JP2003074378A - Engine intake air control system - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To enable a function test of a bypass control system in an intake air amount control device of an engine to be performed before assembly to a throttle body. A throttle body (17) having an intake path (17a), a bypass (30) bypassing the throttle valve (17) and connected to the intake path (17a), a bypass valve (35) for opening and closing the bypass (30), and a sensor for detecting an operating state of the engine (5). 64, 73, 76, an actuator 3 for opening and closing the bypass valve 35 in accordance with these output signals
9, a coupler 80 is integrally formed with a control block 28 joined to the throttle body 17, and a bypass valve 35, sensors 64, 73, 76 and an actuator 39 are attached to the control block 28. At the same time as the attachment, the actuator 39 and the coupler 80 are electrically connected.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle body having a throttle valve disposed in an intake passage connected to an intake port of an engine, a bypass connected to the intake passage bypassing the throttle valve, and the opening degree of the bypass. The present invention relates to an improvement in an intake air amount control device for an engine, which includes a bypass valve that operates, a sensor that detects an operating state of the engine, and an actuator that opens and closes the bypass valve according to an output signal of the sensor.

[0002]

2. Description of the Related Art Such an engine intake air amount control device is already known, as disclosed in, for example, Japanese Patent Laid-Open No. 9-303164.

[0003]

In the conventional intake air amount control device for such an engine, the bypass control system is not completed unless the bypass control system including the bypass valve, the actuator, the sensor, etc. is assembled to the throttle body. Unless the entire assembly is completed, the functional inspection of the bypass control system cannot be performed. If the inspection fails, remove the bypass valve, actuator, sensor, etc. from the throttle body, The laborious work of replacing with new parts and carrying out re-inspection is inevitable, which is an obstacle to improving productivity.

The present invention has been made in view of the above circumstances, and enables the functional inspection of the bypass control system to be performed before the assembly to the throttle body, thereby improving the productivity of the engine. An object is to provide an intake air amount control device.

[0005]

In order to achieve the above object, the present invention is directed to a throttle body having a throttle valve disposed in an intake passage connected to an intake port of an engine, and a throttle body bypassing the throttle valve and connected to the intake passage. In an intake air amount control device for an engine, which comprises a bypass, a bypass valve that controls the opening of the bypass, a sensor that detects the operating state of the engine, and an actuator that opens and closes the bypass valve according to the output signal of the sensor, A control block joined to the throttle body is integrally formed with a coupler having a coupling port with an external coupler, and a bypass valve, a sensor and an actuator are attached. Is to be electrically connected It is a feature of the.

According to the first feature, if the bypass valve, the sensor and the actuator are attached to the control block separately from the throttle body, the power source is appropriately connected to the coupler integrated with the control block, and the actuator is connected. Since it is possible to perform functional tests of the bypass valve, sensor, etc., therefore, only those that have passed the test will be attached to the throttle body.
There is no waste in assembly work, which can contribute to improved productivity. Moreover, since the electrical connection between the actuator and the coupler is made at the same time when the actuator is attached to the control block, no special electrical connection work is required, and the assemblability on the control block side is improved.

In addition to the first feature of the present invention, the control block is provided with an actuator housing for accommodating the actuator, and the actuator is provided with a connector pin projecting in the direction of insertion into the housing. A second feature is that a connector hole into which a connector pin is fitted is provided in a conductive member provided in the control block and connected to the coupler.

According to the second feature, the connector pin and the connector hole are fitted at the same time when the actuator is mounted on the actuator housing of the control block, so that the electrical connection between the actuator and the coupler is facilitated. It can be done reliably.

Further, in addition to the first characteristic, the present invention has a third characteristic that an electronic control unit for electrically connecting each of the actuator, the sensor and the coupler is installed on the outer end surface of the control block. To do.

According to the third feature, the actuator is formed by integrating the control block and the electronic control unit.
It is possible to simplify the wiring between the sensor and coupler and improve the ease of assembly.

Further, in addition to the second characteristic, the present invention has a fourth characteristic that the conductive member is embedded in a connector piece made of synthetic resin attached to the control block.

According to the fourth feature, since the conductive member having the connector hole is embedded in the connector piece of the small component, the embedding thereof is extremely large as compared with the case of embedding in the control block of the large component. It is easy and accurate, and by setting the connector piece in the control block, the connector hole of the conductive member can be accurately placed in a fixed position, and an accurate mating with the connector pin of the actuator is guaranteed.

Further, in addition to the fourth feature of the present invention, the control block is provided with an actuator housing which opens to the outer peripheral surface connected to the peripheral edge of the electronic control unit installation surface of the control block, and the actuator housing is mounted on the actuator housing. The fifth feature is what was done.

According to the fifth feature, since the installation surface of the electronic control unit in the control block is different from the opening surface of the actuator housing, the control block can be made compact and the electronic control unit can be installed regardless of the installation. The actuator can be attached and detached, and the actuator and bypass valve can be easily maintained.

The actuator corresponds to the step motor 39 in the embodiment of the present invention described later, and the conductive member corresponds to the lead frame 93.

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below based on an embodiment of the present invention shown in the accompanying drawings.

