  • the pressure intake groove 29 is formed so as to be able to accommodate a deposit or the like that enters from the pore 7 through the pressure intake hole 28 with the air.
  • the block installation part 20 is formed with an intake temperature detection cylinder part through hole 30 located near the lower side of the bypass inlet hole 23.
  • the intake temperature detecting cylinder part through hole 30 is formed by a series of through holes that are orthogonal to the installation surface 20 a and pass through the block installation part 20 and the pore wall part 6 and communicate with the inside and outside of the pore 7. Yes.
  • fastening bosses 3 2 are shown on the outer periphery of the block installation portion 20 (in FIG. 4, two are shown on the upper edge and two on the lower edge). Is formed.
  • the fastening boss 3 2 is formed with a screw hole 3 3 capable of fastening a fastening port 1 1 4 (see FIG. 1) for fastening a device block 3 5 of a flow control device 3 to be described later. Has been.
  • the flow control device 3 provided in the block installation section 20 in the body 1 of the throttle body 2 will be described.
  • a plurality of devices (described later) are modularized in the device block 35.
  • 5 is a front view showing the device block
  • FIG. 6 is a right side view
  • FIG. 7 is a rear view
  • FIG. 8 is a bottom view.
  • the device block 35 will be described with the surface on the attachment side with respect to the throttle body 2 as the front.
  • the device block 35 includes a block main body 36 that forms the main body, and a cover that covers the back side of the block main body 36. With one three seven.
  • the device block 35 includes a rear throttle opening detection unit 7 2 (see Fig. 9), an idle control unit 7 3 (see Fig. 10), and an intake pressure detection unit 7 4 ( Fig. 11 and Fig. 12) and intake air temperature detector 7 5 (see Fig. 12) are each modularized as devices related to the engine.
  • the block body 36 is made of resin, for example, and is formed in a substantially block shape.
  • the front end surface 3 6 a of the block body 36 is a mounting surface 3 6 a that can be mounted in surface contact with the installation surface 20 a of the block mounting portion 20 of the body body 5 (Refer to Fig. 1 and Fig. 6).
  • the rear end surface 3 6 b (see FIG. 6) of the block main body 36 is a joint surface 3 6 b (the same reference numeral as that of the rear end surface) to which the cover 3 7 can be joined.
  • a fitting tube portion 39 is formed almost on the center of the mounting surface 36 a of the block body 36 (see FIG. 9).
  • the fitting tube portion 3 9 is configured so that the block installation portion 2 of the block body 2 is in contact with the mounting surface 3 6 a of the block body 3 6 against the installation surface 2 0 a of the block body 2. It is formed in the stepped recess 21 of 0 so that it can be fitted (see Fig. 3).
  • a bottomed cylindrical recessed hole 40 which is deeper than the mounting surface 36 a is formed in the fitting tube portion 39.
  • the bottom wall portion 41 that forms the bottom surface of the concave hole 40 is formed with a mouth / aperture fitting hole 42 having the same axis.
  • the low evening fitting hole 4 2 is formed so as to be capable of fitting the mouth opening 7 7 of the throttle opening degree detection unit 7 2 (described later).
  • a bypass passage groove 44 is formed on the mounting surface 36 a of the block body 36.
  • the bypass passage groove 44 is formed by the bypass passage groove 26 of the block body 2 block installation section 20 (see FIG. 4). reference. ).
  • a valve head fitting hole 45 is formed in the bypass passage groove 44 (see FIG. 10). Shown in Fig. 10
  • the pulp head fitting hole 45 is formed as a through hole that is orthogonal to the mounting surface 36 a and penetrates the block body 36.
  • the valve head fitting hole 45 is formed so that a valve head 88 of a solenoid valve 80 described later can be fitted.
  • a hollow cylindrical solenoid valve stepped hole portion 46 having a larger diameter is formed on the back side of the valve head fitting hole 45 (left side in FIG. 10).
  • the solenoid valve stepped hole 46 is formed so as to be able to be fitted with a valve 8 of the solenoid valve 80 described later.
  • bypass passage groove 4 4 (see FIG. 5) of the block body 36 is blocked against the installation surface 20 a (see FIG. 4) of the block installation section 20 of the body body 2.
  • the bypass passage 4 8 forms a closed section in cooperation with the bypass passage groove 26 of the installation surface 20 a (see FIG. 18). Is formed.
  • the bypass passage 48 is in communication with the bypass inlet hole 23 and the bypass outlet hole 24 in the block installation portion 20 to bypass the throttle valve 14. Form a series of passages.
  • the bypass passage 48 corresponds to the “auxiliary air passage” in this specification.
  • the block body 36 is formed with a pressure detection hole 5.0 located near the lower part between the fitting tube portion 39 and the valve head fitting hole 45.
  • the pressure detection hole 50 is formed of a series of through holes that are orthogonal to the mounting surface 36 a and pass through the block body 36.
  • the pressure detection hole 50 is formed when the mounting surface 3 6 a of the block body 36 is brought into surface contact with the installation surface 20 a of the block installation portion 20 (see FIG. 4). End of intake groove 29 on the counter-pressure intake hole side 29 9 a (Fig. 4 reference. ).
  • a hollow cylindrical intake pressure sensor main body is attached to increase the diameter stepwise.
  • a stepped hole 51 is formed.
  • the intake pressure sensor main body mounting stepped hole 51 is formed so that an intake pressure sensor main body 110 (described later) can be fitted thereto.
