WO2007105546A1 - Dispositif de commande de moteur et vehicule a deux roues - Google Patents

Dispositif de commande de moteur et vehicule a deux roues Download PDF

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Publication number
WO2007105546A1
WO2007105546A1 PCT/JP2007/054347 JP2007054347W WO2007105546A1 WO 2007105546 A1 WO2007105546 A1 WO 2007105546A1 JP 2007054347 W JP2007054347 W JP 2007054347W WO 2007105546 A1 WO2007105546 A1 WO 2007105546A1
Authority
WO
WIPO (PCT)
Prior art keywords
isc
throttle
case
control device
intake
Prior art date
Application number
PCT/JP2007/054347
Other languages
English (en)
Japanese (ja)
Inventor
Osamu Miura
Daisuke Hamasaki
Original Assignee
Mikuni Corporation
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 Mikuni Corporation filed Critical Mikuni Corporation
Priority to EP07737894A priority Critical patent/EP1995435A4/fr
Priority to CN2007800074126A priority patent/CN101395360B/zh
Publication of WO2007105546A1 publication Critical patent/WO2007105546A1/fr

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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
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • 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
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • 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
    • 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

Definitions

  • the present invention relates to an engine control device and a moving body including the engine control device, and more particularly to a two-wheeled vehicle.
  • sensors slot opening sensor, pressure sensor, temperature sensor, cooling water temperature sensor
  • sensors are integrally installed in the throttle body, and multiple sensors are installed.
  • an electronic control device a throttle mechanism, a throttle adjustment motor, and a regenerative valve (purge valve) air amount sensor are formed on a throttle sleeve as a pre-assembled and pre-inspected component unit.
  • a sensor unit and a so-called ISC (Idle Speed Control) unit that controls the amount of air during idle rotation are disclosed (for example, see Patent Document 3).
  • Patent Document 1 Japanese Laid-Open Patent Publication No. 9-250374
  • Patent Document 2 Japanese Translation of National Publication No. 9-508954
  • Patent Document 3 Japanese Patent Laid-Open No. 2002-349397
  • the installation location of the collective input / output terminal for inputting / outputting various information to / from the sensor and supplying power in each case is limited. Will end up. That is, the collective input / output terminals must be installed outside the integrated throttle body and each case terminal itself, and are therefore connected to the space of the collective input / output terminals themselves and to the collective input / output terminals. Space for wiring must be secured outside the integrated throttle body and each case terminal itself, and as a whole, the space occupied by the engine control device increases, and other devices are installed. There was a problem of reducing the degree of freedom. In motorcycles, the location of the collective I / O terminals has become an important issue considering the restrictions on the body frame width and the damage caused by falling.
  • the integrated unit becomes larger due to the handling of the bypass air passage.
  • the shape of the o-ring and the like for sealing the passage becomes complicated, which causes an increase in the cost of the entire device, such as an increase in component costs and a decrease in assembly efficiency.
  • the present invention has been made to solve the above-described problems, and provides an engine control device that realizes downsizing and low cost, and a mobile body (particularly a motorcycle) including the engine control device. I want to do it. Means for solving the problem
  • an engine control device includes a throttle body having an intake passage, and a valve that opens and closes the intake passage, which is created in a separate process from the throttle body.
  • a TPS Thread Position Sensor
  • An intake pressure sensor that detects the pressure in the intake passage
  • a sensor unit that stores at least one sensor of the intake temperature sensor that detects the temperature of the intake passage.
  • ISC Inner Speed Control
  • At least one of the sensor unit 'case and the ISC unit' case and the throttle body are made of different materials. It is characterized by being.
  • the throttle body includes a throttle lever provided at one end of the throttle shaft for rotating the throttle shaft, At least one of the force of the sensor unit 'case and the ISC unit' case is attached to the other end side of the throttle shaft.
  • the engine control apparatus is characterized in that, in the above invention, a bypass air passage is formed in the throttle body.
  • the ISC unit includes: an ISC control valve that controls opening and closing of the bypass air passage; and a drive unit that drives the ISC control valve.
