THROTTLE DEVICE OF ENGINE

Abstract

The present invention provides a throttle device for an engine in which a neutral position of a pressure sensing hose or the like can be maintained by a simple operation without increasing the number of components, thereby reducing manufacturing costs. A throttle device of an engine according to the present invention comprises a main throttle body 2 and a secondary throttle body 3, in which throttle valves 6 are supported on a throttle shaft 5 in throttle bores 2c and 3c such that they can be opened and closed, a right-hand pressure sensing hose 17r, the end of which is connected to the throttle bore 3c of the secondary throttle body 3, and a hose retaining section 20, which is integrally formed with the secondary throttle body 3 and secures a neutral position of the right-hand pressure sensing hose 17r.

Description

BACKGROUND OF THE INVENTION Technical field

[0001] The present invention relates to a throttle device of an engine. Description of the state of the art

[0002] A throttle device of an engine is designed such that throttle bores corresponding to the respective cylinders of the engine are provided through a throttle body, and a throttle valve is supported on a throttle shaft in each of the throttle bores in such a way that it can be opened and closed. Fuel injectors assigned to the respective throttle bores are arranged on the throttle body, and fuel is supplied to the fuel injectors via a fuel supply line. During engine operation, intake air flows into the throttle bores depending on the degree of opening of the throttle valves, and the intake air, mixed with fuel injected by the fuel injectors, is supplied to the engine cylinders, thus driving the engine.

[0003] Hoses for various applications are connected to the throttle orifices. For example, if information about intake air pressure is required to control engine fuel injection, the ends of pressure sensing hoses are connected to corresponding pressure taps in the throttle orifices. The hoses converge, and the other ends are connected to a common intake air pressure sensor. The pressure of the intake air flowing through the throttle orifices is transmitted via the pressure sensing hoses to the intake air pressure sensor and measured as intake air pressure.

[0004] The ends of the pressure sensing hoses are connected to the corresponding pressure sampling nipples of the throttle bores, and the other ends are connected to the intake air pressure sensor to hold them in place; however, it is also necessary to secure a neutral position. This is because if the neutral position of the hose were to sag without being secured, it would be subject to vehicle acceleration and engine vibrations due to acceleration / deceleration or rotation, causing it to oscillate and resulting in frequent contact with peripheral components and subsequent damage. As a remedy, for example, in the technical application of patent publication no. JP 2007-64068, the neutral position of the pressure sensing hose is secured to a fuel supply line with a plurality of band clamps. SUMMARY OF THE INVENTION Technical Task

[0005] However, in the technology described in patent publication no. JP 2007-64068, there is a problem in that the number of components of the throttling device increases, since band clamps are used to secure the central position of the pressure sensing hose.

[0006] Furthermore, attaching the device using the ring-shaped band clamps requires inserting and clamping the pressure sensing hose, thus complicating the fastening process. Combined with the aforementioned increase in the number of components, this leads to an increase in the manufacturing costs of the throttling device.

[0007] The present invention was made to solve the aforementioned problem. It is an object of the present invention to provide a throttle device for a motor in which a neutral position of a pressure sensing hose or the like can be maintained by a simple operation, without increasing the number of components, and thereby reducing manufacturing costs. Means of solving the task

[0008] To achieve this objective, a throttle device of an engine according to the present invention is characterized in that it comprises a throttle body in which throttle valves are supported on a throttle shaft in throttle bores in such a way that they can be opened and closed, a hose whose end is connected to the throttle bore, and a hose retaining section which is formed integrally with the throttle body and secures a central position of the hose.

[0009] Another aspect is that an annular groove, which has a cross-sectional shape that is open to the side, is formed on the hose retaining section, and that the hose is inserted into the annular groove with a deformation through an opening of the annular groove.

[0010] Another aspect is that the ring-shaped groove is open in a direction essentially orthogonal to a major component of vehicle acceleration and engine vibrations.

[0011] Another aspect is that the throttle body may have a multitude of throttle bores, that the ends of the hoses are connected to the respective throttle bores and the other ends are connected to each other via a joint element, and that the hose holding section secures the joint element.

[0012] Another aspect is that the throttle body is a molded part formed with a molding tool, and that the hose retaining section is formed at a position on the throttle body where punching of the molding tool is possible, in a mold in which punching of the molding tool is possible.

[0013] Another aspect is that the throttle body consists of a first throttle body and a second throttle body, which have the throttle bores, that the first throttle body and the second throttle body are coupled together in such a way that the respective flange sections overlap each other, and that the hose retaining section is formed on at least one of the flange sections of the first throttle body and the second throttle body.

