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WO2004025103A1 - Dispositif a organes d'etranglement multiples - Google Patents

Dispositif a organes d'etranglement multiples Download PDF

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Publication number
WO2004025103A1
WO2004025103A1 PCT/JP2003/011611 JP0311611W WO2004025103A1 WO 2004025103 A1 WO2004025103 A1 WO 2004025103A1 JP 0311611 W JP0311611 W JP 0311611W WO 2004025103 A1 WO2004025103 A1 WO 2004025103A1
Authority
WO
WIPO (PCT)
Prior art keywords
throttle
shaft
driving
throttle shaft
driving means
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2003/011611
Other languages
English (en)
Japanese (ja)
Inventor
Maki Hanasato
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mikuni Corp
Original Assignee
Mikuni Corp
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 Corp filed Critical Mikuni Corp
Priority to EP03795389A priority Critical patent/EP1548252A1/fr
Priority to AU2003262071A priority patent/AU2003262071A1/en
Priority to BR0314229-9A priority patent/BR0314229A/pt
Priority to JP2004535942A priority patent/JPWO2004025103A1/ja
Publication of WO2004025103A1 publication Critical patent/WO2004025103A1/fr
Priority to US11/077,293 priority patent/US7066142B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
    • 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
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • 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
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0279—Throttle valve control for intake system with two parallel air flow paths, each controlled by a throttle, e.g. a resilient flap disposed on a throttle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually

Definitions

  • the present invention relates to a multiple throttle device for opening and closing a large number of throttle valves arranged in an intake passage of an engine, and more particularly, to a multiple throttle device having a throttle valve arranged in an intake passage for each cylinder of an engine mounted on a motorcycle or the like. It relates to multiple throttling equipment. Background art
  • throttle valves respectively disposed in two intake passages formed in a throttle pod are rotatably connected by one throttle shaft, and are disposed at one end of the throttle shaft. It is known that the motor is opened and closed by a single motor placed (for example, W
  • Patent Document 2 Japanese Patent Document 1
  • the intake air controlled by the opening and closing operation of the throttle valve is temporarily stored in the surge tank, or is stored for a long time. After passing through the intake passage, it flows to the intake passage (intake port) corresponding to each cylinder. Therefore, in the minute opening / closing operation of the throttle valve, the amount of intake air flowing into the cylinder of the engine does not change so much, and fine opening / closing control is not effective.
  • the electronic speed is controlled by driving multiple throttle valves with motors, and the idle speed is reduced by finely adjusting the throttle valve opening / closing angle by eliminating a separate ISC valve. Studies have been made to control.
  • throttle operation of motorcycles is more sensitive than that of automobiles. Due to sudden changes, the output is controlled to an optimum state according to the driver's misoperation of the throttle operation or the road surface condition, etc. It is desired that safe driving can be performed by avoiding driving operation.
  • the present invention has been made in view of the above-described problems of the related art, and has as its object to operate a plurality of throttle valves arranged for each intake passage with a motor in an opening and closing manner. It is an object of the present invention to provide a multiple throttle device suitable for a high-performance engine mounted on a motorcycle or the like, capable of performing optimum output control according to the requirements, and having excellent drivability and safe driving. Disclosure of the invention
  • the multiple throttle device of the present invention includes a plurality of throttle valves disposed in intake passages corresponding to respective cylinders of the engine, a throttle shaft for supporting the opening and closing of the plurality of throttle valves, and a rotation of the throttle shaft. And a drive unit including a driving motor, wherein the plurality of throttle pulp is divided into a plurality of groups, and the throttle shaft supports the throttle valve in each group.
  • the driving means is constituted by a plurality of throttle shafts, and the driving means is constituted by a plurality of driving means for applying a driving force to each of the plurality of throttle shafts.
  • the throttle pulp is divided into groups, and each group is driven to open and close. Therefore, the combustion state, that is, the output can be controlled to an optimum state according to the operating conditions, and the same control can be performed in idle speed control.
  • the plurality of throttle shafts are arranged in a straight line.
  • the first throttling shaft and the second throttling shaft, and the driving means comprises a first driving means for applying a driving force to the first throttle shaft, and a second driving means for applying a driving force to the second throttle shaft.