  • the ISC control valve moves in a two-dimensional direction above the slot shaft when the apparatus is mounted on a moving body, thereby opening and closing the bypass air passage. It is characterized by controlling.
  • the engine control device is the engine control device according to the above-described invention, such as the driving means 1S stepping motor and a rotating shaft that transmits the rotational driving of the stepping motor.
  • the ISC control valve includes a convex portion that contacts a predetermined position of the throttle body, and a spiral groove that is fitted by rotating with a spiral groove provided on the rotating shaft, When the rotation shaft rotates forward or backward, the predetermined position of the throttle body and the convex portion of the ISC control valve come into contact with each other to prevent the rotation of the ISC control valve, and the spiral
  • the ISC control valve moves in one of the longitudinal directions of the rotating shaft by holding the fitting with the spiral groove provided in the ISC control valve. .
  • the ISC control valve has a tip that is tapered with respect to the longitudinal direction of the rotating shaft, and moves in the longitudinal direction so that the ISC The opening and closing of the bypass air passage is controlled by adjusting a gap area generated between the control valve and the bypass air passage.
  • the engine control device is the throttle control shaft according to the above invention, wherein the drive means and the ISC control valve are viewed from above when the device is mounted on a moving body.
  • the opening and closing of the bypass air passage is controlled by driving so as to move in a direction substantially parallel to the longitudinal direction.
  • the engine control apparatus is the engine control apparatus according to the above-described invention, wherein the drive means and the ISC control valve are viewed from above when the present apparatus is mounted on a moving body.
  • the opening and closing of the bypass air passage is controlled by driving so as to move in a direction substantially perpendicular to the longitudinal direction.
  • the bypass passage has an upstream passage connected to at least an intake side of the throttle bore, and the driving means includes the ISC control.
  • the opening and closing of the bypass air passage is controlled by driving the valve so as to move in a direction substantially perpendicular to the longitudinal direction of the upstream passage.
  • the engine control device is characterized in that the bypass passage force S, an upstream passage connected to at least an intake side of the throttle bore, and a downstream passage connected to an exhaust side of the throttle bore. It is characterized by being bent and communicated at least three times from the upstream side passage to the downstream side passage.
  • the engine control device includes a slot body, a valve for opening and closing an intake passage formed in the throttle body, a throttle shaft attached to the valve, and the throttle shaft.
  • a rotation mechanism that rotates the intake passage, a TPS that detects a position of a valve that opens and closes the intake passage, an intake pressure sensor that detects a pressure in the intake passage, and an intake temperature sensor that detects the temperature of the intake passage
  • the ISC for controlling the amount of air during idle rotation, and disposed on the opposite side of the rotation mechanism across the TPS, the intake pressure sensor, the intake temperature sensor and ISC, and the intake passage It is characterized by that.
  • the rotating mechanism is an actuator that is rotated by a driving force from a driving source.
  • the engine control device is characterized in that, in the above-mentioned invention, the engine control device is driven by a lever operated by a wire connected to the turning mechanism force accelerator.
  • an engine control device includes a throttle body provided with an intake passage, and a TPS that is created in a separate process from the throttle body and detects a position of a valve that opens and closes the intake passage.
  • a sensor unit housing a sensor unit comprising at least one of an intake pressure sensor for detecting the pressure in the intake passage and an intake temperature sensor for detecting the temperature of the intake passage.
  • a motorcycle according to the present invention is characterized by including the engine control device of the present invention.
  • the sensor unit 'case and the ISC unit' case formed separately from the sensor unit 'case are separately attached to the throttle body. This makes it possible to reduce the overall size of the engine control device and make adjustments during installation easier, thereby reducing the size and cost. An effect is obtained that a moving body (especially a two-wheeled vehicle) including a gin control device and an engine device is obtained.