FIG. 1 is a side view of a motorcycle equipped with an intake air amount control device according to the present invention, and FIG. 2 is an enlarged sectional view of part 2 of FIG.
3 is a sectional view taken along line 3-3 of FIG. 2, FIG. 4 is an exploded perspective view of the intake air amount control device, FIG. 5 is a side view of the intake air amount control device, and FIG. 7 is a view taken in the direction of arrow 7 of FIG. 5, FIG. 8 is a view taken in the direction of arrow 8 of FIG. 7, FIG. 9 is a sectional view taken along line 9-9 of FIG. 7, FIG. 10 is a sectional view taken along line 10-10 of FIG. 5, and FIG. 11-11 in FIG.
13 is a sectional view taken along line 12-12 of FIG. 5, and FIG.
12 is an enlarged view of the bypass valve peripheral portion of FIG. 12, FIG. 14 is a sectional view taken along line 14-14 of FIG. 5, and FIG. 15 is 15-15 of FIG.
A line enlarged cross-sectional view, FIG. 16 (A) is a side view seen from the measuring groove side of the bypass valve, FIG. 16 (B) is a side view seen from the key groove side of the bypass valve, and FIG. FIG.

First, referring to FIGS. 1 to 3, the motorcycle 1
Is a scooter type in which a power unit 4 is arranged immediately below a luggage box 3 which is long in the front-rear direction and which also serves as a lid for the tandem type seat 2. The power unit 4 is
An engine 5 in which the cylinder block 6 is greatly tilted forward,
A continuously variable transmission 8 in which a transmission case 10 extending rearward is integrally connected to one side of a crankcase 9 of the engine 5.
The rear wheel 16 as a drive wheel is pivotally supported at the rear end of the mission case 10.

In the body frame 11 of the motorcycle 1, a pair of left and right upper frames 11a, 11a supporting the luggage box 3 and a pair of left and right down tubes 11b, 11b extending from the head pipe are connected to the upper rear end portions thereof. While upper brackets 12 and 12 are provided on the upper portion, a pair of left and right lower brackets 13 and 13 is formed on the upper surface of the crankcase 9 of the engine 5,
The lower brackets 13 and 1 are formed in the middle of a crank-shaped engine hanger 14 which is rockably supported at both ends.
3 is swingably supported. Power unit 4
Is supported by the body frame 11 so as to be vertically swingable, and a rear cushion unit 26 is mounted between the rear frames 11, 11 and the mission case 10 to cushion the vertical swing.

The cylinder head 7 joined to the front end of the cylinder block 6 is formed with an intake port 7a having an upstream end opening rearward of the vehicle body.
A throttle body 17 that connects the intake passage 17a to a is attached to the cylinder head 7 via a connecting tube 15. At that time, the throttle body 17 is connected to the intake passage 17 between the luggage box 3 and the engine 5.
a is in the front-rear direction and is substantially horizontal (in the illustrated example, slightly downward)
It is arranged so as to extend to. Therefore, the throttle body 17 is a horizontal type. An air cleaner 19 is connected to the rear end of the throttle body 17 via an intake duct 18 passing above the engine hanger 14.

A fuel injection valve 20 for injecting fuel toward the downstream end of the intake port 7a is attached to the cylinder head 7.

Now, the intake air amount control device of the present invention including the throttle body 17 will be described in detail.

As shown in FIGS. 4 to 8, a butterfly type throttle valve 21 for opening and closing the intake passage 17a of the throttle body 17 is provided, and a valve shaft 22 for supporting the butterfly valve 21 has an intake passage 17a. Is horizontally rotatably supported on both left and right side walls of the throttle body 17. A throttle drum 23 is fixed to one end of the valve shaft 22 that projects to one side of the throttle body 17, and a single throttle cable 24 and a return spring 25 that biases the throttle valve 21 in the closing direction are attached to the throttle drum 23. Is connected, and the throttle valve 21 is opened by pulling the throttle cable 24 by a throttle operating member (not shown).

A connecting flange 27, which is parallel to the intake passage 17a and orthogonal to the valve shaft 22, is integrally formed on the outer wall of the throttle body 17 from which the other end of the valve shaft 22 projects.
A control block 28 made of synthetic resin, which is formed separately from the throttle body 17, is detachably joined to the connecting flange 27 with a plurality of bolts 29, 29, ....
A bypass 30 is formed between the throttle body 17 and the control block 28 to bypass the throttle valve 21 and connect to the intake passage 17a.

As shown in FIGS. 4, 9 and 13, the bypass 30 is provided for the throttle valve 2 of the intake passage 17a.
1. The bypass inlet 3 formed in the throttle body 17 so that the upstream side from 1 communicates with the joint surface of the connecting flange 27.
1i and a bypass outlet 31o bored in the throttle body 17 so that the downstream side of the intake valve 17a from the throttle valve 21 communicates with the joint surface of the connecting flange 27,
A bypass upstream groove 32i formed on the joint surface of the connecting flange 27 and connecting one end to the bypass inlet 31i; and a bypass downstream groove 32o formed on the joint surface of the connecting flange 27 and connecting one end to the bypass outlet 31o; A valve hole inlet 33i formed in the control block 28 and connected to the other end of the bypass upstream groove 32i, a valve hole outlet 33o formed in the control block 28 and connected to the other end of the bypass downstream groove 32o, and these valve hole inlets The control block 28 includes a bottomed cylindrical valve hole 34 formed in parallel with the intake passage 17a so as to communicate between the valve 33i and the valve hole outlet 33o. At that time, the valve hole 34 is arranged above the bypass inlet 31i and the bypass outlet 31o, and the valve hole inlet 33i and the valve hole outlet 33o are opened on the lower surface of the valve hole 34.