  • a bottomed cylindrical shape is formed on the mounting surface 36 a of the block body 36 near the lower side of the inlet side of the bypass passage groove 44 (left side in FIG. 5).
  • the formed intake air temperature detection cylinder part 53 is protruded.
  • the intake air temperature detection cylinder 5 3 has an opening on the back side (left side in Fig. 1 2) that is orthogonal to the mounting surface 3 6 a and is open to the thermist. 2 can be built in.
  • the intake air temperature detection cylinder part 5 3 is located when the mounting surface 3 6 a of the block body 3 6 is brought into surface contact with the installation surface 20 a of the block installation part 20 (see FIG. 4). It is formed so that it can be inserted into the intake temperature detecting cylinder part through hole 30.
  • the fitting surface 3 6 a of the block body 36 is formed with a gasket insertion groove 55 that can receive a gasket 5 7 (see FIG. 16) described later. ing.
  • the gasket insertion groove 55 is independently surrounding and adjacent to the fitting cylinder part 39, the bypass passage groove 44, the pressure detection hole 50, and the intake temperature detection cylinder part 53. It is formed in an irregular network that is shared by the matching parts.
  • the gasket 57 is formed in a shape corresponding to the gasket insertion groove 55 (see FIG. 5).
  • the gasket 5 7 is fitted in the gasket insertion groove 55 of the block main body 36, and the mounting surface 3 6 a of the block main body 36 is connected to the installation surface 2 of the block installation portion 20. 0 a (Refer to Fig. 4)
  • the space between the block mounting portion 20 and the block body 36 is elastically sealed (see Fig. 3). Teru. ).
  • FIG. 17 is a side view showing the correspondence of the gasket 5 7 to the installation surface 20 a of the block installation unit 20.
  • the installation surface 20 of the block installation part 20 0 20 and the annular part 5 8 surrounding the pressure introduction groove 29 of the a 5 are provided with the pressure introduction groove 29.
  • a bridging portion 58a is installed so as to be divided into a portion including the pressure intake hole 28 and a portion including the end 29a on the counter pressure intake hole side.
  • the bridge portion 58a improves the sealing performance around the pressure intake groove 29 by improving the installation of the gasket 57, and does not divide the pressure intake groove 29.
  • the fastening boss portions 3 2 (seconds) of the block installation portion 20 are attached to the end of the outer peripheral portion of the block main body 36 on the mounting surface 36 a side.
  • a mounting boss portion 60 corresponding to FIG. 4 is formed.
  • Each mounting boss 60 is formed with a port through hole 61 (see FIGS. 5 and 6).
  • Each port insertion hole 6 1 is tightened when the mounting surface 3 6 a of the block body 3 6 is brought into surface contact with the installation surface 20 a of the block installation portion 20 (see Fig. 4). Align with the screw holes 3 3 of the boss 3 2 respectively.
  • a connector portion 63 is integrally formed on the lower side of the block body 36 by resin molding.
  • ⁇ The neck portion 63 is formed with the opening facing downward and with a predetermined amount offset to the front (left side in FIG. 6), and the rear The overhang to the right is suppressed.
  • the connector part 6 3 By offsetting the connector part 6 3 forward, the connector part 6 3 can be accommodated in the lower space on the throttle body 2 side when the device block 35 is attached to the throttle body 2. This is useful for protection and space saving (see Fig. 1 and Fig. 3).
  • the connector 63 is electrically connected to the control means 65 (see Fig. 1).
  • An external connector (not shown) is formed so that it can be connected by plugging.
  • the control means 65 is called an electronic control unit (E C U) and controls various devices based on output signals from various detection means.
  • the control means 65 includes a throttle opening detector 7 2 (see Fig. 9) described in the device block 35, an idle control unit 7 3 (see Fig. 10), and intake pressure.
  • Output signals from the detection unit 7 4 (see FIG. 11) and the intake air temperature detection unit 75 (see FIG. 1 2) are input, and the stroke detection means 6 6 (see FIG. 1). ) Is output.
  • the control means 65 controls on / off of an electromagnetic valve 8 0 (see FIG. 10) of an idle control section 73, which will be described later, based on output signals from various detection means as required. To do.
  • the control of the electromagnetic valve 80 will be described later.
  • the stroke detection means 66 uses, for example, an electromagnetic pip-up sensor.
  • the electromagnetic Bip-up sensor detects the intake stroke and / or the exhaust stroke using the crankshaft rotation as a detection signal by electromagnetically detecting a slit provided on the engine crankshaft. Is output to the control means.
  • the connector portion 63 includes a throttle opening detection portion 7 (see FIG. 9), an idle control portion 73 (see FIG. 10), and intake pressure detection, which will be described later.
  • the connector parts of the part 74 (see FIG. 11) and the intake air temperature detection part 75 (see FIG. 12) are formed as one integrated connector part.
  • a predetermined number of evening terminals 68 are arranged in a row in the connector portion 63. In other words, in this example, a total of seven evening miners 68 are arranged in two rows in the front and rear, two on the front side (upper side in Fig. 8) and five on the rear side (same lower side). Has been.
  • the right side is the power source terminal 6 8 ((1.) is added.)
  • the left side is the throttle opening output unit.
  • Null 6 8 ((2) is added.)
  • the solenoid valve + (plus) side terminal 6 8 ((3) is added.)
  • intake air temperature output terminal 6 8 ((7 ) Is added.)) Is set.