[0014] Another aspect is that the hoses may also serve as pressure sensing hoses, through which the interiors of the throttle bores and an intake air pressure sensor are connected to each other in order to transmit an intake air pressure in the throttle bores to the intake air pressure sensor.

[0015] Another aspect is that the hoses may also serve as evaporator hoses, through which the interiors of the throttle bores and an activated carbon container are connected to each other in order to direct an evaporating gas adsorbed by the activated carbon container into the throttle bores.

[0016] Another aspect is that the pressure sensing hose is routed below the throttle body to the intake air pressure sensor and is protected from sagging by fastening the hose retaining section, and its horizontally held lowest horizontal area is formed in the lowest part.

[0017] Another aspect is that a downwardly concave free space section is formed in the throttle body, and that the pressure sensing hose is routed below the free space section to the intake air pressure sensor. Effects of the invention

[0018] According to a throttle device of a motor of the present invention, a neutral position of a pressure sensing hose or the like can be maintained by a simple operation without increasing the number of components, and thereby the manufacturing costs can be reduced. BRIEF DESCRIPTION OF THE FIGURES Fig. Figure 1 is a perspective view of a throttle device of one embodiment; Fig. 2 is a front view of the throttle device; Fig. 3 is a top view of the throttle device; Fig. 4 is a bottom view of the throttle device; Fig. Figure 5 is a left side view of the throttle device; Fig. Figure 6 is a top view showing a mounting point for an intake air pressure sensor; Fig. 7 is a Fig. 4 corresponding bottom view, in which a pressure sensing hose is separated; Fig. Figure 8 is a cross-sectional view along line VIII-VIII of Fig. 4; Fig. Figure 9 is a perspective view showing a right pressure sensing hose attached to a hose holding section; Fig. 10 is a Fig. 9 corresponding perspective view showing another example 1 in which the hose holding section is additionally formed on the side of a main throttle body; Fig. 11 is a Fig. 3 corresponding top view showing another example 2 in which an evaporator hose is attached to a hose holding section; and Fig. Figure 12 is a perspective view showing another example 3 in which a cross nipple is attached to a hose holding section. FORMS FOR IMPLEMENTING THE INVENTION

[0019] The following describes an embodiment of a throttle device for an engine of the present embodiment. First, features of the present invention are described, followed by a description of the purpose for which these features are used in the present embodiment.

[0020] In the technology described in patent publication no. JP 2007-64068, as above, the central position of the pressure sensing hose is attached to the fuel supply line with a plurality of band clamps; therefore, problems arise, namely the increase in the number of components and the complexity of the fastening work.

[0021] In view of these problems, the present invention is characterized in that, instead of band clamps, a hose holding section with a throttle body is formed in one piece to fasten a pressure sensing hose, and that this leads to a reduction in the number of components and a simplification of the fastening work.

[0022] On the other hand, as will be described in detail later, in the throttle device of the present embodiment, an intake air pressure in throttle bores is detected by an intake air pressure sensor. For example, in a general throttle device as described in patent publication no. JP 2007-64068, pressure sensing nipples are provided on the upper parts of throttle bores, and the ends of pressure sensing hoses are connected to the corresponding pressure sensing nipples. A fuel supply line is arranged in the immediate vicinity above the pressure sensing nipples, through which fuel is supplied to fuel injectors. The central section of the pressure sensing hose is routed along this fuel supply line and appropriately secured with band clamps, and the other ends, which converge, are connected to an intake air pressure sensor.Consequently, the pressure sensing hoses are designed to extend upwards from the pressure sampling nipples to the fuel supply line. Intake air flowing in the throttle bores may contain dust or moisture, and backflow from cylinders into the throttle bores, containing soot or similar substances, could also occur; however, the probability of foreign matter such as dust, soot, or moisture penetrating the upwardly extending pressure sensing hoses is low.

[0023] In contrast, in the throttle device of the present embodiment, due to a vehicle requirement, for example, a requirement such as avoiding interference with peripheral components installed in the body, pressure sensing nipples are provided on the lower parts of the throttle bores, and pressure sensing hoses connected to the corresponding pressure sensing nipples are routed below the throttle body to the intake air pressure sensor. This routing path increases the likelihood that foreign matter and moisture generated in the throttle bores will penetrate the pressure sensing hoses. Furthermore, the pressure sensing hoses are located in a position opposite a delivery pipe (corresponding to the fuel supply line of patent publication no.JP 2007-64068) spaced downwards; therefore, it is not possible to secure and hold the center position of the pressure sensing hose using the delivery tube.