In FIG. 12 and FIG. 13, a piston-shaped bypass valve 35 for controlling the amount of communication between the valve hole inlet 33i and the valve hole outlet 33o is slidably fitted in the valve hole 34. A drive member 37 for axially driving the drive motor 35 is connected to the drive shaft 35 through an Oldham joint 50 so as to be displaceable in the radial direction. The output shaft 39a of the step motor 39 has a screw mechanism 40 attached to the drive member 37. Are connected through. That is, the output shaft 39a formed on the screw shaft is screwed into the screw hole 41 of the drive member 37, and the output shaft 39a
By rotating a, the drive member 37 can be moved back and forth in the axial direction, and the bypass valve 35 can also be moved back and forth via the Oldham joint 50.

The step motor 39 is inserted into an actuator housing 42 which is provided coaxially with the valve hole 34 and opens on one side surface of the control block 28, and the seal member 4 is inserted into the opening of the actuator housing 42.
It is held by a plug 44 that is screwed in via 3.

As shown in FIGS. 16 (A) and 16 (B), the bypass valve 35 is provided with a relatively deep cylindrical bottomed hollow portion 45 that opens toward the bottom of the valve hole 34, and this bottomed hollow portion 45. A notch-shaped key groove 47 and a measuring groove 48 that communicate the inside and outside of the hollow portion 45 are provided, and the key groove 47 has a valve hole 34.
A key 49 standing upright from the bottom of the bypass valve engages with it to allow the bypass valve 35 to slide and to prevent its rotation.
The metering groove 48 is arranged corresponding to the valve hole outlet 33o, and has a wide groove portion 48a extending in the axial direction of the bypass valve 35 with a constant groove width, and is connected to one end of the wide portion 48a. Taper part 4 to reduce
It consists of 8b.

As shown in FIGS. 13 and 15, the Oldham joint 50 has a first square hole 51 provided in the bypass valve 35 adjacent to the bottomed hollow portion 45, and a first square hole 51 formed in the first square hole 51. 1 and a joint member 53 fitted to enable sliding in the lateral direction X, and this joint member 5
3, and the driving member 37 is fitted with a second square hole 52 which is fitted so as to be slidable in a second lateral direction Y which is perpendicular to the first lateral direction X. The driving member 37 is formed to be relatively long so as to penetrate the joint member 53, and has a large flange 37 a that abuts against the joint member 53 and one end surface of the bypass valve 35 at one end thereof. A small flange 37b located in the bottomed hollow portion 45 is formed at the other end of the joint member 53. Between the small flange 37b and the bypass valve 35, a holding spring for urging the valve 35 toward the large flange 37a. 54 is contracted. Therefore, the bypass valve 35 is elastically sandwiched in the axial direction by the large flange 37a and the holding spring 54 on the drive member 37, and the axial both sides of the valve 35 have first and second square holes 51, 52. Alternatively, they are communicated with each other through a sliding gap between the valve 35 and the valve hole 34. Further, the joint member 53 includes the step portion 35 a facing the first square hole 51 of the bypass valve 35 and the large flange 3 of the drive member 37.
It is sandwiched with 7a in the axial direction.

As is apparent from FIGS. 9, 13 and 14, the bypass valve 35 and the step motor 39, which are arranged in parallel with and parallel to the intake passage 17a, are provided in the valve shaft 22 arranged horizontally in the throttle valve 21. It is located above. Moreover, the bypass valve 35 is arranged toward the upstream side of the intake passage 17a, and the step motor 39 is arranged toward the downstream side of the intake passage 17a.
The bypass downstream groove 32o is formed longer than the bypass downstream groove 32o.

By arranging the valve hole 34 and thus the bypass valve 35 in parallel with the intake passage 17a, the intake amount control device can be made compact. Further, the step motor 39 and the bypass valve 35 are the throttle valve shaft 2
2 It can be arranged in a well-balanced manner upward, which also contributes to downsizing of the intake air amount control device.

In FIGS. 12 and 13, the actuator housing 42 has a larger diameter than the valve holes 34 coaxially arranged in front of the actuator housing 42, and the annular step portion 5 is formed at the boundary with the valve hole 34.
5 is formed. A seal member 57 is sandwiched between the annular step portion 55 and the front end surface of the step motor 39 mounted on the actuator housing 42. That is, since the seal member 57 is held in a fixed position between the front end surface of the step motor 39 and the annular step portion 55 at the same time when the step motor 39 is mounted on the actuator housing 42, the assembling property is good.

The seal member 57 is composed of an annular reinforcing plate 58 made of synthetic resin and a rubber elastic coating 59 which is molded and joined to the reinforcing plate 58 so as to wrap it. A pair of front and rear side lips 6 is provided on the outer peripheral portion of the elastic coating 59.
0 and 60, and an inner peripheral lip 61 is formed on the inner peripheral surface, and the side lips 60 and 60 are in close contact with the annular step portion 55 and the front end surface of the step motor 39, respectively. Reference numeral 61 closely contacts the outer peripheral surface of the root portion of the output shaft 39a. Since the side plate 60, 60 and the inner peripheral lip 61 are properly held in the sealing posture by the reinforcing plate 58, a good sealing function can always be exhibited.

A plurality of anchor holes 62 are formed in the reinforcing plate 58, and these are filled with an elastic coating 59 to enhance the coupling force between the reinforcing plate 58 and the elastic coating 59. Further, the reinforcing plate 58 is made of synthetic resin, so that the seal member 5
7 weight reduction is achieved.

In FIGS. 5, 10 and 11, the control block 28 is provided with a throttle sensor 64 for detecting the opening of the throttle valve 21. The throttle sensor 64 includes a case 66 fitted in a mounting recess 65 formed on the outer surface of the control block 28, and a rotor 67 connected to the end of the valve shaft 22 of the throttle valve 21 in the case 66. And a stator 68 fixed to the case 66 to detect the rotation angle of the rotor 67 as the opening of the throttle valve 21.

