WO2020144788A1

WO2020144788A1 - Electronic controlled throttle device

Info

Publication number: WO2020144788A1
Application number: PCT/JP2019/000418
Authority: WO
Inventors: 大輔濱崎
Original assignee: 株式会社ミクニ
Priority date: 2019-01-10
Filing date: 2019-01-10
Publication date: 2020-07-16
Also published as: JPWO2020144788A1; JP7269262B2

Abstract

An electronic controled throttle device is provided with: a first throttle body (2) in which a pair of first throttle bores (2a, 2b) is formed and first throttle valves (9, 10) are disposed inside the first throttle bores (2a, 2b), respectively, and in which the respective first throttle valves (9, 10) are separately fixed to a pair of throttle shafts (8) disposed adjacent to each other on one side and the other side in a cylinder line-up direction to be opened and closed; a pair of motors (14) which is disposed at positions overlapped with the respective first throttle bores (2a, 2b) of the first throttle body (2) in the cylinder line-up direction; a pair of gear units (7) which is disposed on both sides of the first throttle body (2) in the cylinder line-up direction and transmits rotation of the respective motors (14) to the throttle shafts (8); and second throttle bodies (3, 4) which are disposed adjacent to one side of the first throttle body (2), in which single second throttle bores (3a, 4a) are formed and second throttle valves (11, 12) are disposed inside the single second throttle bores (3a, 4a), respectively, and in which the second throttle valves (11, 12) are fixed to the throttle shafts (8) disposed on the one side to be opened and closed.

Description

Electronically controlled throttle device

The present invention relates to an electronically controlled throttle device.

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

Furthermore, as shown in FIGS. 3 and 5 of Patent Document 1, for example, an electronically controlled throttle device has been proposed in which the throttle bores are divided into two groups and individually opened and closed by a motor via a gear unit. In this electronically controlled throttle device, for example, when a straddle-type vehicle that is running is shifted to acceleration, the throttle valve of the second group is controlled to open with a time difference to smoothly increase the intake air amount, thereby increasing the output of the entire engine. It is considered that the fine adjustment of can be easily performed.

JP, 2016-109080, A

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

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

In the configuration shown in FIG. 5 of Patent Document 1, the throttle bores of the #2 and #3 cylinders are largely separated by disposing a pair of gear units between both throttle bodies. For example, when the axis lines of the cylinders #1 to #4 are arranged at equal intervals in the cylinder row direction in which the cylinders of the engine are lined up, the axis lines of the throttle bores of the #1 and #4 cylinders are # Even if the axes of the cylinders of the #1 and #4 cylinders match, the axis of the throttle bore of the #2 cylinder is offset from the position of the cylinder of the #2 cylinder to the #1 side, and conversely #3. The axis of the throttle bore of the cylinder is offset from the position corresponding to the axis of the cylinder of the #3 cylinder to the #4 side.

The purpose of increasing the number of electronically controlled throttle devices is, for example, to improve the engine performance by reducing the intake resistance. However, if the throttle bore is arranged in an offset manner as described above, intake resistance increases and It becomes a factor that hinders the improvement of engine performance due to serialization.
In the following description, when describing the positional relationship between the axis of the cylinder and the axis of the throttle bore in the cylinder arranging direction, the description of the “axis” is omitted, and the positional relationship between the cylinder and the throttle bore is simply described. Shall be expressed. Therefore, for example, "the cylinder and the throttle bore are in agreement" means that the axis of the cylinder and the axis of the throttle bore are in agreement.

The present invention has been made to solve such a problem, and an object of the present invention is to prevent interference with a vehicle body frame without forcibly changing the shape of the vehicle body frame, An object of the present invention is to provide an electronically controlled throttle device that can arrange a throttle bore at an appropriate position with respect to a cylinder.