  • FIG. 1 is a front view showing an engine control apparatus that is effective in the present embodiment of the present invention.
  • FIG. 2 is a top view showing an engine control apparatus which is effective in the present embodiment of the present invention.
  • Fig. 3 is a right side view showing an engine control apparatus which is effective in the present embodiment of the present invention.
  • FIG. 4 is a left side view showing an engine control device that is effective in the present embodiment of the present invention.
  • FIG. 5 is a cross-sectional view taken along line AA in FIG.
  • Fig. 6-1 is a cross-sectional view along BB in Fig. 4.
  • Fig. 6-2 is a cross-sectional view along BB in Fig. 4.
  • Fig. 6-3 shows the ISC control valve 25 as seen from the C direction force.
  • FIG. 7 is a front view of the throttle body.
  • FIG. 8 is a left side view of the throttle body.
  • Fig. 9 is an exploded perspective view showing an engine control device which applies force to this embodiment of the present invention.
  • FIG. 10 is an explanatory view showing a bypass air passage.
  • FIG. 11 is an explanatory view showing a bypass air passage.
  • FIG. 12 is an explanatory view showing a bypass air passage.
  • FIG. 13 is an explanatory view (perspective view) showing another configuration example of the sensor unit 'case.
  • FIG. 14 is an explanatory view (perspective view) showing another configuration example of the sensor unit 'case. Explanation of symbols
  • Screw (ISC unit 'for fixing the case) Screw (sensor unit' for fixing the case) Screw (ISC unit 'for fixing the case) Screw (for fixing the bracket)
  • FIG. 1 is a front view showing an engine control device that works according to this embodiment of the present invention
  • FIG. 2 is a top view showing the engine control device that works according to this embodiment of the present invention
  • FIG. FIG. 4 is a right side view showing an engine control apparatus that works according to the present embodiment of the invention
  • FIG. 4 is a left side view showing the engine control apparatus that works according to the present embodiment of the invention.
  • the engine control device is a motorcycle with a particularly small displacement (for example, (50 to 250cc) for small engines, ISC unit 'case 2' for storing throttle body 1 and ISC unit (details will be described later) for controlling the air volume during idle rotation, and sensor unit (details will be described later) Sensor unit to store the case.
  • the sensor unit 'case 3 is created in a separate process from the slot body 1.
  • the ISC unit 'case 2' is also created in a separate process from throttle body 1.
  • the ISC unit.Case 2 is further attached to the throttle body 1 as a separate body from the sensor unit 'Case 3.
  • Throttle body 1 and ISC unit 'case 2' are different materials, for example, throttle body 1 is made of metal, more specifically, aluminum die casting, and ISC unit 'case 2 is made of resin. That's right.
  • throttle body 1 and sensor unit 'case 3 are made of different materials, for example, throttle body 1 is made of metal, more specifically, aluminum die casting, and sensor unit' case 3 is made of resin. It is good to be.
  • the ISC unit 'case 2' and the sensor unit 'case 3 may be made of the same material or different materials. Depending on the material of the ISC unit 'case 2 and sensor unit' case 3, the ISC unit 'case 2 and the above ISC unit and sensor unit' can be stored in the case 3 are made of materials with excellent heat insulation. It is possible to protect the sensor unit from thermal power.
  • the throttle body 1 and the ISC unit 'case 2 are separated from each other, and the throttle body 1 and the sensor unit' case 3 are separated from each other, so that the mechanical element and the electrical element are produced separately.
  • the production cost can be reduced and the performance after assembly can be improved.
  • ISC unit 'Case 2' and sensor unit 'Case 3 are made separately and assembled separately to throttle body 1, making adjustment work easier when assembled than when integrating them together. Can be done.
  • the throttle body 1 adopts a butterfly valve type, and the throttle lever 6 includes a return spring 7, a throttle valve 8, and a throttle valve 8 as a throttle shaft 19 (FIGS. 5, 6-1, and 6 described later).
  • Throttle screw 9, bracket 10, adjustment screw 11, nut 12 for adjustment screw 11, etc. are provided.
  • the bracket 10 for guiding the wire for rotationally driving the slot knob lever 6 includes screws 16 and 17. By this, the throttle body 1 is fixed.
  • the ISC unit 'case 2 is provided with a collective input / output terminal cover 4 that is formed integrally with the ISC unit' case 2 and accommodates the collective input / output terminals 5.
  • the input / output terminal force bar 4 of the collective input / output terminal force bar 4 faces the upstream side of the throttle body 1.
  • the wiring can be arranged more efficiently.
  • the ISC unit “case 2” is directly fixed to the throttle body 1 by screws 13 and 15 for fixing the ISC unit “case”.