As shown in FIGS. 5, 9 and 14, the throttle body 17 and the control block 28 are provided on one side of the mounting recess 65 of the throttle sensor 64.
A first sensor mounting hole 71, which is open to the upstream side of the intake passage 17a and is orthogonal to the connecting flange 27, is provided, and an intake temperature sensor 73 for detecting the temperature upstream of the intake passage 17a is mounted in the first sensor mounting hole 71 from the control block 28 side. It Further, a boost negative pressure detection hole 74 opening downstream of the intake passage 17a is formed in the throttle body 17, and a second sensor mounting hole 72 located directly above the first sensor mounting hole 71 is formed in the control block 28. A communication passage 75 that communicates between the boost negative pressure detection hole 74 and the second sensor mounting hole 72 is formed in the joint surface of the connection flange 27 as a bent groove that bypasses the lower portion of the throttle sensor 64. A boost negative pressure sensor 76 for detecting the intake negative pressure on the downstream side of the intake passage 17a, that is, the boost negative pressure of the engine 5 through the boost negative pressure detection hole 74 is attached to the second sensor mounting hole 72.
Thus, the intake air temperature sensor 73 and the boost negative pressure sensor 7
6 are arranged close to each other.

The bypass inlet 31i, which is the upstream end of the bypass 30, is attached to the first sensor mounting hole 71 and the mounting hole 71i.
It is arranged closer to the upstream side of the intake passage 17a. Further, the communication passage 75 is arranged so as to bypass the lower part of the throttle sensor 64, whereas the bypass downstream groove 32o is arranged so as to bypass the upper part of the throttle sensor 64.

In FIGS. 4 to 8 and 14, a vertically flat coupler 80 is provided above the control block 28. The coupler 80 is composed of a coupler body 81 formed integrally with the control block 28 and a large number of connectors 82 embedded in the coupler body 81. The coupler body 81 passes over the connecting flange 27 and directly above the throttle body 17. And extends the connection port 80a in the direction opposite to the control block 28. An external coupler 83 having a wire harness 86 connected to a power source or the like connected to the coupling port 80a.
Are combined.

The control block 28 with such a coupler 80 is of a box type in which the outer end face opposite to the connecting flange 27 is open, and the base plate 84a of the electronic control unit 84 is installed on the outer end face. . At that time, the substrate 8
4a includes the intake air temperature sensor 73 and the boost negative pressure sensor 7
6 and the connection terminal 64a of the throttle sensor 64 and the inner end of the connector 82 of the coupler 80 are directly connected by soldering (see FIGS. 10 to 12). Reference numeral 85 is the substrate 8
4 shows various semiconductor elements attached on 4a.

Thus, in the horizontal throttle body 17, even if a foreign object such as a fuel oil drop enters the boost negative pressure detection hole 74 from the intake passage 17a due to the intake blowback phenomenon of the engine 5, the boost negative pressure detection hole 74 is detected. And a boost negative pressure sensor 76 located thereabove, a large drop is imparted to the communication passage 75 by the communication passage 75.
Since the curved road has a large flow path resistance, the foreign matter cannot climb up to the boost negative pressure sensor 76. Therefore, the boost negative pressure sensor 76 is protected from the foreign matter and its function and durability are secured. can do.

Further, since the intake air temperature sensor 73 and the boost negative pressure sensor 76 are centrally arranged on one side of the throttle sensor 64, it becomes possible to centrally connect them to the electronic control unit 84. Can be made compact.

Further, a groove which becomes the communication passage 75, and a bypass upstream groove and a downstream groove 32 which are main parts of the bypass 30.
i and 32o are connecting flanges 2 of the throttle body 17.
Since it is formed on the joint surface of No. 7, it can be formed at the same time as the molding of the throttle body 17, and no special processing for forming them is required, and the productivity can be improved.

Furthermore, the bypass inlet 31i has the first sensor mounting hole 71 located below the second sensor mounting hole 72.
In addition, the first and second sensor mounting holes 71, 72 and the bypass inlet 31i can be centrally arranged without interfering with each other by being arranged closer to the upstream side of the intake passage 17a than the mounting hole 71. This can contribute to downsizing of the control block 28.

Furthermore, by arranging the bypass downstream groove 32o and the communication passage 75 so as to surround the throttle sensor 64 from above and below, the bypass downstream groove 32o and the communication passage 7 are formed.
Throttle sensor 64 without interfering with each other.
It is possible to arrange the control block 28 in a compact size around it, which can contribute to further downsizing of the control block 28.

Referring again to FIG. 4, on the outer end face of the control block 28 with the coupler 80, a pair of corners on one diagonal line has a positioning projection 87 and another diagonal corner has a screw hole 88. While formed, substrate 84
a is a positioning hole 89 corresponding to the positioning protrusion 87.
And a screw hole 90 corresponding to the screw hole 88 are provided. The positioning hole 89 is fitted into the positioning protrusion 87, and the screw 91 inserted into the screw hole 90 is screwed into the screw hole 88. Is fixed to a predetermined position of the control block 28.

In the control block 28, as shown in FIGS. 12 and 17, a substantially rectangular parallelepiped synthetic resin connector piece 92 is positioned and fixed between the step motor 39 and the substrate 84a. A plurality of lead frames 93, 93 ... Are embedded in this connector piece 92, and a connection terminal 93a formed at one end of each lead frame 93 is directly connected to the substrate 84a by soldering, so that each lead frame 93 A connector hole 94 is formed at the other end.