In order to achieve the above object, the electronically controlled throttle device of the present invention is provided with a pair of first throttle bores, and a first throttle valve is disposed inside each of the first throttle bores. A first throttle body in which each first throttle valve is individually fixed to a pair of throttle shafts disposed adjacent to each other on the other side to open and close, and a pair of first throttle bores in the cylinder row arrangement direction. A pair of motors arranged at overlapping positions, and a pair of gear units arranged on both sides of the first throttle body in the cylinder arrangement direction and transmitting rotations of the pair of motors to a pair of throttle shafts, respectively. The first throttle body is disposed adjacent to one side thereof, the second throttle bore is formed therein, the second throttle valve is disposed therein, and the second throttle valve is disposed on the one side of the second throttle valve. And a second throttle body whose throttle valve is fixed and opened and closed.

As another aspect, a pair of first case members each having a motor accommodating portion are integrally formed on both sides of the first throttle body, and the motor is accommodated in the motor accommodating portion, and each of the pair of first case members has a pair of first case members. It may further include a pair of second case members that are coupled to each other and that house a gear train therein to form a gear unit.

As another aspect, a pair of first case members, which are detachable from both sides of the first throttle body, and each of which has a motor accommodating portion for accommodating a motor, and a pair of first case members, respectively. A pair of second case members that are coupled to each other and house a gear train inside to form a gear unit are further provided, and the second case member located on one side can be attached to and detached from the second throttle body. May be

As another aspect, the third throttle valve is disposed adjacent to the other side of the first throttle body, the third throttle bore is formed therein, and the third throttle valve is disposed therein, and the third throttle valve is disposed on the other side. A third throttle body may be further provided, which is opened and closed by fixing a third throttle valve to the throttle shaft.

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

According to the electronically controlled throttle device of the present invention, it is possible to prevent interference with the vehicle body frame without forcibly changing the shape of the vehicle body frame, and to dispose the throttle bore at an appropriate position for each cylinder on the engine side. You can

It is the front view which looked at the electronically controlled throttle device of a 1st embodiment from the air cleaner side. FIG. 3 is an exploded perspective view showing a #2/#3 throttle body, a #1 throttle body, a gear unit, and a motor housing portion. FIG. 3 is a schematic side view showing an electronically controlled throttle device when mounted on an engine mounted on a motorcycle. FIG. 4 is a view on arrow A of FIG. 3. It is the front view which looked at the electronically controlled throttle device of a 2nd embodiment from the air cleaner side. FIG. 3 is an exploded perspective view showing a #2/#3 throttle body, a #1 throttle body, a gear unit, and a motor housing portion.

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

Overall, the electronically controlled throttle device 1 has three throttle bodies 2 to 4 arranged in parallel in the cylinder row direction by integrating the throttle bodies of the #2 and #3 cylinders. Hereinafter, those corresponding to the #2 and #3 cylinders are referred to as the #2 and #3 throttle bodies 2, those corresponding to the #1 cylinder are referred to as the #1 throttle body 3, and those corresponding to the #4 cylinder are #4. It is called the throttle body 4.

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

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

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

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

On the left side surface of the #2 area 2c of the #2 and #3 throttle body 2, a first case member 2e that opens to the left is integrally formed. The first case member 2e has a motor described later. A cylindrical motor accommodating portion 2f for accommodating 14 bulges rightward and is integrally formed. A second case member 5 that opens to the right is disposed between the #2 and #3 throttle body 2 and the #1 throttle body 3, and is fastened to the first case member 2e with a screw 6. There is. As will be described later in detail, a gear train 19 is housed inside both

case members

2e and 5, and a gear unit 7 is constituted by these

case members

2e and 5 and the gear train 19.

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

A first case member 2e that opens to the right is integrally formed on the right side surface of the #3 region 2d of the #2 and #3 throttle body 2, and the first case member 2e will be described later. A cylindrical motor housing portion 2f for housing the motor 14 is integrally formed by bulging leftward. A second case member 5 opening leftward is provided between the #2 and #3 throttle body 2 and the #4 throttle body 4, and is fastened to the first case member 2e with a screw 6. There is. As will be described later in detail, a gear train 19 is housed inside both

case members

2e and 5, and a gear unit 7 is constituted by these

case members

2e and 5 and the gear train 19.