  • the multiple throttle device can be applied to an in-line engine in which cylinders are arranged in series, and a plurality of throttling valves that support one or more (for example, two or three) throttle valves can be applied.
  • One throttle shaft is driven by the first drive means, and a second throttle shaft supporting one or more (eg, two, three, etc.) throttle valves is driven by the second drive means.
  • the first driving unit and the second driving unit are arranged so that the first throttle shaft and the second throttle shaft exert a driving force on inner ends on the sides facing each other. Can be adopted.
  • the first driving means and the second driving means are integrated near the center of the device, and the device is made narrower and smaller.
  • the plurality of throttle shafts include a first throttle shaft and a second throttle shaft arranged in parallel, and the driving means is a first driving means for applying a driving force to the first throttle shaft. And a second driving means for applying a driving force to the second throttle shaft.
  • the multiple throttle device can be applied to a V-type engine in which cylinders are arranged in a V-type, and one or more (for example, two, three, etc.) throttle valves are supported.
  • the first throttling force S is driven by the first driving means
  • the second throttling shaft supporting one or more other (for example, two, three, etc.) throttling pulp is driven by the second driving means.
  • the first driving means is disposed on one end side of the first throttle shaft and the second throttle shaft so as to exert a driving force on an end of the first throttle shaft.
  • a configuration may be employed in which the drive force is applied to the end of the second throttle shaft. .
  • the first driving means and the second driving means are arranged on both sides in a well-balanced manner, so that the overall apparatus is narrowed and downsized. .
  • the first driving means and the second driving means are concentrated in the space sandwiched between the two throttle shafts, that is, the throttle body, so that the device is further narrowed and downsized.
  • a configuration can be employed in which the plurality of driving units (for example, the first driving unit and the second driving unit) are separately driven and controlled according to the operation state of the engine.
  • the plurality of throttle shafts include a first throttle shaft and a second throttle shaft that are arranged in parallel, and the plurality of driving means are controlled so as to apply a driving force to the first throttle shaft. It is possible to employ a configuration including: a first driving unit; and a second driving unit that is controlled to apply a driving force to the second throttle shaft.
  • the first driving means is controlled so as to apply a driving force to a throttle shaft located in a front bank on the front wheel side of the vehicle
  • the second driving means is controlled by the vehicle. If it is controlled so as to apply a driving force to the throttle shaft located at the rear puncture on the rear wheel side, it is possible to achieve the supply of an optimal amount of air to each cylinder group having different combustion characteristics. .
  • the plurality of driving means are controlled to open and close at least one group of throttle valves of the plurality of groups, and then, after a predetermined time has elapsed, the throttle valves of the other groups follow the opening and closing control.
  • the configuration can be adopted.
  • the opening of one group of throttle pulp is controlled to be constant, and the throttle valve of another group is controlled to open and close.Therefore, it is necessary to separate one group from the other group separately. Can be. Therefore, for example, the combustion state of the engine differs for each cylinder, so the opening and closing of the throttle valve for each group By controlling, it is possible to supply the optimal air according to the combustion state.
  • the predetermined angle may be an angle at which the throttle valve is adjusted when the engine is running at a low speed.
  • FIG. 1 is a block diagram showing a control system to which a multiple throttle device according to the present invention is applied.
  • FIG. 2 is a schematic configuration diagram showing one embodiment of a multiple throttle device according to the present invention.
  • FIG. 3 is a side view showing a driving means of the apparatus shown in FIG.
  • FIG. 4 is a schematic configuration diagram showing another embodiment of the multiple throttle device according to the present invention.
  • FIG. 5 is a side view showing a driving means of the apparatus shown in FIG.
  • FIG. 6 is a plan sectional view of the device shown in FIG. BEST MODE FOR CARRYING OUT THE INVENTION
  • FIGS. 1 to 3 show an embodiment of a multiple throttle device according to the present invention.
  • FIG. 1 shows a control system when the device is applied to an engine mounted on a motorcycle.
  • FIG. 2 is a cross-sectional view of the apparatus, and
  • FIG. 3 is a side view showing a driving means of the rice paddy.
  • this control system consists of engine 1, multiple throttle devices 2 installed in the intake system of engine 1, and two throttle devices installed in device 2.