On the other hand, the front end surface of the terminal lead-out portion 95 protruding from the outer surface of the step motor 39 (step motor 3
A plurality of connector pins 96, 96 ... Project from the front end surface of the actuator housing 42 in the direction of insertion into the actuator housing 42. These connector pins 96, 96 ... The holes 94, 94 ... Are fitted into the holes.

The electronic control unit 84, in addition to the throttle sensor 64, the boost negative pressure sensor 76, the intake air temperature sensor 73, and the output signals of an engine speed sensor, an engine temperature sensor and the like (not shown), the step motor 39 and the fuel injection. The coupler 8 controls not only the valve 20 but also the operation of an ignition device (not shown) and the like.
0 and an external coupler 83 coupled to it.

As shown in FIGS. 4 and 9, on the joint surface of the connecting flange 27, the bypass upstream groove 32i, the bypass downstream groove 32o, the first sensor mounting hole 71, the boost negative pressure detecting hole 74 and the communication passage 75 are formed. A sealing groove 97 surrounding the periphery is formed, and the sealing member 9 that closely contacts the control block 28 is formed therein.
8 is attached, and the air tightness of the bypass upstream groove 32i, the bypass downstream groove 32o, etc. is maintained.

As shown in FIGS. 4, 11 and 12, the stepped fitting surface 100 formed on the outer periphery of the outer end of the control block 28 with the coupler 80 has an Al alloy for accommodating the electronic control unit 84. A plate cap 101 is fitted in the cage. At that time, the locking projections 10 formed on these fitting surfaces
5 and the locking hole 106 (see FIGS. 4 and 11) are elastically engaged. The cap 101 is formed by press-molding an Al alloy plate and gives a good appearance without wrinkles. Therefore, the cap 101 improves the appearance of the control block 28, and is effective when the control block 28 is exposed to the outside as in the motorcycle 1.

The control block 28 is provided with a potting port 1 which is close to the open end surface of the cap 101 and communicates with the inside of the cap 101 and opens on the side opposite to the cap 101.
02 (see FIGS. 8 and 14). Then, with the cap 101 facing downward, the synthetic resin 103 is potted from the potting port 102 into the cap 101 up to the seal fitting part of the cap 101, thereby enclosing the electronic control unit 84 and at the same time, the seal fitting part of the cap 101. Is sealed.

The potting resin 103 protects the electronic control unit 84 from rainwater, dust and vibrations, and particularly seals the seal fitting portion of the cap 101 to the control block 28, thereby effectively waterproofing and dustproofing. The cap 1 can be formed by the adhesive force of the potting resin 103.
It is possible to strengthen the binding force with the control block 28 of 01.

Moreover, the electronic control unit 84 is housed in the cap 101, and the cap 101 is faced downward.
Since the synthetic resin 103 is potted from the upper potting port 102, the minimum required potting resin 10
3 with electronic control unit 84 protection and cap 1
01 can be efficiently coupled, and thus the synthetic resin 103 can be prevented from entering the bypass valve 35 and the step motor 39 above the cap 101.

When potting, the cap 101
The potting condition of the synthetic resin inside the potting port 1
The amount of potting can be easily adjusted while visually checking from 02. Also, the potting resin 103 is
Connection terminals 64a, 73 for various sensors 64, 73, 76
Since a, 76a and the connecting portion of the connecting terminal 93a of the connector piece 92 to the substrate 84a are also wrapped, the vibration resistance of the connecting terminals 64a, 73a, 76a, 93a can be improved.

Referring again to FIGS. 3 and 7, the control block 27 including the various sensors 64, 73, 76 and the electronic control unit 84 is arranged on the left and right sides of the throttle body 17, while the coupler 80 is It is arranged above the throttle body 17, that is, between the throttle body 17 and the bottom wall of the luggage box 3. Such various sensors 64, 73, 76 and electronic control unit 84,
Due to the distributed arrangement with the coupler 80, they can be easily arranged even in a narrow space around the throttle body 17 in the motorcycle 1, and especially since the coupler 80 can be flattened in the vertical direction, 1
Even if it is arranged above 7, it is not necessary to move the bottom part of the upper luggage box 3 almost upward, and the volume of the luggage box 3 can be expanded.

Moreover, since the coupling port 80a of the coupler 80 with the external coupler 83 is directed to the side opposite to the electronic control unit 84, the connection of the external coupler 83 to the coupler 80 is obstructed by the electronic control unit 84 and the engine 5. It is easy to install and has good assembling and maintainability.

A throttle drum 23 is fixed to one end of the valve shaft 22 extending in the left-right direction on the side opposite to the electronic control unit 84. The throttle cable 24 connected to the throttle drum 23 has a coupling port 8 of a coupler 80.
It is arranged so as to pass below 0a (see FIG. 8). By doing so, the throttle cable 24 and the coupler 80
It is possible to avoid the interference of the external coupler 83 coupled with the wire harness 86, and to improve the assembling property and the maintainability.

Further, as shown in FIGS. 2, 3, 7 and 8, the throttle cable 24 connected to the throttle drum 23 passes through the lower side of the throttle drum 23 and once extends rearward to reach the engine hanger 14. After bending in a U-shape in the crank portion of the steering wheel 3, the steering wheel 3 extends forward along the down tube 11b on one side of the body frame 11.
6 (FIG. 1) is connected to a throttle operation member (not shown).