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

The throttle shaft 8 is arranged in the #2 area 2c of the #2 and #3 throttle body 2 while penetrating the #2 throttle bore 2a, and the #3 area 2d also penetrates the #3 throttle bore 2b. The throttle shaft 8 is arranged in this state.
As a result, since both throttle shafts 8 are arranged adjacent to each other in the cylinder row installation direction and on the same axis, the cylinder row installation direction can be said to be the throttle axis direction. A #2 throttle valve 9 is provided in the #2 throttle bore 2a, a #3 throttle valve 10 is provided in the #3 throttle bore 2b, and they are fixed to the corresponding throttle shafts 8 with screws 21. There is.

The throttle shaft 8 on the side of the #2 region 2c is extended leftward, penetrates the #1 throttle bore 3a of the #1 throttle body 3 through the shaft hole 5a of the second case member 5, and Each of both ends is rotatably supported by the #1 throttle body 3 and the #2 and #3 throttle bodies 2. A #1 throttle valve 11 is provided in the #1 throttle bore 3a and is fixed to the throttle shaft 8 with a screw 21. As a result, the #2 throttle valve 9 and the #1 throttle valve 11 are opened and closed with the rotation of the throttle shaft 8 on the #2 region 2c side.

The throttle shaft 8 on the #3 region 2d side is extended to the right, penetrates the #4 throttle bore 4a of the #4 throttle body 4 through the shaft hole 5a of the second case member 5, and Each of both ends is rotatably supported by the #4 throttle body 4 and the #2 and #3 throttle bodies 2. A #4 throttle valve 12 is disposed in the #4 throttle bore 4a and is fixed to the throttle shaft 8 with a screw 21. As a result, the #3 throttle valve 10 and the #4 throttle valve 12 are opened and closed with the rotation of the throttle shaft 8 on the #3 region 2d side.

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

As shown in FIG. 2, the motor 14 is housed in the motor housing portion 2f formed on the left first case member 2e. Since the motor housing portion 2f has a shape that bulges rightward as described above, the internal motor 14 is arranged at a position overlapping the #2 throttle bore 2a in the cylinder row direction.

The output shaft 14a of the motor 14 projects into the first and

second case members

2e, 5 and the drive gear 15 is fixed. The drive gear 15 meshes with a large-diameter input gear 17a of an intermediate gear 17 rotatably supported by a gear shaft 16, and a small-diameter output gear 17b of the intermediate gear 17 has a fan shape with the throttle shaft 8 fixed therethrough. It engages with the driven gear 18 to be formed. The drive gear 15, the intermediate gear 17, and the driven gear 18 constitute a gear train 19 of the gear unit 7.

The rotation of the motor 14 is decelerated by the gear train 19 and transmitted to the throttle shaft 8 on the #2 region 2c side, and resists the torsion spring 20 wound around the driven gear 18 to prevent the #2 throttle valve 9 and the #1 throttle. The valve 11 and the valve 11 are opened and closed according to the rotation direction of the motor 14.

Also, the motor 14 is housed in the motor housing portion 2f formed in the first case member 2e on the right side. Since the motor housing portion 2f has a shape that bulges to the left as described above, the internal motor 14 is arranged at a position overlapping the #3 throttle bore 2b in the cylinder row direction.

Hereinafter, since the internal structure is the same as that of the first and

second case members

2e and 5 on the left side, a description will be given with the same member numbers, and the output shaft 14a of the motor 14 includes the first and second case members 2e. The drive gear 15 is fixed so as to project into the inside of the drive gears 5. The drive gear 15 meshes with a large-diameter input gear 17a of an intermediate gear 17 rotatably supported by a gear shaft 16, and a small-diameter output gear 17b of the intermediate gear 17 has a fan shape with the throttle shaft 8 fixed therethrough. It engages with the driven gear 18 to be formed. The drive gear 15, the intermediate gear 17, and the driven gear 18 constitute a gear train 19 of the gear unit 7.

The rotation of the motor 14 is decelerated by the gear train 19 and transmitted to the throttle shaft 8 on the #3 region 2d side, resisting the torsion spring 20 wound around the driven gear 18, and the #3 throttle valve 10 and the #4 throttle. The valve 12 and the valve 12 are opened and closed according to the rotation direction of the motor 14.