  • the rotation sensor 7 and the rotation speed detection circuit 8 that detect the rotation speed of the engine 1 and other state quantities of the engine 1 (for example, the water temperature of the engine 1, the intake air temperature, the intake pressure, the atmospheric pressure around the engine 1, etc.)
  • a sensor 9 to be detected (indicated by a water temperature sensor in the figure), a state quantity detection circuit 10, a storage unit 11 in which various control information, an operation map, and the like are stored in advance, a control unit 1 that controls the entire system 2. It is equipped with an accelerator angle sensor 13 for detecting the rotational angle position of the accelerator (drip) operated by the driver, an accelerator angle detection circuit 14 and the like.
  • This device 2 is a quadruple throttle device applied to an in-line four-cylinder engine.
  • four throttle bottles 20 that define the intake passage 21 are provided. 21
  • 21 Four slot nozzles, 1 th throttle shaft 41 and 2 th throttle shaft 42, bearing 50, 1st drive means 60 and 2nd drive means 70, 1st slot A return spring 81 and a second return spring 82, a first angle detection sensor 91 and a second angle detection sensor 92, a connecting bolt 100 and the like are provided.
  • the throttle body 20 is formed using an aluminum material or a resin material. As shown in FIG. 2, the throttle body 20 passes through an intake passage 21 having a substantially circular cross section and a throttle shaft 41, 42.
  • the through hole 22 is formed to be slightly larger than the outer diameter of the first throttle shaft 41 and the second throttle shaft 42 so as not to contact.
  • the first throttle shaft 41 and the second throttle shaft 42 are arranged in a straight line. And the first slot
  • the left shaft 41 supports the left throttle valve 30 of the first group so as to open and close at the same time.
  • the second throttle shaft 42 supports the two right throttle valves 30 of the second group so that they can be opened and closed at the same time.
  • the bearings 50 are arranged on both sides so as to sandwich each throttle valve 30, the throttle shafts 41, 42 rotate smoothly, and their twists and the like are prevented. In each case, the tuning of the throttle pulp 30 (opening / closing operation in the same phase) is ensured.
  • the bearing 50 various bearings such as a ball bearing, a roller bearing, and a cylindrical bearing whose contact surface itself has a bearing function can be used.
  • a bearing that supports not only the radial direction but also the thrust direction is used as at least a part of the plurality of bearings 50.
  • the first drive means 60 is, as shown in FIGS. 2 and 3, a DC motor 61, a gear 62 fixed to an output shaft 61a, and a first throttle shaft 41 fixed to an inner end of the throttle shaft 41.
  • the gear 63 is formed by a gear 63 that is combined with the gear 62 and an adjusting screw 64 that regulates the stop position of the gear 63.
  • the first return spring 81 is disposed near the gear 63 to return the two throttle valves 30 of the first dropper to the closed rest position, so that the first return shaft 81 is attached to the first throttle shaft 41. A rotational urging force is exerted on it.
  • the first throttle shaft 41 rotates through the gear 62 and the gear 63 against the urging force of the first return spring 81, and the first throttle shaft 41 rotates.
  • the two throttle valves 30 of the group fully open the intake passage 21.
  • the first throttle shaft 41 rotates in the opposite direction due to the urging force of the first return spring 81, and the two throttle valves 3 of the first group 3 rotate. 0 returns to the closed rest position.
  • the second driving means 70 is, as shown in FIGS. 1, gear 72 fixed to the output shaft 71a, gear 73 fixed to the inner end of the second throttle shaft 42, mating with the gear 72, adjustment to regulate the stop position of the gear 73 It is formed by screws 74.
  • the second return spring 82 is disposed in the vicinity of the gear 73, and is connected to the second throttle shaft 42 to return the two throttle valves 30 of the second dropper to the closed rest position. A rotational urging force is exerted on it.
  • the second throttle shaft 42 rotates through the gear 72 and the gear 73 against the urging force of the second return spring 82, and the second group.
  • the two throttle valves 30 fully open the intake passage 21.
  • the second throttle shaft 42 rotates in the direction i ⁇ by the urging force of the second return spring 82, and the two throttle valves of the second group 30 returns to the closed rest position.
  • the first driving means 60 and the second driving means 70 include a gear train, and are driven to the inner end portions facing each other with the first throttle shaft 41 and the second throttle shaft 42. Since these parts are arranged so as to exert a force, these parts are concentrated near the center, and the width and size of the device 2 are reduced.