  • the power terminal 6 8 (1) and the ground terminal 6 8 (6) are arranged in the front and rear, and the throttle opening output terminal 6 8 (2) and the intake air temperature output terminal 6 8 ( 7) and are lined up in front and back.
  • a wiring board 70 is installed at a predetermined position in the end portion on the back side of the block main body 36 (left side in FIG. 9).
  • the terminals 6 8 (1) to (7) of the connector part 6 3 are electrically connected to the conductive part (not shown) of the wiring board 70.
  • a resin cover 37 is joined to the joint surface 36 b of the block body 36.
  • a joining means for joining the cover 37 to the block main body 36 for example, means such as welding of resins, adhesion with an adhesive, screwing, clip fastening, snap-fit joining, etc. can be used.
  • FIG. 9 is a side sectional view showing the throttle opening detector 72. . As shown in FIG.
  • the throttle opening degree detecting unit 72 includes a row 77 incorporated between the block body 36 and the wiring board 70.
  • the row evening 7 7 is made of, for example, a resin, and has a substantially disc-shaped mouth main portion 7 7 a facing the wiring board 70, and the block body 3 6 side of the row evening main portion 7 7 a ( 9 7b, which is a substantially cylindrical connection projecting to the right side in Fig. 9, and the main shaft 7 7a, which is projecting to the wiring board 70 side (left side in Fig. 9). c on the same axis.
  • the connecting cylinder portion 7 7 b is rotatably fitted in the rotor fitting hole 42 of the block body 36.
  • An elastic member 78 made of a leaf spring that can elastically contact the connecting portion 18 (see FIG. 3) of the throttle shaft 9 is mounted in the connecting tube portion 7 7 b. Yes. Further, the support shaft portion 7 7 c is rotatably fitted in a shaft hole 70 a that is formed in the wiring board 70 and forms the same axis as the row fitting hole 42. Further, the support shaft portion 7 7 c is rotatably fitted in a bottomed cylindrical support hole 3 7 a formed in the cover 37 7 and having the same axis as the fitting hole 42. ing. The rotor main portion 7 7 a is provided with a 'sliding contact 7 9 that can slide on the wiring board 70.
  • the conductive part of the wiring board 70 on which the sliding contact 79 of the throttle opening detection part 72 slides is the power terminal in the connector part 63 of the block body 36 (see Fig. 8). It is electrically connected to 6 8 (1), the output terminal 6 8 (2) for the throttle opening and the ground evening terminal 6 8 (6).
  • the throttle opening detector 72 converts the sliding contact 79 into an electrical signal by sliding on the wiring board 70, and the connector 63 opens the throttle. Output the detection signal from the output terminal 6 8 (2). Further, the connector portion related to the throttle opening degree detection portion 72 is collected in the connector portion 63 of the block body 36.
  • the device block .35 includes a block body 36 and a cover 37.
  • the single 69 also serves as a casing for the throttle opening detector 72.
  • the throttle opening detection unit 72 corresponds to “throttle opening detection means” in the present specification.
  • FIG. 10 is a side sectional view showing the idle control unit 73.
  • the idle control unit 73 includes a solenoid valve 80 as an actuating function of the idle control unit 73 incorporated in the casing 69 of the device block 35.
  • Fig. 13 is a side view showing the electromagnetic valve 80
  • Fig. 14 is a cross-sectional view taken along line XIV-XIV in Fig. 13
  • Fig. 15 is a portion showing the main part of the electromagnetic valve 80. It is sectional drawing.
  • FIGS. 13 and 14 show the open state of the electromagnetic valve 80
  • FIG. 15 shows the closed state.
  • the electromagnetic valve 80 will be described with reference to a state in which the valve seat 90 is downward as shown in FIGS. 13 to 15. As shown in FIGS.
  • the electromagnetic valve 80 includes a substantially cylindrical valve housing 81 made of a ferromagnetic material. As shown in FIG. 14, a flange portion 8 1 a bent inward is formed at the lower end portion of the valve housing 8 1.
  • a resin-made cylindrical pobin 83 around which a coil 82 is wound, is accommodated.
  • a stationary magnetic pole 8 4 is arranged inside the hole of pobin 8 3.
  • a substantially disc-shaped plate portion 84 4 a that closes the upper end opening surface of the valve housing 81 is formed at the upper end portion of the stem 84.
  • a suction end 8 4 c that is tapered through a stepped portion 8 4 b is formed at the lower end of the steel 8.4 (see FIG. 15).
  • an O (o) ring 8 5 is attached to the upper end of the popin 8 3 to seal between the pobin 8 3 and the steg 8 4.
  • One of the two evening miners 87 is a + (plus) terminal, and the other one is a minus (minus) evening terminal.
  • a cylindrical valve head 88 is provided at the lower end of the pobbin 83, and a cylindrical valve seat 90 is provided at the tip (lower end) of the valve head 88. Is provided.
  • the pobbins 83, the valve head 88, and the valve sheet 90 are integrally formed of resin.
  • the valve head 8 8 closes the inside of the flange portion 8 la of the valve housing 8 1.
  • the outer diameter of the valve seat 90 is formed to be smaller than the outer diameter of the valve head 88.
  • the inner diameter of the valve casing 90 is formed smaller than the inner diameter of the valve head 88.
  • valve seat 90 At the end of the valve seat 90 on the side of the valve head (the upper end in FIG. 15), a substantially horizontally elongated passage lateral hole 91 penetrating in the radial direction is formed.
  • the hollow hole of the valve seat 90 is a passage vertical hole 92.