[0024] If the pressure sensing hose is not held in its neutral position by any means, it will sag, and frequent contact with peripheral components will lead to damage. Furthermore, foreign matter and moisture can accumulate locally in the lower part of the sagging hose, causing premature blockage and impairing the intake air pressure sensor's sensing function. Additionally, foreign matter and moisture can, for whatever reason, penetrate from the pressure sensing hose into the intake air pressure sensor. In this case, another problem arises: failure of the intake air pressure sensor.

[0025] In light of the specific problems described above, the throttling device of the present embodiment results from the application of the present invention to reliably protect the routing path of a pressure sensing hose below a throttling body and also to prevent problems caused by foreign objects and moisture penetrating the pressure sensing hose. The details are described below.

[0026] Fig. 1 is a perspective view, Fig. 2 is a front view, Fig. 3 is a top view, Fig. 4 is a bottom view, and Fig. Figure 5 is a left side view of a throttle device of the present embodiment.

[0027] A throttle device 1 of the present embodiment is used in a three-cylinder engine installed in a motorcycle. The drawings illustrate the directions front / back, left / right, and up / down, with a rider in a vehicle serving as the reference point. In a state installed in the vehicle, with the throttle device 1 mounted on an engine installed in the vehicle, the throttle device 1 is held in one of the positions shown in each drawing. In the following description, the directions front / back, left / right, and up / down are illustrated assuming that the throttle device 1 is in a state installed in the vehicle.

[0028] The throttle body of the throttle device 1 consists of a main throttle body 2 and a secondary throttle body 3, which are coupled together. The throttle bodies 2 and 3 are each manufactured as die-cast aluminum parts. The main throttle body 2 corresponds to a "first throttle body" of the present invention, and the secondary throttle body 3 corresponds to a "second throttle body" of the present invention. It should be noted that the material and manufacturing process of the throttle bodies 2 and 3 are not limited thereto; for example, they can be manufactured by injection molding them from a synthetic resin material with high heat resistance.

[0029] At the right end of the main throttle body 2, an annular flange section 2a is formed in one piece, and to the left of the flange section 2a, an adjacent motor mounting chamber 2b is formed in one piece. At the left end of the secondary throttle body 3, an annular flange section 3a is formed in one piece, and to the right of the flange section 3a, an adjacent gearbox mounting chamber 3b is formed in one piece. The main throttle body 2 and the secondary throttle body 3 are arranged such that the flange sections 2a and 3a overlap each other and are coupled to each other by being bolted together with a screw 4.

[0030] Two throttle bores 2c are provided passing through the main throttle body 2, and one throttle bore 3c is provided passing through the secondary throttle body 3. The throttle bores 2c and 3c are arranged side by side in a left-right direction at a distance and are present in a state of installation of the throttle device 1 in the vehicle, as shown in Fig. Figure 5 shows the throttle bores held in such a position that their lower end is angled obliquely forward and downward relative to their upper end. Although not shown, the lower ends of the throttle bores 2c and 3c are connected to the respective cylinders of the engine, and the upper ends of the throttle bores 2c and 3c are connected to an air cleaner.

[0031] A throttle shaft 5 is rotatably supported in the main throttle body 2 and the secondary throttle body 3. This shaft passes through the throttle bores 2c and 3c and the transmission chamber 3b in a left-right direction. A throttle valve 6 is supported on the throttle shaft 5 in each of the throttle bores 2c and 3c such that it can be opened and closed. Although not shown, a transmission cable is housed in the transmission chamber 3b, and a motor is housed in the motor chamber 2b. Rotation of the motor is transmitted to the throttle shaft 5 via the transmission cable, thereby opening and closing the throttle valves 6.

[0032] Fuel injectors 7, corresponding to the respective throttle bores 2c and 3c, are mounted on the front faces of the main throttle body 2 and the secondary throttle body 3. A common delivery tube 8 is connected to the upper parts of the fuel injectors 7. A nipple 8a is provided at the left end of the delivery tube 8. When the throttle device 1 is installed in the vehicle, a fuel tank of the vehicle is connected to the nipple 8a via a fuel hose (not shown), and fuel is supplied to the fuel injectors 7 through the fuel hose and the delivery tube 8.