  • the first angle detection sensor 91 and the second angle detection sensor 92 are disposed at the outer ends of the first throttle shaft 41 and the second throttle shaft 42, respectively. It is a non-contact type angle sensor, which is the rotation angle position of the throttle shafts 41 and 42, that is, the rotation angle position of the throttle valve 30 of the first group and the rotation angle position of the throttle valve 30 of the second group. The rotation angle position is detected, and a detection signal is output to the control unit 12 via the angle detection circuits 5 and 6.
  • the DC motors 61 and 71 rotate in the minus direction based on the control signal issued from the control unit 12 and are transmitted through the gears 62 and 63 and the gears 72 and 73.
  • the rotational driving force is transmitted to the first throttle shaft 41 and the second throttle shaft 42.
  • the first throttle shaft 41 and the second throttle shaft 42 start to rotate in the minus direction against the biasing force of the return springs 81 and 82, and the first and second throttle shafts 42 and 41 rotate.
  • the tol pulp 30 rotates from the rest position in a direction to fully open the intake passage 21.
  • the DC motors 61 and 71 are simultaneously controlled according to the conditions such as the operation load, and the throttle valves 30 of the first and second groups are controlled by the accelerator angle sensor 13.
  • the signal is simultaneously opened and closed so that the opening degree becomes optimum for the signal.
  • the air amount of all cylinders of the engine can be adjusted by slightly changing the throttle valve opening. Because of the great influence of the increase, it is difficult to supply the optimal amount of air unless the minute angle of the throttle pulp is adjusted with high precision. Because of this, The amount of air in the cylinders is not adjusted at the same time by the same throttle valve.
  • the negative DC motor 61 is controlled so that the opening of the left throttle valve 30 which is the first group is constant
  • the other DC motor 71 is controlled to open and close the right throttle valve 30 of the second group, and if the air amount is adjusted by the throttle valve of each group, the slot pressure of one group is determined in advance.
  • the opening is constant, the effect of increasing the amount of air supplied to the engine should be minimized compared to adjusting the air amount of all cylinders of the engine simultaneously with the same valve. It is possible to supply an optimal amount of air. As a result, high-performance AZD converters and angle sensors do not need to be used, and costs can be reduced.
  • the combustion state of each engine cylinder differs depending on the cooling state of the engine and the length of the exhaust pipe. Therefore, the opening of the left throttle valve 30 of the first group, one of the DC motors 61, is controlled to be constant, and the other DC motor 71 is controlled to the right of the second group, the second group. If the throttle valve 30 is controlled to open and close, it is possible to supply an optimum amount of air to cylinders having different combustion characteristics according to the combustion state.
  • the throttle pulp 30 of the first group and the second group has the maximum opening of the throttle pulp 30 and the vehicle tries to accelerate rapidly, the sudden rise of the engine torque causes the driver and the like to be affected by the sudden acceleration. As a result, safe driving may be difficult.
  • one DC motor 61 is controlled so that the left throttle valve 30, which is the first group, maintains the opening before acceleration, and the other DC motor 71 is the second group. If the right throttle valve 30 is controlled to open and close according to acceleration, the amount of air supplied to the engine will be adjusted for each group, resulting in sudden torque The start-up of the vehicle is eased, and safe driving is secured without the driver being affected by sudden acceleration.
  • one of the DC motors 61 and 71 is driven in the opposite direction after the other is driven based on the drive signal from the control unit 12. Driven in the direction. That is, the slot ⁇ / revvalp 30 of one group performs the closing operation, and subsequently, the throttle valve 30 of the other group performs the closing operation. like this
  • the throttle valve 30 is driven for each group with a time difference between them, which suppresses sudden changes in the rotation of the engine 1 and prevents nose dives, slips, and falls, thus ensuring safe operation. Becomes possible.
  • one of the DC motors 61 and 71 is driven after the other is driven based on the drive signal from the control unit 12. That is, one throttle valve performs an opening operation, and subsequently, the other group of throttle valves performs an opening operation.
  • the throttle valve 30 is driven for each group with a time lag to suppress sudden changes in engine 1 rotation. As a result, safe driving is ensured without the driver being affected by sudden acceleration.