  • a hollow cylindrical valve seat 93 is formed at the edge of the upper end opening side of the passage vertical hole 92 of the valve seat ⁇ 90.
  • annular groove 94 for fitting the O-ring 95 is formed on the outer peripheral surface of the valve head 88. Further, an annular groove 97 for fitting the O-ring 98 is formed on the outer peripheral surface of the valve seat 90.
  • a plunger 100 which is a movable magnetic pole is disposed so as to be slidable in the axial direction (vertical direction in FIG. 14).
  • the plunger 100 is formed in a bottomed cylindrical shape that closes its upper end surface. Therefore, by forming the inside of the plunger 100 hollow, the plunger 100 can be reduced in weight, and the plunger 100 can be formed with a press-molded product at a low cost.
  • a valve spring 1001 comprising a coil spring is interposed between the plunger 100 and the step portion 84b of the step 84 opposed to the plunger 100b.
  • the valve spring 101 is fitted into the suction end portion 8 4 c of the stem 84. Further, the valve spring 1001 always urges the plunger 5 100 in the valve closing direction (downward in FIG. 15).
  • the valve spring 100 is set to a spring load that prevents the plunger 100 from swinging carelessly when vibration is applied.
  • the plunger 100 is provided with an elastic plate 100 that faces the tip end surface (lower end surface) of the suction end portion 84c of the steer 84.
  • the elastic plate 1002 is made of, for example, a rubber-like elastic body.
  • a stepped hole portion 100 a that increases the diameter is formed on the inner peripheral surface of the lower half portion of the plunger 100.
  • the plunger 100 is provided with a valve body 10 4 formed of, for example, a rubber-like elastic body.
  • the valve body 1 0 4 has an annular flange 1 0 4 a facing the front end surface (lower end surface) of the plunger 1 0 0, 5 1, 4 a and a stepped hole 1 0 0 a of the plunger 1 0 0 It has a circular 'cylindrical liner portion 1 0 4 b to be fitted.
  • the flange portion 10 4 a of the valve body 10 4 shuts off between the passage horizontal hole 9 1 and the passage vertical hole 92 by contacting the valve seat 93 of the valve seat 90.
  • the passage horizontal hole 9 1 and the passage vertical hole 92 are brought into communication with each other by turning from the valve seat 93 of the valve seat 90.
  • the flange portion 10 4 a of the valve body 10 4 has an annular flat surface that is fully aligned with the valve seat 93 of the valve seat rod 90 as shown in FIG. It can be made to contact.
  • FIG. 23 shows the solenoid valve 80 in the closed state.
  • the solenoid valve 80 is attached to the block body 36 as follows.
  • an O-ring 95 is fitted into the annular groove 94 of the valve head 88 of the solenoid valve 80. Further, an O-ring 98 is fitted into the annular groove 9 7 of the valve seat 90 (see FIG. 15).
  • the valve head 8 8 of the electromagnetic valve 80 is fitted into the valve head fitting hole 45 of the block body 36 in a state where it is sealed with an O-ring 95.
  • the valve 8 bossing 8 1 of the solenoid valve 80 is fitted into the stepped hole portion 46 for the solenoid valve of the block body 36 until the insertion thereof is restricted.
  • each terminal 8 7 of the magnetic valve 80 is electrically connected to a conductive portion of the wiring board 70 via a connection terminal 10 6 (see FIG. 10).
  • each terminal 8 7 force of the solenoid valve 80 7 block.
  • the positive side terminal 6 8 (3) for the solenoid valve in the connector 6 3 (see FIG. 8) of the block 3 6 (see FIG. 8) Electrically connected to side terminal 6 8 (4).
  • the solenoid valve 80 is turned on / off by the control means 65 (see FIG. 1), and is opened when the coil 82 is energized at the time of turning on (see FIG. 15).
  • the connector part related to the solenoid valve 80 is the block body 3 6 Connector section 6 3 (see Fig. 8).
  • the cover 37 is coupled to the block body 36 (see FIG. 10).
  • the bottomed cylindrical solenoid valve fitting portion 3 8 formed on the inner surface of the cover 37 is fitted into the base end portion (the left end portion in FIG. 10) of the valve housing 81. .
  • a wave washer 10 8 is interposed between the bottom surface of the electromagnetic valve fitting portion 38 and the end surface of the plate portion 84 4 a of the electromagnetic valve 80 facing it.
  • the wave washer 1 0 8 is set to a spring load that prevents the solenoid valve 80 from swinging carelessly when vibration is applied to the device block 3 5. That is, the spring load of the wave washer 10 8 is set to be equal to or greater than the value obtained by multiplying the mass of the solenoid valve 80 by the guaranteed vibration acceleration. For example, when the mass M of the solenoid valve 80 is 40 g and the guaranteed vibration acceleration V is 30 G, the spring load k of the wave washer 10 8 is
  • the wobbling of the electromagnetic valve 80 can be prevented or reduced by setting the wave washer 10 8 to have a spring load k of 1 2 200 gf or more.
  • a casing 69 comprising the block main body 36 and the cover 37 of the device block 35 also serves as a casing for the idle control unit 73.
  • the idle control unit 73 corresponds to the “idle control means” in this specification.
  • the elastic plate 10 0 2 provided on the plunger 100 is brought into contact with the tip end surface of the suction end portion 8 4 c of the stem 8 4, so that the plunger 100 and the stem 8 4 Generation of impact sound due to collision can be prevented or reduced.
  • FIG. 11 is a side sectional view showing the intake pressure detecting section '74.