When the power unit 4 moves up and down in response to the expansion and contraction of the rear cushion unit 26 during the steering of the motorcycle 1, the throttle body 17 also swings together with the power unit 4, and the throttle cable 2 accordingly.
It is possible to prevent excessive stress from being generated in the throttle cable 24 due to the reason that the U-shaped bent portion 4 of FIG. Moreover, even though the coupling port 80a of the throttle drum 23 and the coupler 80 is arranged on the same side of the throttle body 17, by arranging the single throttle cable 24 as described above, the coupling port 80a of the coupler 80 is A comparatively large work space which is not disturbed by the throttle cable 24 can be secured around the periphery, and the external coupler 83 can be easily connected to the coupling port 80a.

The operation of the intake air amount control device will be described below.

When the throttle valve 21 is fully closed, the electronic control unit 84, based on the output signals of the throttle sensor 64, the intake air temperature sensor 73, the boost negative pressure sensor 76, etc., at the engine start, at the time of fast idling, at the time of normal idling. , The operating condition of the engine such as when the engine is being braked is determined, and the step motor 39 is operated to obtain the opening degree of the bypass valve 35 corresponding to the operating condition.
9a is normally or reversely rotated.

When the output shaft 39a rotates normally or reversely, the drive member 37 moves back and forth in the axial direction, so that the joint member 5
The bypass valve 35 is slid back and forth along the valve hole 34 via 3 to increase or decrease the opening area of the metering groove 48 with respect to the valve hole outlet 33o, that is, the opening degree of the bypass 30 to increase the intake air flow rate in the bypass 30. Control. In particular, by advancing and retracting the tapered portion 48b of the measuring groove 48 with respect to the valve hole outlet 33o, the intake flow rate can be finely controlled from zero to a predetermined maximum value. As a result, engine start,
Fast idling and normal idling are automatically performed properly.

At this time, the Oldham joint 50 includes the bypass valve 35 and the output shaft 39a of the step motor 39.
Even if there is a deviation due to a manufacturing error between the axes of and, the deviation is caused by the movement of the joint member 53 along the first lateral direction X and the movement of the drive member 37 along the second lateral direction Y. Since it is absorbed, the smooth sliding of the bypass valve 35 can be guaranteed regardless of the deviation, and at the same time, the holding spring 54 suppresses the vibration of the bypass valve 35.

When the bypass valve 35 is fully closed,
The intake negative pressure of the engine 5 acts on the side surface of the bypass valve 35 facing the valve hole outlet 33o. At that time, the Oldham joint 50 allows the bypass valve 35 to move in parallel in the intake negative pressure acting direction. 35 is firmly attached to the periphery of the valve hole outlet 33o,
It is possible to prevent or minimize the leakage of bypass intake air from o. Therefore, the valve hole 34 and the bypass valve 35 do not require special dimensional accuracy, which can contribute to improvement in productivity.

Furthermore, the axially opposite end surfaces of the bypass valve 35 have the first and second square holes 51 of the Oldham joint 50,
52 and the sliding gap between the valve 35 and the valve hole 34 communicate with each other. Therefore, no matter what pressure is transmitted to the valve hole 34, the pressure difference between the two axial end surfaces of the bypass valve 35 is increased. Therefore, the bypass valve 35 can be operated lightly even with a relatively small output of the step motor 39. This means that the responsiveness of the bypass valve 35 can be improved, and the output of the step motor 39 can be reduced and the size thereof can be reduced.

Furthermore, the bypass valve 35 is urged by the holding spring 54 from the valve hole inlet 33i to the valve hole outlet 33o, and the urging force is applied to the step motor 3
Since the output shaft 39a of 9 is supported by the large flange 37a of the driving member 37 which is directly screwed, the driving member 37 is bypassed by the large flange 37a especially when the output shaft 39a rotates in the closing direction of the bypass valve 35. Since the valve 35 is directly pressed in the closing direction, the closing speed of the bypass valve 35 can be increased regardless of the presence of the holding spring 54.

On the other hand, if the throttle valve 21 is opened, an amount of intake air corresponding to the increase in the opening degree is supplied to the engine 5 through the intake passage 17a, and its output can be controlled.

By the way, in such an intake air amount control device, a control block 28 with a coupler 80 is joined to the connecting flange 27 of the throttle body 17, and the bypass valve 35,
Since the step motor 39, the intake air temperature sensor 73, the boost negative pressure sensor 76, the throttle sensor 64 and the electronic control unit 84 are attached, the processing of the throttle body 17 and the production of the control system assembly including the control block 28 are performed in parallel. In particular, before coupling the control block 28 to the throttle body 17, the coupler 80
The step motor 3
9, bypass valve 35, various sensors 64, 73, 7
6. It is possible to perform a functional inspection of the electronic control unit 84 and the like, and therefore, only those that have passed the inspection will be attached to the throttle body 17, so that there is no waste in the assembly work and the productivity is improved. You can

Moreover, since the electronic control unit 84 is installed on the outer end surface of the control block 28 and the step motor 39, various sensors 64, 73 and 76, and the coupler 80 are electrically connected via the electronic control unit 84, the step The connection between the motor 39, the various sensors 64, 73 and 76, and the coupler 80 can be simplified to further improve the assembling property.

Further, the step motor 39 is provided with a connector pin 96 projecting in the inserting direction into the actuator housing 42.
Since the connector hole 94 into which the step motor 39 is fitted is provided in the lead frame 93 connected to the coupler 80 on the control block 28 side, the step motor 39 is attached to the control block 28 at the same time as the step motor 39 and the coupler 80 are electrically connected. As a result, no special electrical connection work is required, and the assemblability can be further improved.