  • FIG. 4 to FIG. 6 show another embodiment of the multiple throttle device according to the present invention.
  • the control system is the same as that shown in FIG.
  • This device 110 is a four-throttle device applied to a V-type four-cylinder engine, and as shown in FIGS. 4 to 6, four throttle bodies that define an intake passage 122. 1 2 0, 4 throttle valves 1 3 0 arranged in each intake passage 1 2 1, 1st throttle shaft 1 4 1 and 2nd throttle shaft 1 4 2, bearing 50 equivalent to the above, 1st drive Means 160 and second drive means 170, first return spring 181, second return spring 182, first angle detection sensor 191, second angle detection sensor 1992, speed And a connecting plate 210.
  • the throttle body 120 is formed by molding using an aluminum material or a resin material. As shown in FIGS. 4 and 6, the intake passages 121 and the throttle shafts 14 have a substantially circular cross section. 1, 1 4 2 through hole 1 2 2, formed by a concave fitting portion 123 for fitting the bearing 50, a joint convex portion 124, and the like.
  • the through-holes 122 are formed slightly larger than the outer diameters of the first throttle shaft 141 and the second throttle shaft 142 so as to be out of contact with each other.
  • the two left throttle bodies 120 and the two right throttle bodies 120 are connected via spacers 200, respectively, and thereafter the whole is connected by the connecting plate 210. It is tightly bound.
  • the spacer 200 has a through-hole 201 and a fitting recess 202 as shown in FIG.
  • the first throttle shaft 141 and the second throttle shaft 142 are arranged in parallel at a predetermined interval.
  • the first throttle shaft 141 supports the first group of left throttle valves 130 at the same time so as to open and close simultaneously.
  • the second throttle shaft 142 supports the second group of right throttle valves 130 at the same time so as to open and close simultaneously.
  • the combustion characteristics of the V-type engine differ due to differences in the bank, between the cylinders, the cooling state of the engine, and the length of the exhaust pipe.
  • the first drive means 160 can be controlled so as to exert a driving force on the first throttle shaft 141 located in the front bank on the front wheel side of the vehicle
  • the second drive means 170 Optimum air supply for each group of cylinders with different combustion characteristics by controlling the second throttle shaft 144 located at the rear puncture on the rear wheel side of the vehicle and driving them independently so as to apply driving force Can be achieved.
  • the first driving means 160 is provided at one end side of the first throttle shaft 141 and the second throttle shaft 142.
  • the DC motor 161 is arranged between the first throttle shaft 141 and the second throttle shaft 142, that is, in a space sandwiched between the left and right throttle bodies 120.
  • the first return spring 18 1 is disposed approximately in the middle of the first throttle shaft 14 1 to return the two throttle valves 13 0 in the first group to the closed rest position. A rotational urging force is applied to the throttle shaft 14 1.
  • the first throttle shaft 14 1 When the DC motor 16 1 rotates from the rest state, the first throttle shaft 14 1 is opposed to the biasing force of the first return spring 18 1 via the gear 16 2 and the gear 16 3. Then, the two slot control valves 130 of the first group rotate in such a direction as to fully open the intake passages 121. On the other hand, when the power supply to the DC motor 16 1 is cut off, the first throttle shaft 14 1 1 rotates in the opposite direction due to the urging force of the first return spring 18 1, and the first group 1 The two throttle valves 130 return to the closed rest position.
  • the second driving means 170 is provided at the other end of the first throttle shaft 141 and the second throttle shaft 142 (device 110).
  • DC motor 171 pinion 17 1a fixed to the output shaft
  • gear 17 2 large gear 17 2a, small gear 17 2b
  • 2nd slot Gear 1 7 2 small gear 1
  • the DC motor 171 is disposed between the first throttle shaft .141 and the second throttle shaft, ie, a space sandwiched between the left and right throttle rods 120.
  • the second return spring 18 2 is disposed substantially in the middle of the second throttle shaft 14 2 to return the two throttle valves 130 of the second group to the closed rest position. (2) A rotational urging force is applied to the throttle shafts (1) and (2).