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

Similarly, the part sandwiched between the #4 throttle bore 4a and the #3 throttle bore 2b of the other first case member 2e is set to be slightly smaller than the gap S. Therefore, after the other gear unit 7 is arranged between the #4 throttle bore 4a and the #3 throttle bore 2b, the #3 throttle bore 2b is aligned with the cylinder of the #3 cylinder in the cylinder arranging direction. The 4th throttle bore 4a coincides with the cylinder of the #4 cylinder.

Since the gear unit 7 is not arranged between the #2 throttle bore 2a and the #3 throttle bore 2b, there is space in the cylinder row direction. Therefore, the #2 area 2c and the #3 area 2d are connected to each other via the connection area 2g, so that the gap S between the #2 throttle bore 2a and the #3 throttle bore 2b becomes smaller than the #1 throttle bore 3a. The clearance S between the #2 throttle bore 2a and the clearance S between the #3 throttle bore 2b and the #4 throttle bore 4a is kept the same. Further, the motor housing portion 2f in the #2 area 2c and the motor housing portion 2f in the #3 area 2d are separated from each other in the cylinder row installation direction, but have a cylindrical shape integrally formed in the connection area 2g and extending in the cylinder row installation direction. They are connected to each other via a hollow cross section 22.

An injector 23 is attached to each of the throttle bores 2a, 2b, 3a, 4a of the throttle bodies 2-4, and the tip of each injector 23 is inserted into each throttle bore 2a, 2b, 3a, 4a and directed toward the engine side. ing. A delivery pipe 25 is supported from each throttle body 2 to 4 through a bracket 24, and the delivery pipe 25 extends in the cylinder row direction and is connected to each injector 23.

FIG. 3 is a schematic side view showing the electronically controlled throttle device 1 when it is mounted on an engine mounted on a motorcycle, and FIG. 4 is a view on arrow A of FIG.
The engine 31 is mounted on the motorcycle in a forwardly leaning posture, and a pair of left and right body frames 32 are installed in the front-rear direction above the motorcycle 31 as shown in FIG. 4, and a fuel tank (not shown) is arranged on these body frames 32. It is set up. One end of each throttle bore 2a, 2b, 3a, 4a of the electronically controlled throttle device 1 is connected to the intake port 31a of each cylinder of the engine 31, and the other end of each throttle bore 2a, 2b, 3a, 4a is connected. A common air cleaner 33 is connected.

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

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

Under this condition, when a pair of gear units is arranged between the throttle bores of the #2 and #3 cylinders as in the electronically controlled throttle device shown in FIG. Gear unit does not fit. For this reason, it is necessary to enlarge the gap S, and as a result, the throttle bores of the #2 and #3 cylinders are largely separated from each other, and the cylinders are offset according to the corresponding cylinder.

In the present embodiment, a single gear unit 7 is individually arranged between the #1 throttle bore 3a and the #2 throttle bore 2a and between the #3 throttle bore 2b and the #4 throttle bore 4a. There is. Therefore, the adjacent throttle bores 3a, 2a, 2b, 4a can be arranged without increasing the interval.

Moreover, since the gap S formed between the throttle bores 3a, 2a, 2b, 4a can be regarded as a dead space, even if the gear unit 7 is arranged, no harmful effect occurs. As a result, all the throttle bores 3a, 2a, 2b, 4a of the #1 to #4 cylinders can be arranged so as to match the cylinders on the engine 31 side, and, for example, the engine performance can be improved by reducing the intake resistance.

Further, as a result of such arrangement of the gear unit 7, it is not necessary to arrange the gear unit 7 between the #2 throttle bore 2a and the #3 throttle bore 2b. When the gear unit 7 is arranged between the throttle bores 2a, 2a, it is necessary to separately provide a throttle body. However, since the arrangement is not necessary, the #2 and #3 having the throttle bores 2a, 2b of a pair of cylinders are provided. It can be integrated as the throttle body 2. As a result, the first to third throttle bodies 2 to 4 can be manufactured with a total of three molds, and the manufacturing cost can be reduced.
Although it is necessary to manufacture the second and

third throttle bodies

3 and 4 individually, it is necessary to design them because they have the same structure which is plane-symmetrical with respect to the plane orthogonal to the cylinder row direction. Can be reduced, which also greatly contributes to the manufacturing cost.