  • the sensor unit “case 3” is directly fixed to the slot body 1 by the sensor unit “case fixing screws 14 and 18”.
  • the throttle body 1 includes the throttle lever 6 that rotates the throttle shaft 19 provided on one end of the throttle shaft 19, that is, on the right side in FIG.
  • the ISC unit “case 2” and the sensor unit “case 3” are attached to the other end of the slot shaft 19, that is, on the left side in FIG.
  • the slot shaft 19 rotates, it is possible to arrange both the ISC unit 'case 2 and the sensor unit case 3 in a position that does not hinder the rotation or only one case. And more space saving can be realized.
  • the TPS 29, the intake pressure sensor, the intake air temperature sensor 20 and the ISC unit 25 are arranged on the opposite side of the throttle lever 6 which is a rotation mechanism, with the throttle bear being the intake passage interposed therebetween. .
  • the throttle lever 6 that is a rotating mechanism may be an actuator that is rotated by a driving force from a driving source (not shown). Further, the throttle lever 6 may be driven by a lever operated by a wire connected to an accelerator (not shown).
  • FIG. 5 is a cross-sectional view taken along the line AA in FIG.
  • the right side of the slot nore bore is the upstream side, and the intake direction is from the right side to the left side.
  • Reference numeral 8 denotes a throttle valve. In FIG. 5, the throttle valve is almost fully closed. The throttle valve 8 force is rotated counterclockwise in FIG. 5 by the rotation of the throttle shaft 19 to enable intake.
  • Reference numeral 21 denotes a bypass air hole for securing intake when the throttle valve 8 is fully closed during idling.
  • the bypass air formed by the bypass air hole 21 is
  • the air passage 22 is formed on the upstream side and the downstream side of the intake air with the throttle valve 8 sandwiched between the throttle body 1 and communicates with the slot nore bore (see FIG. 12).
  • the engine control device which is the present device is more preferably provided above the slot shaft 19 when mounted on a mobile body (especially a two-wheeled vehicle).
  • FIGS. 6-1 and 6-2 are cross-sectional views taken along the line BB in Figure 4.
  • FIG. 6-3 is a view of the IS C control valve 25 as viewed from the direction C (left side of FIG. 6-1).
  • reference numeral 23 denotes an ISC stepper motor
  • the ISC unit 'case 2 stores the ISC unit.
  • the ISC unit includes an ISC control valve 25 and an ISC stepper motor 23 that drives the ISC control valve 25.
  • Reference numeral 26 is a bypass air passage, and 27 is a screw for fixing the ISC stepper motor 23.
  • the screw 27 fixes the ISC stepper motor 23 to the throttle body 1.
  • the ISC stepper motor 23 can drive the rotary shaft 28 forward and backward by being driven and controlled. A spiral groove is provided on the surface of the rotary shaft 28.
  • the ISC control valve 25 includes a front end portion 25-1 and a rear end portion 25-2.
  • the tip portion 25-1 has a shape (a shape similar to a triangular pyramid) having a tapered portion toward the convex portion at the tip end.
  • the rear end portion 25-2 is provided with a convex portion surrounding the circumference having a diameter longer than that of the bottom portion of the triangular pyramid shape of the front end portion 25-1.
  • a spring may be provided in the space in which the ISC control valve 25 moves. By providing a spring, the ISC control valve 25 can be opened and closed more reliably.
  • the inside of the ISC control valve 25 has a spiral shape similar to that of the spiral groove of the rotary shaft 28 so as to be fitted to the spiral groove of the rotary shaft 28.
  • a fitting hole 25_4 in which a groove is formed is provided.
  • the outer periphery of the ISC control valve 25 has a convex portion 25-3. This convex portion 25-3 is in contact with the rotation preventing portion 24 shown in FIG. 8, and prevents the ISC control valve 25 from rotating in accordance with the rotation of the rotating shaft 28.
  • the ISC stepper motor 23 rotates with the spiral groove inside the ISC control valve 25.
  • the ISC stepper motor 23 is fixed to the slot body 1 with the screw 27 while the ISC control valve 25 is inserted into the insertion hole provided in the throttle body 1 with the spiral groove of the shaft 28 fitted.
  • the rear end partial force of the ISC control valve 25 abuts against the anti-rotation part 24 (see Fig. 6-1, Fig. 6-2, and Fig. 8) provided on the throttle body 1, and the ISC control valve 25 rotates. Will not be performed.
  • FIG. 8 is a left side view of the throttle body.
  • reference numeral 57 denotes a screw hole for fixing the ISC stepper motor 23, and two are provided around the hole into which the ISC control valve 25 is inserted. Further, a rotation preventing portion 24 for preventing the rotation of the ISC control valve 25 is provided in the hole for inserting the ISC control valve 25. Both are provided on the throttle body 1