  • the second throttle shaft 14 2 When the DC motor 17 1 rotates from the rest state, the second throttle shaft 14 2 is opposed to the urging force of the second return spring 18 2 via the gear 17 2 and the gear 17 3. Then, the two throttle valves 130 in the second group rotate in such a direction as to fully open the intake passage 121. On the other hand, when the power to the DC motor 17 1 is cut off, the second throttle shaft 14 2 rotates in the opposite direction due to the urging force of the second return spring 18 2, and the second group 2 The two shuttle pulps 130 return to the closed rest position.
  • the first driving means 160 and the second driving means 170 include a gear train, and are arranged with good balance on both sides of the first throttle shaft 41 and the second throttle shaft 42.
  • the device 110 is made narrower and smaller, and the DC motors 161 and 171 are located in the space between the throttle bodies 120, so that the parts are closer to the inside. It is centralized, and the device 110 is further miniaturized.
  • the first angle detection sensor 19 1 and the second angle detection sensor 19 2 are respectively connected to the first throttle shaft 14 1 and the second throttle shaft 14 2. Is a non-contact type angle sensor arranged at the other end of the throttle shaft.
  • the rotation angle position of the throttle shafts 14 1 and 14 2 that is, the rotation angle position of the throttle valve 13 No. 2
  • the rotation angle position of the throttle valve 130 of the group is detected, and a detection signal is output to the control unit 12 via the throttle angle detection circuits 5 and 6 described above.
  • control operation of the device 110 is the same as that of the above-described embodiment, and a description thereof will be omitted.
  • a four-throttle device is shown as a multiple-throttle device.
  • the present invention is not limited to this, and a multiple-throttle device having two, three, or five or more throttle devices may be used.
  • the configuration of the present invention may be adopted.
  • the configuration including the gear train is shown as the driving means, but the present invention is not limited to this, and other driving means such as a chain drive and a belt drive may be adopted.
  • the engine mounted on a motorcycle is shown as an engine to which the multiple throttle device of the present invention is applied.
  • the present invention is not limited to this. It can also be applied to high-performance engines that are used. Industrial applicability
  • a plurality of throttle valves arranged in the intake passage corresponding to each cylinder of the engine are divided into a plurality of groups and a plurality of throttle
  • the combustion state, that is, the output can be finely controlled to an optimum state according to the operating conditions.

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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

L'invention concerne un dispositif à organes d'étranglement multiples, comprenant une multitude d'obturateurs d'étranglement (30) disposés dans un passage d'amenée (21) relié au cylindre d'un moteur; une multitude d'arbres d'obturateurs (41 et 42) maintenant les multiples obturateurs d'étranglement (30) pour chaque groupe; et plusieurs moyens d'entraînement (60 et 70) entraînant les arbres d'obturateurs (41 et 42). La régulation d'ouverture/fermeture des obturateurs d'étranglement d'un groupe et la régulation d'ouverture/fermeture des obturateurs d'étranglement d'un autre groupe sont exécutées séparément. Un état de combustion, c'est-à-dire une sortie, est commandé en fonction des conditions de fonctionnement à un état optimum. Un réglage précis peut être effectué même pendant un réglage au ralenti. Ainsi, le dispositif à organes d'étranglement multiples du moteur monté sur le motocycle peut être commandé de manière électronique pour effectuer un réglage précis.