[0033] As in Fig. As shown in Figure 3, vaporizing inlet nipples (not shown) are integrally formed on the lower front faces of the main throttle body 2 and the secondary throttle body 3, corresponding to the respective throttle bores 2c and 3c. Each vaporizing inlet nipple is connected to one end of a vaporizing hose 9, and the vaporizing hoses 9 converge. A nipple 9a is provided on one side of the vaporizing hose 9, and in a state where the throttle device 1 is installed in the vehicle, an activated carbon canister of a vaporizing gas treatment system (not shown) is connected to it. As is known, vaporizing gas that forms in the fuel tank during engine shutdown is adsorbed by the activated carbon canister.By utilizing a vacuum created in an intake manifold when the engine starts, the vaporizing gas from the activated carbon canister is distributed through the vaporizer hoses 9 to be directed into the throttle bores 2c and 3c, whereupon the vaporizing gas is burned and treated in the cylinders of the engine.

[0034] A throttle sensor 10 is mounted at the right end of the secondary throttle body 3. Although not shown, the throttle sensor 10 is connected to the right end of the throttle shaft 5 and detects a rotation angle of the throttle shaft 5, i.e., a degree of opening of the throttle valves 6, as the throttle opening degree. An intake air temperature sensor 11 is mounted at the left end of the main throttle body 2. Although not shown, the intake air temperature sensor 11 extends into the left throttle bore 2c and detects a temperature of the intake air flowing therein as the intake air temperature.

[0035] Fig. Figure 6 is a top view showing a mounting point for an intake air pressure sensor.

[0036] An intake air pressure sensor 12 is mounted with a screw 13 between the left and right throttle bores 2c of the main throttle body 2. As described below, the intake air pressure sensor 12 is connected to the interiors of the throttle bores 2c and 3c via a pressure sensing hose 17. The pressure of the intake air flowing in the throttle bores 2c and 3c is transmitted to the intake air pressure sensor 12 and measured as intake air pressure.

[0037] With connectors 10a to 12a provided on sensors 10 to 12, a connector 14 of the engine projecting from the side surface of the transmission mounting chamber 3b, and connectors 7a provided on the fuel injectors 7, a coupler of a wiring harness extending from an engine control controller located on the body side is connected to the throttle device 1 when installed in the vehicle. This results in sensor readings from sensors 10 to 12 being input to the controller and a drive signal being input from the controller to the fuel injectors 7, thereby controlling the fuel injection quantity and timing for the respective cylinders of the engine.The drive signal from the controller is also fed into the motor, thereby adjusting the opening degree of the throttle valves 6, and consequently the amount of intake air supplied to the cylinders of the engine.

[0038] Fig. 7 is a Fig. 4 corresponding underside view, in which the pressure sensing hose is separated from the throttle bodies 2 and 3. Fig. Figure 8 is a cross-sectional view along line VIII-VIII of Fig. 4.

[0039] On the lower rear surfaces of the main throttle body 2 and the secondary throttle body 3, as shown in Fig. 4, Fig. 7 and Fig. Figure 8 shows that the pressure tap nipples 161, 16c, and 16r, each associated with the respective throttle bores 2c and 3c, are formed in one piece. The pressure tap nipples 161, 16c, and 16r are each directed downwards and to the rear. For differentiation, they can be referred to in the following description as the left pressure tap nipple 161, the central pressure tap nipple 16c, and the right pressure tap nipple 16r. In the left-right direction, the left pressure tap nipple 161 and the central pressure tap nipple 16c are positioned approximately close to each other, while the right pressure tap nipple 16r is spaced to the right of the central pressure tap nipple 16c.

[0040] The pressure sensing hose 17 consists of a left pressure sensing hose 171, a central pressure sensing hose 17c, a right pressure sensing hose 17r, and a sensor-side pressure sensing hose 17s. These hoses are connected to each other via a cross nipple 18 described below; therefore, the cross nipple 18 is also a component of the pressure sensing hose 17. The pressure sensing hose 17, especially the right pressure sensing hose 17r, corresponds to a "hose" of the present invention, and the cross nipple 18 corresponds to a "joint element" of the present invention.

[0041] One end of the left pressure sensing hose 171 is connected to the left pressure tap nipple 161, one end of the central pressure sensing hose 17c is connected to the central pressure tap nipple 16c, and one end of the right pressure sensing hose 17r is connected to the right pressure tap nipple 16r. The pressure sensing hoses 171, 17c, and 17r extend downwards and backwards along the orientation of the corresponding pressure tap nipples 161, 16c, and 16r, and the other ends of the pressure sensing hoses 171, 17c, and 17r are connected to three corresponding connecting ports of the cross nipple 18 and converge together.

[0042] In particular, the cross nipple 18 is arranged between the left pressure sensing nipple 161 and the central pressure sensing nipple 16c, which are positioned close to each other; therefore, the overall length of the left pressure sensing hose 171 and the central pressure sensing hose 17c, which connect them, is short. The pressure sensing hoses 171 and 17c are bent at substantially right angles in the direction in which they approach each other and are connected to the cross nipple 18 from the left and right, respectively.