In addition, in a general electronically controlled throttle device, as shown in FIGS. 3 to 5 of Patent Document 1, the throttle shaft is individually supported for each independent throttle body. On the other hand, in the present embodiment, the #2 and #3

throttle valves

9 and 10 provided in the common #2 and #3 throttle body 2 are intentionally fixed to different throttle shafts 8 so that they can be opened and closed individually. At the same time, the throttle shafts 8 are extended to the right and left sides and used to open and close #1 and #4

throttle valves

11 and 12 provided on

different throttle bodies

3 and 4, respectively. Since such an irregular structure is adopted, it is possible to achieve the above-described appropriate arrangement of the throttle bores 3a, 2a, 2b, 4a and the effect of cost reduction.

On the other hand, the #2 region 2c and the #3 region 2d of the #2 and #3 throttle body 2 are integrally formed with a motor housing portion 2f as a part of the first case member 2e. It is separated in the cylinder row direction. However, since the two motor accommodating portions 2f are connected and integrated with each other through the hollow cross-section portion 22 formed in the connecting region 2g, their rigidity is improved. When the motor 14 receives a reaction force and is displaced in position when opening and closing the #2 and #3

throttle valves

9 and 10, the displacement of the motor 14 is directly linked to an error in the throttle opening, but the motor housing 2f keeps the motor 14 in a fixed position. Therefore, such a situation can be prevented and the accuracy of throttle opening control can be improved.

Further, as described above, the motors 14 in the motor accommodating portion 2f are arranged at positions overlapping the #2 throttle bore 2a and the #3 throttle bore 2b in the cylinder array direction. In other words, as can be seen from FIG. 1, the #2 and #3 throttle bodies 2 and the gear units 7 on both sides are housed within the left and right width without protruding to the left and right.

In the mounted state on the motorcycle shown in FIG. 4, a body frame 32 is installed on the left and right sides of the electronically controlled throttle device 1 in the front-rear direction, and in the state of FIG. The protruding motor and gear unit interfere with the body frame 32. On the other hand, in the present embodiment, the arrangement of the gear units 7 and the motors 14 as described above prevents interference with the vehicle body frame 32, so that it is possible to avoid an unreasonable change in the shape of the vehicle body frame 32, and thus it is appropriate. The frame shape can be maintained.

By the way, the above-described arrangement in which the throttle bores 3a, 2a, 2b, 4a are aligned with the cylinders on the engine 31 side in the cylinder arrangement direction is intended to improve engine performance. Apart from this, there is also a demand for space saving in the cylinder row direction. This is because if the electronically controlled throttle device 1 becomes long in the cylinder row direction, it becomes difficult for the driver to straddle the seat of the motorcycle.
In order to satisfy such a demand, the connection area 2g of the #2 and #3 throttle bodies 2 may be narrowed so that the #2 throttle bore 2a and the #3 throttle bore 2b are brought close to each other. Further, the #1 and #4

throttle bodies

3 and 4 may be brought close to the #2 and #3 throttle bodies 2 within a range in which the gear unit 7 can be arranged in each gap S.

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

[Second Embodiment]
Next, a second embodiment in which the present invention is embodied in another electronically controlled throttle device 41 will be described.
The difference from the electronically controlled throttle device 1 of the first embodiment is that the gear unit 7 and the motor accommodating portion 43a can be attached to and detached from the

throttle bodies

42, 3, 4, and other configurations are the same as those of the first embodiment. It is common to the embodiments. Therefore, the same components are denoted by the same member numbers, and the description thereof will be omitted. Differences will be mainly described.