Since the lead frame 93 having the connector hole 94 is embedded in the small connector piece 92 which is positioned and fixed to the control block 28 between the step motor 39 and the electronic control unit 84, the embedding of the lead frame 93 is avoided. , Is extremely easy and accurate as compared with the case where it is embedded in a large-part control block 28, and the connector piece 92
Is set in the control block 28, the connector hole 94 of the lead frame 93 can be accurately arranged at a fixed position, and proper fitting with the connector pin 96 of the step motor 39 is guaranteed.

Further, the actuator housing 42 in which the step motor 39 is mounted has an electronic control unit 84.
Since it is provided so as to open to the outer peripheral surface of the control block 28, which is different from the outer end surface of the control block 28 in which the control block 28 is installed, the control block 28 can be made compact and the electronic control unit 84 can be installed regardless of the installation. The step motor 39 can be attached and detached, and the step motor 3
9 and the bypass valve 35 can be easily maintained.

While the engine 5 is not operating, water in the air in the valve hole 34 may be condensed on the inner wall of the valve hole 34. Since the sealing member 57 provided prevents the step motor 39 from entering the step motor 39, the step motor 39 can be protected and its durability can be improved.

Particularly, the seal member 57 is sandwiched between the annular step portion 55 between the valve hole 34 and the actuator housing 42 and the step motor 39, and the inner peripheral surface thereof has the root portion of the output shaft 39a of the step motor 39. Since the inner peripheral lip 61 that is in close contact with the outer peripheral surface is provided, the frictional resistance of the inner peripheral lip 61 to the rotating surface of the output shaft 39a is extremely small, and it is possible to eliminate the influence on the responsiveness of the bypass valve 35 and to output the output. Even with the bypass valve 35 in which the tip of the shaft 39 a is exposed in the valve hole 34, the step motor 39 and the valve hole 3 have the single seal member 57.
It is possible to reliably seal between the four. That is, since the structure of the bypass valve 35 does not matter, the sealing member 57
The scope of application is wide.

When the engine 5 is stopped,
Since the bypass valve 35 fully closes the valve hole outlet 33o, even if the fuel gas generated on the downstream side of the intake passage 17a enters the downstream side of the bypass 30, the bypass valve 3
5 prevents entry into the valve hole 34. Therefore, even if the sealing function of the sealing member 57 deteriorates, the step motor 39 can be prevented from being exposed to the fuel gas and its durability can be ensured.

Further, since the length of the bypass 30 on the downstream side of the valve hole 34 is set to be sufficiently long, it is difficult for the fuel gas generated on the downstream side of the intake passage 17a to pass through the sufficiently long downstream portion of the bypass. Therefore, it is possible to prevent the fuel gas from entering the valve hole 34 and further contribute to the protection of the step motor 39.

Further, in the bypass 30, the valve hole inlet 33i and the valve hole outlet 33o, which occupy higher positions than the bypass inlet 31i and the bypass outlet 31o, are opened on the lower surface of the valve hole 34, so that the valve hole inlet 33i and the valve hole Exit 33o
It is difficult for foreign matter such as dust to enter the valve hole 34 through the valve hole 34. Therefore, malfunction of the bypass valve 35 due to the foreign matter can be avoided.

The present invention is not limited to the above embodiments, and various design changes can be made without departing from the scope of the invention. For example, the bypass upstream groove 32i, the bypass downstream groove 32o, and the communication passage 75 can be formed on the joint surface side of the control block 28 with the connecting flange 27.

[0079]

As described above, according to the first feature of the present invention, the throttle body is provided with a throttle valve in the intake passage connected to the intake port of the engine, and the throttle body is bypassed and connected to the intake passage. A throttle for an intake air amount control device for an engine, comprising: a bypass, a bypass valve for controlling the opening of the bypass, a sensor for detecting an operating state of the engine, and an actuator for opening / closing the bypass valve according to an output signal of the sensor. A control block joined to the body is integrally formed with a coupler having a coupling port with an external coupler, and a bypass valve, a sensor and an actuator are attached, and at the same time when the actuator is attached to the control block, a gap between the actuator and the coupler is provided. Since it is designed to be electrically connected, the throttle I and separately from the control block to the bypass valve, if the even mounting sensors and actuators, by appropriately connecting the power supply to the control block integral with the coupler, the actuator and the bypass valve,
It is possible to perform a functional inspection of the sensor and the like, and therefore, only those that have passed the inspection are attached to the throttle body, so that there is no waste in the assembly work and it can contribute to the improvement of productivity. Moreover, since the electrical connection between the actuator and the coupler is made at the same time when the actuator is attached to the control block, no special electrical connection work is required, and the assemblability on the control block side is improved.

According to the second feature of the present invention, in addition to the first feature, the control block is provided with an actuator housing for accommodating the actuator, and the actuator projects in the insertion direction into the housing. While the connector pin is provided, the connector hole into which the connector pin is fitted is provided in the conductive member which is provided in the control block and is continuous with the coupler. By fitting the holes, the electrical connection between the actuator and coupler can be facilitated.
It can be done reliably.

Further, according to the third feature of the present invention, the first
In addition to the above features, an electronic control unit for electrically connecting the actuator, sensor and coupler to each other is installed on the outer end surface of the control block. Therefore, the actuator and the sensor can be integrated by integrating the control block and the electronic control unit. Also, the connection between the couplers can be simplified to improve the assemblability.

Furthermore, according to the fourth feature of the present invention,
In addition to the second feature, since the conductive member is embedded in the connector piece made of synthetic resin attached to the control block, embedding the conductive member in the connector piece of a small component is embedded in the control block of a large component. It is extremely easy and accurate compared with the above, and by setting the connector piece in the control block, the connector hole of the conductive member can be accurately placed in a fixed position, and the accurate fitting with the connector pin of the actuator can be achieved. Guaranteed.