[0043] In contrast, the right pressure sensing nipple 16r is significantly spaced to the right relative to the cross nipple 18. Therefore, the overall length of the right pressure sensing hose 17r, which connects them, is set longer, and the right pressure sensing hose 17r is, as in Fig. 1, Fig. 4 and Fig. As shown in Figure 8, the throttle bodies 2 and 3 are connected to the cross nipple 18 via a considerable detour behind and below the motor mounting chamber 2b and the transmission mounting chamber 3b, respectively. This routing will be described in detail later. The right pressure sensing hose 17r extends rearward and downward from the right pressure extraction nipple 16r, is bent essentially at a right angle to the left, extends linearly to the left behind and below the motor mounting chamber 2b and the transmission mounting chamber 3b, is bent essentially at a right angle forward, and is connected to the cross nipple 18 from the rear.

[0044] As in Fig. As represented by E, the linear section and the left and right curved sections of the right pressure sensing hose 17r, when the throttle device 1 is installed in the vehicle, are protected from sagging and held horizontally by the attachment of a hose retaining section 20, which is described below. These sections are located in the lowest part below all sections of the pressure sensing hoses 171, 17c, and 17r that encompass the location of the cross nipple 18. In the following description, this area is referred to as the lowest horizontal section E.

[0045] On the other hand, as in Fig. 4 and Fig. As shown in Figure 8, one end of the sensor-side pressure sensing hose 17s is connected to the last of the connection ports of the cross nipple 18, and the other end of the sensor-side pressure sensing hose 17s is routed below the main throttle body 2 to the intake air pressure sensor 12. In particular, a downwardly concave free space section 2d with a semicircular cross-section is formed between the left and right throttle bores 2c of the main throttle body 2. The sensor-side pressure sensing hose 17s is routed below the free space section 2d and is bent upwards, and its other end is connected to a nipple 12b of the intake air pressure sensor 12.

[0046] If the free space section 2d is not formed in the main throttle body 2, the sensor-side pressure sensing hose 17s must take a significant downward detour to avoid interference with the main throttle body 2. The formation of the free space section 2d allows the sensor-side pressure sensing hose 17s to be routed effortlessly along the shortest possible path to the intake air pressure sensor 12.

[0047] Fig. Figure 9 is a perspective view showing the right pressure sensing hose 17r attached to the hose holding section.

[0048] At a position behind and below the flange section 3a of the secondary throttle body 3, i.e., at a position where the lowest horizontal section E of the right pressure sensing hose 17r is routed, the hose retaining section 20 is formed in one piece. The hose retaining section 20 projects rearward and downward from the flange section 3a, and an annular groove 20a extending in a left-right direction is formed, the annular groove 20a having a cross-sectional shape that is open laterally, in particular rearward and downward.

[0049] The inner diameter Din of the annular groove 20a is almost equal to the outer diameter Dout of the lowest horizontal region E, and the opening width W of the annular groove 20a is smaller than the outer diameter Dout. Such an opening of the annular groove 20a allows, as shown in Fig. Figure 9, shown by a two-dot dashed line, shows the lowest horizontal region E being inserted from the rear bottom into the annular groove 20a to be fastened to it. As it passes through the opening of the annular groove 20a, the lowest horizontal region E deforms; however, when inserted into the annular groove 20a, it returns to its original cross-sectional shape due to its own elasticity, thus preventing it from slipping out of the annular groove 20a.

[0050] The overall length of the right pressure sensing hose 17r is therefore considerable; however, it is held approximately in its central longitudinal position by the hose retaining section 20. This reduces the sagging of the right pressure sensing hose 17r and creates the desired lowest horizontal region E, i.e., the lowest horizontal region E which is in the lowest position and is exactly horizontal.

[0051] The forming of the hose retaining section 20 takes place simultaneously with the production of the secondary throttle body 3 from aluminum die casting. During the forming of the secondary throttle body 3, a die is punched out in a left-right direction, forming the flange section 3a without interfering with it; therefore, punching is easily possible even when the hose retaining section 20 is located on the flange section 3a. Furthermore, the shape of the hose retaining section 20, including the annular groove 20a, is also configured to allow punching in a left-right direction. Consequently, no significant modification of the die, such as a change to the die's structure, is required, and the hose retaining section 20 can be formed on the secondary throttle body 3 simply by adding a section corresponding to the hose retaining section 20 to the die.This contributes to avoiding the complexity of the mold tool, and consequently to cost reductions of the throttle device 1.

[0052] Next, the effects of the throttle device 1, which is constructed as described above, will be described.