FIG. 5 is a front view of the electronically controlled throttle device 41 of the second embodiment as seen from the air cleaner 33 side, and FIG. 6 is an exploded view showing the #2 and #3 throttle bodies, the #1 throttle body, the gear unit 7 and the motor housing portion 2f. It is a perspective view.
The #2 region 42c and the #3 region 42d of the #2 and #3 throttle body 42 basically have a cylindrical shape corresponding to the respective #2 throttle bore 42a and #3 throttle bore 42b. The connecting area 42e connecting the #2 area 42c and the #3 area 42d has a plate shape including the throttle shaft 8. In addition, the point that the throttle shaft 8 is individually penetrated through each of the #2 throttle bore 42a and the #3 throttle bore 42b, and the #2 and #3

throttle valves

9 and 10 are fixed, respectively. The same is true.

The first case member 43 is provided as a separate member on each of the left and right sides of the #2 and #3 throttle body 42. Basically, the shape of the first case member 43 is the same as that of the first embodiment, and the first case member 43 has a shape that opens toward the corresponding second case member 5 side and has a cylindrical motor housing portion 43a. Are integrally formed. A shaft hole 43b through which the throttle shaft 8 is inserted is formed through each first case member 43, and boss portions 42f centering on the throttle shaft 8 are integrally formed on both left and right sides of the #2 and #3 throttle bodies 42. Has been done. Each of the first case members 43 is positioned by fitting the shaft hole 43b into the boss portion 42f of the #2 and #3 throttle body 42, and is fastened to the #2 and #3 throttle body 42 with screws 44. ing.

The second case member 5 is fastened to each of the first case members 43. Further, the #1 throttle body 3 is fastened to the second case member 5 on the left side, and the #4 throttle body 4 is fastened to the second case member 5 on the right side. The gear train 19 is housed inside the first and

second case members

43, 5 to configure the gear unit 7, and the motor 14 is housed in the motor housing portion 43a.
The throttle shaft 8 extending leftward from the #2 and #3 throttle bodies 42 penetrates the #1 throttle bore 3a of the #1 throttle body 3 and is used to open and close the #1 throttle valve 11. 2. The point that the throttle shaft 8 extending rightward from the #3 throttle body 42 penetrates the #4 throttle bore 4a of the #4 throttle body 4 and is used to open and close the #4 throttle valve 12 is as follows. This is similar to the first embodiment.

The electronically controlled throttle device 41 of the present embodiment configured as described above is similar to that of the first embodiment regarding the layout of each member. Therefore, although not redundantly described, the engine performance can be improved by matching the throttle bores 3a, 42a, 42b, 4a with the cylinders on the engine 31 side in the cylinder row direction, and the #2 and #3 throttle bodies 42 can be integrated. Therefore, the manufacturing cost can be reduced, and further, the interference between each gear unit 7 and each motor 14 and the vehicle body frame 32 can be prevented, and an appropriate frame shape can be realized.

And, as a feature different from the first embodiment, each first case member 43 is formed as a separate member with respect to the #2 and #3 throttle bodies 42, and can be detached by fastening screws 44. Further, similarly to the first embodiment, each of the second case members 5 can be attached to and detached from the #1 and #4

throttle bodies

3 and 4, respectively. As a result, in the present embodiment, the gear unit 7 including the first and

second case members

43, 5 and the internal gear train 19, and the motor housing portion 43a housing the motor 14 are provided in the throttle bodies 42, It is possible to attach/detach to/from 3 and 4 arbitrarily.

The specifications of the electronically controlled throttle device, such as the diameter of the throttle bore and the bore pitch, are determined according to the type of engine 31 to be installed. For this reason, conventionally, an electronically controlled throttle device with specifications corresponding to each engine has been prepared, but among them, only the specifications on the throttle body side are different, and there are some with the same specifications for the gear unit and the motor housing part. To do.

In the present embodiment, only the

throttle bodies

42, 3, 4 side are prepared for each specification according to the engine 31, and the gear unit 7 and the motor housing portion 43a can be shared. Therefore, if one of the specifications corresponding to the engine 31 is selected from among the plurality of

throttle bodies

42, 3, 4 and the gear unit 7 and the motor accommodating portion 43a prepared as common parts are assembled to them, the engine The electronically controlled throttle device 41 satisfying all the requirements from the 31st side is completed. This also contributes greatly to the reduction of manufacturing cost, and also has a great advantage in terms of parts management at the production site.