Furthermore, according to the fifth feature of the present invention,
In addition to the fourth feature, the control block is provided with an actuator housing that opens to the outer peripheral surface connected to the peripheral edge of the electronic control unit installation surface, and the actuator is mounted on this actuator housing. Since the installation surface of the actuator and the opening surface of the actuator housing are different, the control block can be made compact, and the actuator can be attached / detached regardless of the installation of the electronic control unit, facilitating maintenance of the actuator and bypass valve. You can

[Brief description of drawings]

FIG. 1 is a side view of a motorcycle including an intake air amount control device according to the present invention.

FIG. 2 is an enlarged sectional view of part 2 in FIG.

3 is a sectional view taken along line 3-3 of FIG.

FIG. 4 is an exploded perspective view of the intake air amount control device.

FIG. 5 is a side view of the intake air amount control device.

6 is a view on arrow 6 of FIG.

FIG. 7 is a view on arrow 7 of FIG.

FIG. 8 is a view on arrow 8 of FIG.

9 is a sectional view taken along line 9-9 of FIG.

10 is a sectional view taken along line 10-10 of FIG.

11 is a sectional view taken along line 11-11 of FIG.

12 is a sectional view taken along line 12-12 of FIG.

FIG. 13 is an enlarged view of the peripheral portion of the bypass valve of FIG.

14 is an enlarged sectional view taken along line 14-14 of FIG.

15 is an enlarged sectional view taken along line 15-15 of FIG.

FIG. 16 (A) is a side view of the bypass valve as viewed from the measuring groove side. (B) The side view seen from the keyway side of the bypass valve.

FIG. 17 is an enlarged cross-sectional view of section 17 of FIG.

[Explanation of symbols] 5 ... Engine 7a ... Intake port 17 ... Throttle body 17a ... intake passage 28 ... Control block 30 ... bypass 35 ... Bypass valve 39 ··· Actuator (step motor) 42 ... Actuator housing 64 ... Sensor (throttle sensor) 73 ... Sensor (intake air temperature sensor) 76 ... Sensor (boost negative pressure sensor) 80 ... Coupler 80a ... Coupling port 83 ... External coupler 84 ... Electronic control unit 84a ... substrate 92 ... Connector piece 93 ··· Conductive member (lead frame) 94 ··· Connector hole 96 ... Connector pins

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) // F02D 45/00 360 F02D 45/00 364D 364 364G 33/00 318G (72) Inventor Minoru Ueda Saitama Prefecture 1-4-1 Chuo, Wako-shi, Honda R & D Co., Ltd. (72) Inventor, Toru Hayashi 1-4-1-1, Chuo, Wako-shi, Saitama F-Term, Honda R & D Co., Ltd. (reference) 3G065 AA11 CA00 EA01 EA02 EA03 GA01 GA27 GA41 HA06 HA12 HA21 HA22 KA05 3G084 BA05 BA06 CA01 CA02 CA03 DA00 EA04 EA11 EC01 EC03 FA02 FA10 FA11

Claims (6)

[Claims] 1. A throttle body (17) having a throttle valve (17) disposed in an intake passage (17a) connected to an intake port (7a) of an engine (5), and an intake passage (bypassing the throttle valve (17). 17a) a bypass (30) connected to the bypass valve (35), a bypass valve (35) for controlling the opening degree of the bypass (30), a sensor (64, 73, 76) for detecting the operating state of the engine (5), and this sensor In an intake air amount control device for an engine (5), which is equipped with an actuator (39) that opens and closes a bypass valve (35) in response to an output signal of (64, 73, 76), control connected to a throttle body (17) Block (2
8) The coupler (80) having the coupling port (80a) with the external coupler (83) is integrally formed, and the bypass valve (35), the sensor (64, 73, 76) and the actuator (39) are attached. , This actuator (3
An intake air amount control device for an engine, characterized in that the actuator (39) and the coupler (80) are electrically connected at the same time as mounting of 9) to the control block (28). 2. The engine intake air amount control apparatus according to claim 1, wherein an actuator housing (42) for accommodating an actuator (39) in a control block (28).
The actuator (39) is provided with a connector pin (96) projecting in the insertion direction into the housing (42), and a connector hole (94) into which the connector pin (96) is fitted, Control block (28)
A conductive member (93) provided on the base and connected to the coupler (80)
An intake air amount control device for an engine, which is provided in the. 3. The engine intake air amount control apparatus according to claim 1, wherein the actuator (39), the sensor (64, 73, 76) and the coupler (80) are provided on the outer end surface of the control block (28). An intake air amount control device for an engine, comprising an electronic control unit (84) electrically connected. 4. The engine intake air amount control device according to claim 2, wherein the conductive member (9) is attached to a connector piece (92) made of synthetic resin attached to the control block (28).
An intake air amount control device for an engine, characterized in that 3) is buried. 5. The engine intake air amount control apparatus according to claim 4, wherein the control block (28) has an actuator housing (42) opening to an outer peripheral surface connected to a peripheral edge of a mounting surface of the electronic control unit (84). And an actuator (3
An intake air amount control device for an engine, which is equipped with 9). 6. The engine intake air amount control device according to claim 2, wherein the sensor is a throttle sensor (64) for detecting an opening of a throttle valve (17), and a boost for detecting boost negative pressure of the engine (5). An intake air amount control device for an engine, comprising at least one of a negative pressure sensor (76) and an intake air temperature sensor (73) for detecting a temperature in an intake passage (17a).