[0053] First, an effect regarding the routing path of the pressure sensing hose 17 is described.

[0054] In the throttle device 1 of the present embodiment, as shown in Fig. 1, Fig. 4 and Fig. Figure 8 shows the ends of the pressure sensing hoses 171, 17c, and 17r connected to the pressure sampling nipples 161, 16c, and 16r, respectively, which are formed on the lower parts of the throttle bores 2c and 3c. The sensor-side pressure sensing hose 17s, which is connected to the hoses 171, 17c, and 17r via the cross nipple 18, is routed below the main throttle body 2 to the intake air pressure sensor 12. This means that all sections of the pressure sensing hose 17 are positioned at a considerable downward distance from the delivery pipe 8. Therefore, it is not possible to secure and hold the pressure sensing hose 17 in its central position using the delivery pipe 8, making sagging of the right-hand pressure sensing hose 17r, which has a particularly long overall length, more likely.

[0055] The right pressure sensing hose 17r is attached to the hose retaining section 20, which is formed as a single unit with the secondary throttle body 3, and is thus protected from sagging. Therefore, the right pressure sensing hose 17r does not vibrate, even when subjected to vehicle acceleration and engine vibrations due to acceleration / deceleration or rotation, thus preventing damage from frequent contact with peripheral components caused by vibrations.

[0056] The pressure sampling nipples 161, 16c, and 16r formed on the throttle bores 2c and 3c are each directed downwards and to the rear, and logically, the pressure sensing tubes 171, 17c, and 17r are also designed to extend downwards and to the rear in this direction. For this reason, foreign matter and moisture that form in the throttle bores 2c and 3c can penetrate the pressure sensing tubes 171, 17c, and 17r. If the pressure sensing tubes 171, 17c, and 17r sag, foreign matter and moisture can accumulate locally in the lowest part of the sag, which can cause problems.

[0057] In the present embodiment, the lowest horizontal area E is formed in the lowest part of the right pressure sensing hose 17r; therefore, the accumulation and blockage of foreign matter and moisture occur in the lowest horizontal area E. Unlike the lowest sagging section, the lowest horizontal area E has sufficient length to occupy most of the right pressure sensing hose 17r longitudinally. Furthermore, the lowest horizontal area E is secured to the hose retaining section 20 and held precisely horizontally. The accumulation and blockage of foreign matter and moisture rarely occur in this entire lowest horizontal area E. Moreover, it takes a very long time for such a situation to arise; therefore, maintenance could be performed beforehand to remove foreign matter and moisture.Consequently, it can be prevented that the right pressure sensing hose 17r becomes blocked due to a deposit and a build-up of foreign matter and moisture, and a proper sensing function of the intake air pressure sensor 12 can be maintained.

[0058] As in Fig. As shown in Figure 8, the intake air pressure sensor 12 is positioned at a sufficiently high level relative to the lowest horizontal section E of the right-hand pressure sensing hose 17r. Therefore, the probability of foreign matter and moisture accumulating in the lowest horizontal section E entering the intake air pressure sensor 12 is very low, thus preventing failure of the intake air pressure sensor 12 caused by the ingress of foreign matter and moisture. The points mentioned above contribute to an improvement in the reliability of the throttle device 1.

[0059] The routing path of the pressure sensing hose 17 described above, which has the lowest horizontal section E, is realized by the hose retaining section 20. The following describes an effect on the hose retaining section 20.

[0060] As can be seen from the foregoing description, the hose retaining section 20, instead of the multiple band clamps of patent publication no. JP 2007-64068, has the function of holding the pressure sensing hose 17 in its central position, in particular the central position of the right pressure sensing hose 17r, and reducing sagging. The hose retaining section 20 is not an independent component like the band clamps, but is formed integrally with the secondary throttle body 3; therefore, the number of components of the throttle device 1 can be reduced according to the number of band clamps. The hose retaining section 20 is formed simultaneously with the aluminum die-casting of the secondary throttle body 3; therefore, it is not necessary to add a new manufacturing step.

[0061] When fastening the right pressure sensing hose 17r using the annular band clamps of patent publication no. JP 2007-64068, it is necessary to insert the pressure sensing hose into them and clamp it securely. In contrast, with the hose retaining section 20 of the present embodiment, as described in Fig. 9 shown by a two-dot dashed line, the fastening can be carried out by a simple operation such as inserting the right pressure sensing hose 17r from the side into the annular groove 20a.

[0062] According to the throttle device 1 of the present embodiment, in combination with the above-mentioned advantages regarding the number of components and the fastening work, the manufacturing costs can be reduced compared to the subject of patent publication no. JP 2007-64068.