PCT/JP2003/011611 2002-09-11 2003-09-11 Dispositif a organes d'etranglement multiples Ceased WO2004025103A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP03795389A EP1548252A1 (fr) 2002-09-11 2003-09-11 Dispositif a organes d'etranglement multiples
AU2003262071A AU2003262071A1 (en) 2002-09-11 2003-09-11 Multiple throttle device
BR0314229-9A BR0314229A (pt) 2002-09-11 2003-09-11 Dispositivo acelerador múltiplo
JP2004535942A JPWO2004025103A1 (ja) 2002-09-11 2003-09-11 多連スロットル装置
US11/077,293 US7066142B2 (en) 2002-09-11 2005-03-11 Multiple throttle apparatus

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2002266059 2002-09-11
JP2002-266059 2002-09-11

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JP2008082196A (ja) * 2006-09-26 2008-04-10 Honda Motor Co Ltd 内燃機関のスロットル制御装置
JP2016109080A (ja) * 2014-12-09 2016-06-20 川崎重工業株式会社 鞍乗型乗り物
JP2016109079A (ja) * 2014-12-09 2016-06-20 川崎重工業株式会社 乗物およびスロットル弁の駆動方法
US9970369B2 (en) 2012-10-24 2018-05-15 Mitsubishi Electric Corporation Control device and method for internal combustion engine
CN111425308A (zh) * 2020-05-14 2020-07-17 重庆渝辉机械有限公司 独立式多缸电子节气门总成
US11181048B2 (en) * 2018-01-23 2021-11-23 Mikuni Corporation Throttle device
EP4414549A1 (fr) 2023-02-08 2024-08-14 Hitachi Astemo, Ltd. Dispositif d'étranglement

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JP4732272B2 (ja) 2006-08-04 2011-07-27 本田技研工業株式会社 自動二輪車用ｖ型内燃機関の吸気系構造
US7735467B2 (en) * 2008-10-21 2010-06-15 Gm Global Technology Operations, Inc. Engine with progressive dual bore electronic throttle body
US9546606B2 (en) * 2014-05-21 2017-01-17 Continental Automotive Systems, Inc. Electronic throttle body assembly
CN105065125B (zh) * 2015-07-13 2017-09-29 北京理工大学 一种用于微小型发动机节气门开关的微调装置
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CN105402034A (zh) * 2015-12-11 2016-03-16 重庆渝辉机械有限公司 一种带步进电机怠速流量调节的节气门
CN105526001A (zh) * 2015-12-11 2016-04-27 重庆渝辉机械有限公司 一种具有同位同步机构的节气门
CN105402031A (zh) * 2015-12-11 2016-03-16 重庆渝辉机械有限公司 一种低速状态平稳加速的节气门
CN105402035A (zh) * 2015-12-11 2016-03-16 重庆渝辉机械有限公司 一种双缸发动机节气门
CN105443250A (zh) * 2015-12-11 2016-03-30 重庆渝辉机械有限公司 一种集成水路循环系统的节气门
CN105402037A (zh) * 2015-12-11 2016-03-16 重庆渝辉机械有限公司 一种具有怠速调节功能的节气门
DE102018000145A1 (de) * 2018-01-10 2019-07-11 Andreas Stihl Ag & Co. Kg Vergaser für den Verbrennungsmotor in einem handgeführten Arbeitsgerät, Verbrennungsmotor mit einem Vergaser und Verfahren zum Betrieb eines Verbrennungsmotors
WO2021003606A1 (fr) * 2019-07-05 2021-01-14 华益机电有限公司 Papillon pour injection de carburant électronique
JP7306172B2 (ja) * 2019-09-05 2023-07-11 スズキ株式会社 エンジン、車両及びエンジンの制御方法
US11143117B2 (en) * 2019-12-04 2021-10-12 Mikuni Corporation Throttle device
EP4130454B1 (fr) * 2020-04-22 2024-11-27 Yamaha Hatsudoki Kabushiki Kaisha Véhicule à selle
CN111425307B (zh) * 2020-05-14 2022-08-05 重庆渝辉机械有限公司 联动式多缸电子节气门总成

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008082196A (ja) * 2006-09-26 2008-04-10 Honda Motor Co Ltd 内燃機関のスロットル制御装置
US9970369B2 (en) 2012-10-24 2018-05-15 Mitsubishi Electric Corporation Control device and method for internal combustion engine
JP2016109080A (ja) * 2014-12-09 2016-06-20 川崎重工業株式会社 鞍乗型乗り物
JP2016109079A (ja) * 2014-12-09 2016-06-20 川崎重工業株式会社 乗物およびスロットル弁の駆動方法
US11181048B2 (en) * 2018-01-23 2021-11-23 Mikuni Corporation Throttle device
CN111425308A (zh) * 2020-05-14 2020-07-17 重庆渝辉机械有限公司 独立式多缸电子节气门总成
EP4414549A1 (fr) 2023-02-08 2024-08-14 Hitachi Astemo, Ltd. Dispositif d'étranglement
US12366212B2 (en) 2023-02-08 2025-07-22 Hitachi Astemo, Ltd. Throttle device

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AU2003262071A1 (en) 2004-04-30
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BR0314229A (pt) 2005-07-26
JPWO2004025103A1 (ja) 2006-01-12
CN1682024A (zh) 2005-10-12

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