  • the anti-rotation portion 24 is a groove having a substantially oval cross section as shown in FIG. 8, and a portion having a short diameter has a convex portion 25-3 slightly larger than the rear end portion 25-2. It is shorter than the diameter considering the above. Therefore, when the ISC control valve 25 is inserted into the insertion hole of the slot body 1, the rear end portion 25-2 has a force convex portion 25-3 that can be fitted into the oval portion. It is designed so that it cannot be rotated while being inserted into the part. With this configuration, the ISC control valve 25 is prevented (suppressed).
  • the ISC control valve 25 is not rotated by the force rotation prevention unit 24 that is arranged so as to be movable in the longitudinal direction of the rotating shaft 28. Therefore, when the rotating shaft 28 is rotated in a predetermined direction.
  • the ISC control valve 25 moves along the longitudinal direction of the rotary shaft 28 in a direction approaching the ISC stepper motor 23, and the rotary shaft 28 is rotated in the direction opposite to the predetermined direction.
  • 25 is an ISC stepper motor 23 along the longitudinal direction of the rotary shaft 28. Force Move away.
  • the ISC control valve 25 moves in a direction away from the ISC stepper motor 23, and at a predetermined position, the tapered portion of the ISC control valve 25 comes into contact with the bypass air passage.
  • Figure 6-2 shows this state. In this state, the no-pass air passage is blocked and the air flow is blocked.
  • the distance between the bypass air passage and the convex portion of the ISC control valve 25 is increased according to the amount of movement.
  • the opening and closing of the bypass air passage 60 can be controlled simply by controlling the rotational drive of the ISC stepper motor 23. (See Figure 6_1). That is, the opening / closing of the bypass air passage 60 and the opening amount can be controlled by the rotation direction and the rotation amount of the ISC stepper motor 23.
  • the ISC control valve 25 When the ISC control valve 25 is viewed from above when mounted on a moving body such as a motorcycle such as a motorcycle, that is, the longitudinal direction of the slot shaft 15 in the top view of FIG. By driving in a direction substantially parallel to (horizontal direction in Fig. 2), the opening and closing of the bypass air passage is controlled.
  • the throttle bore of the throttle bore By driving in a direction substantially perpendicular to the longitudinal direction (vertical direction in Fig. 2), the opening and closing of the bypass air passage is controlled.
  • FIG. 7 is a front view of the throttle body
  • FIG. 8 is a left side view of the throttle body.
  • the ISC unit 'case 2 and the unit in the case are removed, and the force and sensor unit' case 3 and each sensor in the case are removed (however, part of the TPS2 9 is the throttle shaft 19 In a state of being mounted on).
  • reference numeral 29 is TPS.
  • reference numeral 50 is an intake pressure sensor hole
  • 51 is an intake air temperature sensor hole
  • 53 and 55 are screw holes for fixing the ISC unit 'case 2
  • 54 and 58 is a screw hole for fixing the sensor unit “case 3”.
  • reference numeral 20 denotes an intake air temperature sensor. This is the tip of the intake air temperature sensor that protrudes into the throttle bore through the use hole 51.
  • FIG. 9 is an exploded perspective view showing an engine control device that is useful in the present embodiment of the present invention.
  • reference numeral 30 is a ring
  • reference numeral 31 is a washer
  • reference numeral 32 is a spring washer for the throttle shaft 19
  • reference numeral 33 is a nut for the throttle shaft 19
  • reference numeral 34 is It is a packing
  • the symbol 35 is a seal
  • the symbol 36 is a ring.
  • the ISC unit 'case 2 is attached to the throttle body 1 via the O-ring 30 to protect the ISC stepper motor 23 from dust and moisture.
  • the ISC control valve 25 can be rotated more smoothly.
  • the throttle lever 6 can be securely fixed to the throttle shaft 19 by using the spring washer 32 for the throttle shaft 19 and the nut 33 for the throttle shaft 19.
  • the packing 34 and seal 35 protect against dust and moisture TPS28 entering from the throttle bore side.
  • the ring 36 can turn the throttle shaft more smoothly.
  • FIG. 10 to 12 are explanatory views showing the bypass air passage
  • FIG. 10 is a front view showing the engine control device as in FIG. 1
  • FIG. 11 is a view of the engine control device as in FIG.
  • FIG. 12 is a cross-sectional view taken along the line AA of FIG.
  • reference numeral 22 is an upstream bypass air passage
  • reference numeral 61 is a downstream bypass air passage
  • reference numerals 26 and 60 are upstream bypass air passage 22 and downstream bypass air passage.
  • This is a bypass air passage (intermediate bypass air passage) that connects passage 61.