[0063] Furthermore, the hose retaining section 20 can be formed at any position on the throttle bodies 2 and 3. In the present embodiment, the lowest horizontal section E is formed in the right pressure sensing hose 17r, which is routed behind and below the engine receiving chamber 2b and the transmission receiving chamber 3b. It is necessary that the lowest horizontal section E be located in its lowest part below all sections of the pressure sensing hose 17 that encompass the location of the cross nipple 18, and it is desirable that the lowest horizontal section E be as long as possible to allow foreign matter and moisture to accumulate and be retained as much as possible. To achieve a lowest horizontal section E that meets these requirements, it is necessary to provide the hose retaining section 20 at a suitable position and to secure the right pressure sensing hose 17r.In this respect, in one example of the present embodiment, the hose retaining section 20 is provided at a position behind and below the flange section 3a of the secondary throttle body 3. This achieves the routing path which has the desired lowest horizontal area E, so that the effects described above can be achieved.

[0064] Depending on the type of throttling device 1, the vehicle's requirements vary, consequently altering the routing path of the pressure sensing hose 17, which responds to these requirements; thus, the position of the hose retaining section 20, which is intended to form the lowest horizontal region E on the throttling bodies 2 and 3, also varies. According to the present invention, since the hose retaining section 20 can be formed at any position on the throttling bodies 2 and 3, the desired lowest horizontal region E, adapted to the type of throttling device 1, can be formed regardless of the specific device. This allows the effects described above to be achieved.

[0065] Furthermore, the number of hose retaining sections 20 that can be formed on the throttle bodies 2 and 3 is not limited to one. For example, if the right pressure sensing hose 17r is thick or rigid, it might be difficult to achieve the desired lowest horizontal area E simply by using the single hose retaining section 20 for fastening. Therefore, as shown in Fig. As shown in Figure 10 as a further example, the hose retaining section 20 can also be formed on the side of the main throttle body 2 in order to hold the right pressure sensing hose 17r in place with the two hose retaining sections 20. In this way, the number of hose retaining sections 20 on the throttle bodies 2 and 3 can be adjusted as desired; therefore, the desired lowest horizontal area E can be of a simpler design.

[0066] On the other hand, the shape of the hose retaining section 20 is configured such that the pressure sensing hose is unlikely to escape from the annular groove 20a, even if vehicle acceleration and engine vibrations act on the throttle device 1 due to acceleration / deceleration or rotation. A previous test on a real machine confirmed that, in the throttle device 1 of the present embodiment, a major component A of the vehicle acceleration and engine vibrations is directed towards the area shown in the diagram. Fig. The situation described in Figure 5, indicated by the arrow, arises. Consequently, if the annular groove 20a is open in a direction orthogonal to the main component A, a problem is prevented, namely the escape of the lowest horizontal section E inserted into the annular groove 20a through the opening. This contributes to an improvement in the reliability of the throttle device 1.

[0067] One aspect of the present invention is not limited to this embodiment. In the embodiment described above, one aspect of the present invention is embodied, for example, in the throttle device 1 for a three-cylinder engine installed in a motorcycle; however, the vehicle and engine type to be used are not limited to this, but can be changed as desired.

[0068] In the embodiment described above, it is further taken into account that, due to a vehicle requirement, a routing path must be selected along which foreign matter and moisture can easily penetrate the pressure sensing hose 17. To prevent such a problem, the lowest horizontal region E is formed in the pressure sensing hose 17. Furthermore, the hose retaining section 20 is provided at a position on the secondary throttle body 3 suitable for forming the lowest horizontal region E. However, a routing path required by the vehicle is not limited to this; for example, as with the routing path of the pressure sensing hose in patent publication no. JP 2007-64068, a routing path into which foreign matter and moisture have difficulty penetrating, but which oscillates easily due to vehicle acceleration and engine vibrations, could be required.In this case, the formation of the lowest horizontal region E is not required; however, for some reason, a fuel supply line might not be used to hold the pressure sensing hose. According to the present invention, the hose holding section 20 can be formed at any position on the throttle bodies 2 and 3; therefore, the hose holding section 20 can be provided in a suitable position that allows it to function as a substitute for a fuel supply line. This allows the pressure sensing hose to be held in place and prevents a problem caused by vibrations.

[0069] Furthermore, there is no restriction to the routing method described in patent publication no. JP 2007-64068, and to increase the detection accuracy of the intake air pressure sensor 12, for example, a routing method in which the overall length of the pressure sensing hose 17 is shortened, a routing method in which the number of bends in the pressure sensing hose 17 is reduced, or the like, might be required. According to the present invention, it is possible to easily address these requirements as well.