  • the intake pressure detector 74 has an intake pressure sensor body 110 as a main body.
  • the intake pressure sensor body 110 is mounted on the wiring board 70 on the block body side (right side in FIG. 11) of the wiring board 70.
  • the intake pressure sensor body 110 is fitted into the intake pressure sensor body mounting stepped hole 51 of the block body 36 with the arrangement of the wiring board 70 to the block body 36. Yes.
  • the intake pressure sensor body 110 is opposed to the pressure detection hole 50 of the block body 36.
  • the intake pressure sensor body 110 is connected to the power terminal 6 8 (1) and the intake pressure output terminal 6 8 (.5) in the connector section 6 3 (see FIG. 8) of the block body 3 6. In addition, it is electrically connected to the ground evening terminal 6 8 (6). It is long.
  • the intake pressure sensor body 1 1 0 detects the pressure (intake pressure) applied through the pressure detection hole 50 and converts it into an electrical signal, which is detected from the intake pressure output terminal 6 8 (5) of the connector section 6 3 Output a signal.
  • the connector part related to the air pressure detection part 74 is collected in the connector part 63 of the block body 36.
  • the casing 69 comprising the block body 3 6 and the cover 37 of the device block 35 also serves as a casing relating to the intake pressure detection unit 7 4.
  • the intake pressure detection unit 74 corresponds to “intake pressure detection means” in this specification.
  • FIG. 12 is a side sectional view showing the intake air temperature detection unit 75.
  • the intake air temperature detection unit 75 is mainly composed of a thermal error 11 2.
  • the circuit 1 1 2 is mounted on the wiring board 70 on the block body side (right side in FIG. 11) of the wiring board 70.
  • the intake pressure sensor main body 110 is inserted into the intake air temperature detection tube portion 53 of the block main body 36 with the arrangement of the wiring board 70 with respect to the block main body 36.
  • Thermist 11 and 2 are ground evening terminals 6 8 (6) and intake temperature output terminals 6 8 (7) in the connector section 6 3 (see Fig. 8) of the block body 36.
  • the intake air temperature detection unit 75 corresponds to “intake air temperature detection means” in this specification. .
  • the device block 35 of the flow control device 3 described above is installed in the block installation section 20 of the throttle body 2 (see FIGS. 1 to 3). That is, as shown in FIG. 3, the mounting surface 3 6 a of the block body 3 6 of the device block 3 5 is brought into surface contact with the installation surface 2 0 a of the block block 2 0 of the throttle body 2. . Then, the screw holes 3 3 (see FIG. 4) of the respective fastening boss portions 3 2 of the block installation portion 20 and the bolt insertion holes 6 1 (see FIG. 7) of the mounting boss portions 60 of the device block 35. The head block tightening port 1 1 4 is tightened to each screw hole 3 3 through each port through hole 6 1, and the device block 3 5 is attached to the throttle body 2. (See Fig. 1 to Fig. 3)
  • the gasket .5 7 (Fig. 16) is installed in advance in the gasket insertion groove 5 5 of the mounting surface 3 6 a of the block body 3 6. See Fig.).
  • the gasket 5 7 sandwiched between the mounting surface 3 6 a of the block body 3 6 and the installation surface 2 0 a of the block installation portion 20 makes the block installation portion 20 and the block body 3 6 and ' Is sealed elastically (see Fig. 3).
  • bypass passage groove 2 including the fitting recess 2 5 in the vicinity of the bypass passage groove 4 4 of the block body 3 6 and the corresponding bypass inlet hole 2 3 and bypass outlet hole 2 of the block installation portion 20. Between the installation surface 2 0 a around 6 is sealed.
  • the fitting cylinder portion 3 9 of the block main body 3 6 is connected to the stepped recess 2 of the block setting portion 2 0. Fits into 1.
  • the opening of the throttle opening detecting portion 7 2 7 7 7 7 The connecting cylindrical portion 7 7 b of the throttle shaft 9 is relatively inserted into the connecting cylindrical portion 7 7 b, so that the low opening 7 7 Is connected to the throttle shaft 9. Therefore, the throttle opening degree detection unit 7 2 of the device block 35 can detect the opening degree of the throttle valve 14 with the rotation of the mouth 7 7.
  • the elastic member 78 in the connecting cylinder portion 77 b of the low spring 77 is in elastic contact with the connecting portion 18 of the throttle shaft 9.
  • the valve seat 9 0 of the solenoid valve 8 0 of the idle control unit 7 3 is inserted into the O-ring 9 8, 5 in the fitting recess 25 of the block installation unit 20. Fits in a sealed state with. Further, the passage horizontal hole 9 1 of the valve seat 90 is communicated with the upstream side of the bypass passage 48, and the passage vertical hole 9 2 of the valve seat 90 is connected to the bypass outlet hole 2 of the block installation portion 20 4 is communicated. Therefore, the idle control unit 73 of the device block 35 can control the amount of bypass air flowing through the bypass passage 48, that is, the amount of auxiliary air with the opening of the electromagnetic valve 80. Further, by directing the passage side hole 91 of the valve seat 90 of the electromagnetic valve 80 toward the upstream side of the bypass passage 48, the flow loss of the bypass air can be reduced.
  • the intake air temperature detection cylinder part 5 3 (see FIG. 6 and FIG. 12) of the block body 36 is connected to the intake temperature detection cylinder part through hole 30 (see FIG. 4) of the block installation part 20. See also.)