  • the intermediate bypass air passages 26 and 60 are orthogonal to each other, have a slightly inverted L shape, and are connected substantially perpendicularly to the upstream bypass air passage 22 in the lower left and in the upper right. It is connected to the downstream bypass air passage 61.
  • the bypass air passage includes at least the upstream bypass air passage 22 connected to the intake side of the throttle bore and the downstream bypass air passage connected to the exhaust side of the throttle bore. It has a passage 61 and is bent and communicated at least three times or more by passing the intermediate bypass air passages 26 and 60 from the upstream bypass air passage 22 to the downstream bypass air passage 61.
  • the bypass air passage hole can be created more easily. Further, the air volume can be adjusted more easily by the ISC control valve 25 by bending it into an inverted L shape as described above.
  • FIG. 13 is an explanatory view (perspective view) showing another configuration example of the sensor unit 'case.
  • the sensor unit 'case 101 has a collective I / O terminal cover 102, an intake air temperature sensor 103, a TPS104, an intake pressure sensor 105, and screw holes (for sensor unit' case fixing) 106, 107.
  • the screw hole 106 corresponds to the screw hole 54 force screw hole 107 shown in FIG. 8 and the screw hole 58 shown in FIG.
  • This sensor unit 'case 101 can be attached to the throttle body 1 instead of the sensor unit' case 3 described above.
  • the arrow in the C direction is the mounting surface.
  • the A direction arrow is the upstream side of the throttle bore, and the B direction arrow is the downstream side of the throttle bore.
  • One of the features of this sensor unit 'case 101 is that the collective input / output terminal housed in the collective input / output terminal cover 102 faces the upstream side of the throttle bore (that is, the arrow A direction). is there.
  • FIG. 14 is an explanatory view (perspective view) showing still another configuration example of the sensor unit 'case.
  • FIG. 14 shows an example in which the sensor unit of FIG.
  • the collective input terminal cover 102 is arranged on the lower side as shown in Fig. 13, and the collective input terminal cover is arranged on the upper side as shown in Fig. 14. May be.
  • the intake air temperature sensor 103 is disposed upstream of the slot valve 8 and the intake pressure sensor 105 is disposed downstream of the slot valve 8.
  • the sensor unit 'case 101 that stores at least one sensor of the TPS, the intake pressure sensor, and the intake air temperature sensor, which is created in a separate process from the slot body 1, and the throttle For the body 1, the sensor unit Mounting unit (screw not shown), and the sensor unit case 101 has a collective input terminal cover 102 for housing a collective input terminal (not shown), and the collective input terminal cover Since the input part is arranged toward the upstream side of the throttle body 1, that is, the upstream side of the slot nore bore, the wiring can be easily routed upstream of the throttle bore and the degree of freedom of wiring is increased. Therefore, the wiring layout can be made more efficient.
  • the TPS, the intake pressure sensor, and the intake air temperature which are created in separate processes from the throttle body having the intake passage and the throttle body 1, are described.
  • a sensor unit that houses a sensor unit consisting of at least one sensor of the sensor; a sensor unit created in a separate process from Case 3 and Slot Nore Body 1; an ISC unit 'case that is separate from Case 3 2 and the throttle body 1 are equipped with screws 13, 14, 15, 18 as mounting means for mounting the sensor unit case 3 and the ISC unit 'case 2 respectively.
  • the sensor unit 'Case 3 and the ISC unit' Case 2 can be assembled separately to the throttle body 1, thus further improving assembly efficiency. Can be made.
  • the throttle shaft 19 is provided with the throttle lever 6 at one end, and is attached to the other end of the sensor unit 'case 3 and ISC unit' case 2 force throttle shaft 19. Therefore, it does not hinder the rotation of the throttle lever 6, and the bypass air path for controlling the air amount during idling by the ISC unit does not have to be routed. Only the size of the entire engine control device can be suppressed.
  • the ISC control valve 25 is configured such that the tip 25-1 is tapered with respect to the longitudinal direction of the rotary shaft 28, and moves in the longitudinal direction. Since the opening and closing of the bypass air passage is controlled by adjusting the clearance area formed between the air passage 25 and the bypass air passage 60, the rotational amount of the ISC stepper motor 23 can be controlled to control the amount of air with high accuracy. Adjustments can be made.
  • the engine control device is useful for use in a moving body including an internal combustion engine such as a two-wheeled vehicle, and is particularly suitable for use in a small engine having a displacement.