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

The above is the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in each of the above-described embodiments, the electronic

control throttle devices

1 and 41 for a four-cylinder engine are embodied. However, for example, the configuration related to the #1 throttle body 3 of the first embodiment shown in FIG. It may be embodied as an electronically controlled throttle device for a cylinder engine.

Specifically, the #1 throttle body 3 in FIG. 2 is omitted, and the throttle shaft 8 is retained in the #2 and #3 throttle body 2 without being extended, and the shaft of the second case member 5 is further provided. The hole 5a is closed. Accordingly, the electronically controlled throttle device may be provided with the throttle bores for three cylinders. Of course, instead of this, the configuration related to the #4 throttle body 4 of the first embodiment may be omitted, or the configuration of the second embodiment shown in FIG. 6 may be made into three cylinders.

Further, in each of the above embodiments, the motor 14 and the gear train 19 are housed in the first and

second case members

2e, 43, 5 but the first and

second case members

2e, 43, 5 are omitted. Good. In this case, the motor 14 and the gear train 19 are exposed to the outside, but the layout itself does not change, so that the working effects described in each embodiment can be obtained without any problem.

1,41 Electronically controlled

throttle device

2,42 #2, #3 throttle body (first throttle body)
2a, 42a #2 throttle bore (first throttle bore)
2b, 42b #3 throttle bore (first throttle bore)
2e, 43

First case member

2f, 43a Motor housing 3 #1 throttle body (second or third throttle body)
3a #1 throttle bore (second or third throttle bore)
4 #4 throttle body (second or third throttle body)
4a #4 throttle bore (second or third throttle bore)
5 Second case member 7 Gear unit 8 Throttle shaft 9 #2 Throttle valve (first throttle valve)
10 #3 throttle valve (first throttle valve)
11 #1 throttle valve (second or third throttle valve)
12 #4 throttle valve (second or third throttle valve)
14 motor 19 gear train 22 hollow section

Claims

A pair of first throttle bores are formed and a first throttle valve is disposed inside each of the first throttle bores, and the pair of throttle shafts are disposed adjacent to each other on one side and the other side of the cylinder arranging direction. A first throttle body in which the first throttle valve is individually fixed and opened and closed;
A pair of motors arranged at positions respectively overlapping the pair of first throttle bores in the cylinder arrangement direction;
A pair of gear units that are arranged on both sides of the first throttle body in the cylinder arrangement direction and that transmit the rotations of the pair of motors to the pair of throttle shafts, respectively.
The throttle shaft is disposed adjacent to one side of the first throttle body, a second throttle bore is formed therein, a second throttle valve is disposed therein, and the throttle shaft is disposed on the one side. An electronically controlled throttle device comprising: a second throttle body that is opened and closed by fixing the second throttle valve.
A pair of first case members each having a motor housing are integrally formed on both sides of the first throttle body, and the motor is housed in the motor housing.
The electronic device according to claim 1, further comprising a pair of second case members that are respectively coupled to the pair of first case members and house a gear train therein to configure the gear unit. Control throttle device.
A pair of first case members that are detachably attachable to both sides of the first throttle body and that have a motor housing portion that houses the motor;
A pair of second case members that are respectively coupled to the pair of first case members and that house a gear train therein to form the gear unit;
The electronically controlled throttle device according to claim 1, wherein the second case member located on the one side is detachable from the second throttle body.
The throttle shaft is disposed adjacent to the other side of the first throttle body, has a third throttle bore formed therein, and has a third throttle valve disposed therein, and the throttle shaft disposed on the other side. The electronically controlled throttle device according to any one of claims 1 to 3, further comprising a third throttle body that is opened and closed by fixing the third throttle valve.
The electronically controlled throttle device according to claim 2, wherein the first throttle body is integrally formed with a hollow cross-section portion that connects the two motor housing portions to each other.