  • the tip of the intake air temperature detecting cylinder part 53 is exposed to the intake air flowing through the pore 7 of the body body 5. . Therefore, the intake air temperature detection unit 75 of the device block 35 can detect the intake air temperature with the temperature detection capability of Thermis evening 11 (see Fig. 12).
  • a bypass passage 48 having a closed cross section and having a bypass inlet hole 23 and a bypass outlet hole 24 is formed.
  • the pressure detection hole of the intake pressure detection part 7 4 of the block body 3 6 is connected to the end 29 (see FIG. 4) of the pressure introduction groove 29 of the block installation part 20 on the counter pressure intake hole side. 5 0 (See Fig. 1 1).
  • the pressure intake groove 29 of the block installation part 20 is formed in a closed cross section by the mounting surface 36 a of the block body 36.
  • the pressure detection hole 50 is communicated with the pore 7 of the body 1 through the pressure inlet grooves 29,5 and through the pressure inlet hole 28. Therefore, the intake pressure detection unit 7 4 of the device block 35 can detect the intake air temperature with the pressure detection capability of the intake pressure sensor body 110.
  • FIG. 18 is a cross-sectional view showing the relationship between the steel body 2 and the device block 35
  • Fig. 19 is a cross-sectional view taken along the line XIX-XIX in Fig. 18, and
  • Fig. 20 is a cross-sectional view.
  • FIG. 21 is a partial sectional view showing the closed state of the electromagnetic valve 80
  • FIG. 21 is a partial sectional view showing the opened state of the electromagnetic valve 80.
  • FIGS. 18 and 19 show the solenoid valve 80 in the open state.
  • the solenoid valve 8 0 of the idle control unit 7 3 closes the bypass passage 4 8 by closing the valve when it is not energized, that is, when it is off (see Fig. 20). .)
  • the solenoid valve 80 is When the valve is open when energized, that is, when it is on, bypass circuit 48 is opened (see Fig. 21).
  • the solenoid valve 80 is controlled to be turned on and off by the control means 65 (see FIG. 1).
  • the output signal from the stroke detection means 6 6 (see FIG. 1) for detecting the stroke of the engine is input to the control means 65.
  • the control means 65 calculates the time ratio between the opening and closing of the solenoid valve 80 of the idle control unit 73 based on the target idle speed of the engine and the signal from the stroke detection means 66.
  • the engine idle speed is controlled by outputting an energization signal to the solenoid valve 80 and opening the solenoid valve 80 according to the time ratio between the valve opening and closing during the intake stroke. It is configured to do this.
  • the relationship between the stroke of the engine of this embodiment related to the control of the control means 65, that is, the stroke of the single cylinder four-cycle engine, the solenoid valve 80 ON (ON) 'OFF (OFF), and the change in intake pressure is the second 2 2
  • the time chart is shown in the figure. 'Note that the upper line L 1 in Fig. 2 2 shows the engine stroke, and the strokes of intake, compression, explosion, and exhaust are repeated sequentially as one cycle.
  • the middle line L2 in Fig. 2 2 indicates the ON / OFF signal that the control means 65 outputs to the solenoid valve 80, and the predetermined energization time t1 during the intake stroke.
  • the remaining de-energization time t 2 except for the energization time t 1 in one cycle is turned off. For this reason, the solenoid valve 80 is opened when the energization time t 1 is turned on, and the solenoid valve 80 is closed when the non-energization time t 2 is turned off.
  • the lower line L 3 shows the change in the intake pressure, and the intake pressure gradually decreases from the start to the end of the intake stroke.
  • the stroke when the intake pressure is close to the atmospheric pressure during one cycle from the intake stroke of the engine to the next intake stroke. (For example, the vicinity of exhaust TDC (top dead center) corresponds.) Open solenoid valve 80.
  • the driving force required to open the valve can be reduced.
  • the bypass air volume in the bypass passage 4 8 is controlled by the device block 3 5 that can be installed in the body 5 of the throttle body 2 that forms the pore 7 of the engine.
  • the idle control unit 7 3 and the detection units 7 2, 7 4 and 75 are modularized.
  • the idle control section 7 3 and the detection sections 7 2, 7 4, 7 5 for the body body 5 of the slot body 2 are installed. Is easy to mount.
  • the solenoid valve 80 as an actuator of the idle control unit 73 can be easily controlled by on / off control.
  • the device block 3 5 is fastened to the stud body 2 by the fastening port 1 1 4, the device can be removed from the throttle body 2 by removing the fastening port 1 1 4 as necessary. Block 3.5 can be separated. Therefore, the maintenance of the throttle body 2 and the device sprocket 35 can be easily performed.
  • a device that is modularized in the device block 3 5 together with the idle control unit 7 3 detects a throttle opening degree detecting unit 7 2 that detects the opening degree of the throttle valve 14 and an intake pressure. Intake pressure detector 7 4 and intake air An intake air temperature detection unit 75 for detecting the temperature. Accordingly, it is possible to provide the engine flow control device 3 in which the throttle opening detection unit 72, the intake pressure detection unit 74, and the intake temperature detection unit 75 are modularized in the device block 35.
  • the device that is modularized together with the idle control unit 73 in the device block 35 is at least one of the throttle opening detection unit 72, the intake pressure detection unit 74, and the intake temperature detection unit 75. It can be used as a detector.
  • the casing of the device block 35 is also used as a casing of the idle control unit 73 and the detection units 7 2, 7 4, and 75 that are modularized in the device block 35.