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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)

Abstract

La présente invention concerne un dispositif de commande de moteur qui possède un corps de papillon (1) pourvu d'un passage d'admission d'air, un boîtier d'unité de capteur (3) qui est préparé dans un procédé séparé de celui du corps de papillon (1) et reçoit une unité de capteur, un boîtier d'unité ISC (2) pour recevoir un moteur pas-à-pas ISC (23) et des soupape de commande ISC (25-1, 25-2) qui sont préparés dans des procédés séparés de celui pour le corps de papillon (1), qui sont des corps séparés du boîtier d'unité de capteur (3), et qui commandent la quantité d'air dans la vitesse de ralenti, et des vis (13, 14, 15, 18) pour fixer individuellement le boîtier d'unité de capteur (3) et le boîtier d'unité ISC (2) au corps de papillon (1).
PCT/JP2007/054347 2006-03-07 2007-03-06 Dispositif de commande de moteur et vehicule a deux roues WO2007105546A1 (fr)

Priority Applications (2)

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EP07737894A EP1995435A4 (fr) 2006-03-07 2007-03-06 Dispositif de commande de moteur et vehicule a deux roues
CN2007800074126A CN101395360B (zh) 2006-03-07 2007-03-06 发动机控制装置以及双轮车

Applications Claiming Priority (2)

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JP2006061641A JP2007239560A (ja) 2006-03-07 2006-03-07 エンジン制御装置および二輪車
JP2006-061641 2006-03-07

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WO2007105546A1 true WO2007105546A1 (fr) 2007-09-20

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JP (1) JP2007239560A (fr)
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JP2009287476A (ja) * 2008-05-29 2009-12-10 Honda Motor Co Ltd 汎用エンジンの吸気制御装置

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JP2010255572A (ja) * 2009-04-27 2010-11-11 Keihin Corp スロットルボディ半製品の成形用金型装置
JP5235797B2 (ja) * 2009-06-22 2013-07-10 本田技研工業株式会社 スロットルボディのカプラ配置
JP5889106B2 (ja) * 2012-05-24 2016-03-22 株式会社ミクニ ロータリ式バルブ
JP6125297B2 (ja) * 2013-04-01 2017-05-10 株式会社ケーヒン バイパス制御装置付きスロットルボディ組立体
CN105008711B (zh) * 2013-03-14 2017-11-17 株式会社京浜 带旁通控制装置的节气门体组装体
JP6144233B2 (ja) * 2014-06-03 2017-06-07 愛三工業株式会社 車両用スロットル弁制御装置
JP6788712B1 (ja) * 2019-08-23 2020-11-25 株式会社ケーヒン 電動アクチュエータ及び該電動アクチュエータを用いた吸気制御装置
JP7444616B2 (ja) * 2020-01-17 2024-03-06 株式会社ミクニ スロットル装置

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JP2009287476A (ja) * 2008-05-29 2009-12-10 Honda Motor Co Ltd 汎用エンジンの吸気制御装置

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EP1995435A4 (fr) 2011-12-07
JP2007239560A (ja) 2007-09-20
CN101395360A (zh) 2009-03-25
EP1995435A1 (fr) 2008-11-26
CN101395360B (zh) 2011-08-10

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