  • the casing 69 of the device block 35 may be any one that also serves as a part or all of at least one of the idle control unit 73 and each of the detection units 72, 74, 75.
  • the connector unit provided in each of the idle control unit 7 3 and the detection units 7 2, 7 4, and 75 that are modularized in the device block 3 5 is combined into one connector unit 6 3 (see Fig. 8). Aggregated.
  • the power opening harness including the power supply terminal 6 8 (1) of the throttle opening detector 7 2 and the intake pressure detector 7 4 is shared, and the throttle opening detector 7 2 and The ground harness including the ground terminals 6 8 (6) of the intake pressure detection unit 74 and the intake temperature detection unit 75 is shared.
  • the connector part 63 of the device block 35 is composed of a connector part included in the idler 5 control part 73 and one connector part included in each of the detection parts 7 2, 7 4, 75. It is only necessary to consolidate departments.
  • the connector part 6 3 is resin-molded on the block body 3 6 of the device block 35.
  • an idle control unit 7 that controls the bypass air amount of the bypass passage 4 8 is connected to the device block 3 5 that can be installed in the throttle body 2 that forms the engine pore 7. 3 and each 5.
  • the detection units 7 2, 7 4, 75 are modularized. Therefore, by installing the device block 35 in the throttle body 2, it becomes easy to mount the idle control unit 73 and the detection units 7 2, 7 4, 75 on the throttle body 2.
  • the solenoid valve 80 as an actuator of the dollar control unit 73 can be easily controlled by 0 on / off control.
  • the device that is modularized together with the idle control unit 7 3 in the device block 3 5 is used to detect the throttle opening. At least one of the unit 72, the intake pressure detection unit 74, and the intake temperature detection unit 75 can be used.
  • bypass passage 48 that bypasses the throttle pulp 14 can be easily formed.
  • the bypass passage groove of either the block installation part 20 of the rod body 5 or the bypass passage groove 26 of the block body 36 of the device block 35 is omitted. can do.
  • the electromagnetic valve 80 of the idle control unit 73 is provided with a valve seat 90 that can be disposed on the bypass passage 48 and is opened and closed by the valve body 104 of the electromagnetic valve 80. Therefore, the positional accuracy between the valve seat 90 and the valve body 104 can be easily managed, and the flow rate can be measured with the solenoid valve 80 alone.
  • control means 6 5 (see Fig. 1) Force engine target idle speed 'Calculate the time ratio between the opening and closing of the solenoid valve 80 of the idle control unit 73 based on the number of rotations.
  • the engine idle speed is set as the target by opening the solenoid valve 80 according to the time ratio of the valve opening and closing during one cycle of the engine. Control to idle speed. Therefore, during one cycle from the intake stroke to the next intake stroke, the solenoid valve 80 is opened during the stroke where the intake pressure is close to atmospheric pressure (for example, the vicinity of the exhaust TDC (top dead center)). By doing so, the driving force required to open the valve can be reduced.
  • the normally closed electromagnetic valve 80 can be opened with a small drive current, and the electromagnetic valve 80 can be downsized. This is because an engine with large pulsation of intake pressure, for example, a single cylinder used in motorcycles. It can be said that it is suitable for gin.
  • the idle speed can be finely controlled with respect to the engine speed by the time during which the solenoid valve 80 is open during the intake stroke. For example, if the valve opening time is lengthened, the idle air speed can be increased by increasing the bypass air amount. Conversely, if the valve opening time is shortened, the bypass air amount is decreased. Idle speed can be reduced. Thus, the solenoid valve 80 is open. By precisely controlling the time, the idle speed can be accurately controlled.
  • the device block 35 is convenient because it can perform a performance check by itself.
  • solenoid valve 80 according to this embodiment with a dedicated connector portion, it can be applied to functional parts other than the device block 35.
  • FIG. 24 is a cross-sectional view showing the relationship between the throttle body and the device block in the engine intake system
  • FIG. 25 is a cross-sectional view taken along line XX V—XX V in FIG.
  • the solenoid valve 80 is shown in an open state.
  • this embodiment is different from the valve seat 90 of the electromagnetic valve 80 in Embodiment 1 and the plunger 100 including the valve body 104. It is a change.
  • valve seat 1.20 is mounted in the fitting recess 25 of the bypass outlet hole 24 in the block installation portion 20 of the throttle body 2 of the throttle body 2.
  • Passage vertical hole in valve seat 1 2 0 1 2 2 Communicates with the bypass passage 48 including the bypass outlet hole 24.
  • valve seat 90 As shown in FIG. 24, in the electromagnetic valve 80, the valve seat 90 (see FIGS. 18 and 19) having the passage lateral hole 91 in the first embodiment is omitted. .
  • a stopper flange portion 1 2 4 that protrudes into a hollow hole (not shown) is provided at the tip opening of the valve head 8 8.
  • Plunger 1 2 6 is a cylindrical shaft-shaped main body 1 2 6 a that moves in the axial direction within valve head 8 8 and is retained by retaining flange 1 2 4, and its main body 1 2 6 Retaining flange part 1 2 4 through a small diameter shaft part 1 2 6 b and disc-shaped valve body mounting part 1 2 6 c formed at the tip of the small diameter shaft part 1 2 6 b On the same axis.
  • a disc-shaped valve body 1 2 8 made of a rubber-like elastic body is attached to the valve body mounting portion 1 2 6 c.
  • the electromagnetic valve 80 is disposed on substantially the same axis as the valve seat 120.
  • the valve body mounting portion 1 2 6 c and the valve body 1 2 8 are formed with an outer diameter that is smaller than the outer diameter of the valve seat 1 20 and larger than the inner diameter of the valve seat 1 2. Therefore, when the solenoid valve 80 is in the OFF state, the bypass passage 48 is closed by the valve body 1 28 being in close contact with the valve seat 120.
  • the solenoid valve 80 is in the ON state, the valve body 1 2 8 is separated from the valve seat 1 20 together with the plunger 1 2 6, whereby the bypass passage 48 is opened.
  • the body 1 of the throttle body 2 is provided with a valve seat 1 2 0 disposed on the bypass passage 4 8 and opened and closed by the valve body 1 2 8 of the electromagnetic valve 8 0 of the idle control unit 7 3. ing.
  • the solenoid valve 80 can be reduced in size.
  • the seal structure between the body body 5 and the valve seat 120 (the seal structure including the O-ring 98 in Example 1 (see FIG. 20)) can be omitted.
  • Valve seat 1 2 0 5 can be integrally formed.
  • FIG. 26 is a side sectional view showing the idle control unit 73.
  • the present example is an idler according to Example 1.
  • each terminal 5 87 of the solenoid valve 80 of the control unit 73 and the wiring board 70 is modified. That is, each terminal 87 of the electromagnetic valve 800 is directly connected to the conductive part of the wiring board 70.
  • connection process required for connection of the connection terminal 10 6 (refer to FIG. 10) and the connection terminal 106 required in the first embodiment is omitted. be able to.
  • FIG. 27 is a side sectional view showing the idle control unit 73.
  • this embodiment replaces the wave washer 1008 (see FIG. 10) of the solenoid valve 80 in the first embodiment with a cover 37 for the solenoid valve.
  • Solenoid valve in casing 6 9 of device block 3 5 by filling adhesive 1 3 0 between the hole bottom face of joint part 3 8 and the opposing face of plate part 8 4 a of solenoid valve 80 opposite to it 80 is fixed. Therefore, according to this embodiment, the electromagnetic valve can be easily fixed to the casing 69 of the device block 35.
  • Adhesive 1 3 0 It is better to use a non-silicone adhesive.
  • the present invention is not limited to the above-described embodiments, and modifications can be made without departing from the gist of the present invention.
  • the flow rate control device and the intake device of the engine of the present invention can be applied to a four-wheeled vehicle engine, a multi-cylinder engine, a two-stroke engine, etc. other than the single-cylinder four-stroke engine employed in a two-wheeled vehicle. It is.
  • the flow control device 3 can be installed in an air passage forming member other than the throttle body 2.
  • devices other than the detection units 7 2, 7 4, and 7 5 may be modularized in the device block 35.
  • the casing 69 of the device block 35 does not have to double as a device casing.
  • the connector part of each device may be provided individually without consolidating.
  • the block body 3 6 of the device block 35 and the connector portion 63 can be formed separately.
  • the control of the electromagnetic valve 80 by the control means 65 is not limited to that in the above embodiment, and can be changed as appropriate.
  • the opening direction of the connector portion 6 3 of the block body 36 of the device block 35 is not limited to the opening direction of the above embodiment, and can be changed as appropriate.
  • the engine flow control device and the intake device of the present invention can be used for an engine such as a vehicle engine.

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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)
  • Magnetically Actuated Valves (AREA)

Abstract

L’invention vise un dispositif de gestion de débit pour un moteur. Le dispositif ci-décrit possède un moyen de gestion de ralenti pour gérer la quantité d’air additionnel dans un circuit d’air additionnel contournant un papillon installé sur un circuit d’admission du moteur, et un bloc de dispositif placé au niveau d’un organe formant un circuit d’air pour réaliser le circuit d’admission d’air. Le moyen de gestion de ralenti comporte une électrovanne jouant le rôle d’actionneur, au moins un dispositif lié à l’électrovanne et au moteur étant conçu sous la forme d’un module dans le bloc dudit dispositif.
PCT/JP2006/311563 2005-06-06 2006-06-02 Dispositif de gestion de débit et dispositif d’admission d’air pour moteur WO2006132337A1 (fr)

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TWI391559B (zh) * 2010-08-30 2013-04-01 Sanyang Industry Co Ltd Intake vortex control system and method
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CN104153889A (zh) * 2014-08-10 2014-11-19 安徽省宁国新鼎汽车零部件有限公司 一种通气量可调型怠速控制阀
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JP2003074378A (ja) * 2001-08-31 2003-03-12 Keihin Corp エンジンの吸気量制御装置
JP2004092658A (ja) * 2003-11-06 2004-03-25 Keihin Corp エンジン用吸気量制御装置
WO2004088111A1 (fr) * 2003-03-28 2004-10-14 Yamaha Hatsudoki Kabushiki Kaisha Regulateur du regime de ralenti d'un moteur a combustion interne, regulateur de moteur a combustion et moteur a combustion interne

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JP2003074378A (ja) * 2001-08-31 2003-03-12 Keihin Corp エンジンの吸気量制御装置
WO2004088111A1 (fr) * 2003-03-28 2004-10-14 Yamaha Hatsudoki Kabushiki Kaisha Regulateur du regime de ralenti d'un moteur a combustion interne, regulateur de moteur a combustion et moteur a combustion interne
JP2004092658A (ja) * 2003-11-06 2004-03-25 Keihin Corp エンジン用吸気量制御装置

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