[0070] In the embodiment described above, the right pressure sensing hose 17r is attached by means of the hose retaining section 20 formed on the secondary throttle body 3. This hose serves to transmit the intake air pressure in the throttle bores 2c and 3c to the intake air pressure sensor 12. However, a hose attached to the hose retaining section 20 is not limited to this purpose; for example, the evaporator hoses 9 can be attached. In particular, as shown in Fig. As further example 2 shown in Figure 11, a hose retaining section 31, which has an annular groove 31a, is additionally formed on the flange section 3a of the secondary throttle body 3 to secure the evaporator hose 9 in its central position. The vibrations of the evaporator hoses 9 due to vehicle acceleration and engine vibrations are more reliably reduced, thus further preventing damage to the evaporator hoses 9 caused by contact with peripheral components. In further example 2, the evaporator hoses 9 correspond to a "hose" of the present invention.

[0071] In the embodiment described above, the right pressure sensing hose 17r is attached to the hose retaining section 20; however, instead of or in addition to this, the cross nipple 18, which forms part of the pressure sensing hose 17, can be attached. For example, as shown in Fig. As shown in further example 3 in Figure 12, a plate-shaped hose retaining section 41 may be formed in one piece on the main throttle body 2, a fastening rod 18a may be provided extending upwards from the cross nipple 18 and the upper end of the fastening rod 18a may be screwed to the hose retaining section 41 with a screw 42. As shown in Fig. As can be seen in Figure 4, the cross nipple 18, at which the pressure sensing hoses 171, 17c, 17r and 17s converge, is located near the center of gravity of all areas of the pressure sensing hose 17; therefore, fastening and holding the cross nipple 18 can lead to a more effective reduction of the vibrations of the pressure sensing hose 17 due to vehicle acceleration and engine vibrations. LIST OF REFERENCE MARKS 1 Throttle device 2 main throttle bodies (first throttle body) 2a, 3a Flange section 2c, 3c Throttle bore 2d open space section 3 secondary throttle bodies (second throttle body) 5 Throttle shaft 6 Throttle valve 9 Evaporator hose (hose) 12 Intake air pressure sensor 17 Pressure sensing hose (hose) 18 Cross nipples (joint element) 20, 31, 41 Hose holding section 20a, 31a annular groove E lowest horizontal area QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2007-64068 [0004, 0005, 0020, 0022, 0023, 0060, 0061, 0062, 0068, 0069]

Claims

[1] Throttle device of an engine, characterized by , that it includes: a throttle body in which throttle valves are supported on a throttle shaft in throttle bores in such a way that they can be opened and closed; a hose, the end of which is connected to the throttle bore; and a hose retaining section that is formed as one piece with the throttle body and secures a central position of the hose. [2] Throttle device of an engine according to claim 1, characterized by , that an annular groove, which has a cross-sectional shape open at the side, is formed on the hose retaining section, and that the hose is inserted into the annular groove with a deformation through an opening of the annular groove. [3] Throttle device of an engine according to claim 2, characterized by, that the annular groove is open in a direction essentially orthogonal to a major component of vehicle acceleration and engine vibrations. [4] Throttle device of an engine according to claim 1, characterized by , that the throttle body has a large number of throttle bores, that the ends of the hoses are connected to the respective throttle bores and the other ends are connected to each other via a joint element, and that the hose retaining section secures the joint element. [5] Throttle device of an engine according to claim 1, characterized by , that the throttle body is a molded part formed with a molding tool, and that the hose retaining section is formed at a position on the throttle body where punching of the forming tool is possible, in a form in which punching of the forming tool is possible. [6] Throttle device of an engine according to claim 1, characterized by , that the throttle body consists of a first throttle body and a second throttle body, which have the throttle bores, that the first throttle body and the second throttle body are coupled to each other in such a position that the respective flange sections overlap each other, and that the hose holding section is formed on at least one of the flange sections of the first throttle body and the second throttle body. [7] Throttle device of an engine according to claim 1, characterized by that the hoses serve as pressure sensing hoses, through which the interiors of the throttle bores and an intake air pressure sensor are connected to each other in order to transmit an intake air pressure in the throttle bores to the intake air pressure sensor. [8] Throttle device of an engine according to claim 1, characterized bythat the hoses serve as evaporator hoses, through which the interiors of the throttle bores and an activated carbon container are connected to each other in order to direct an evaporating gas adsorbed by the activated carbon container into the throttle bores. [9] Throttle device of an engine according to claim 7, characterized by , that the pressure sensing hose is routed below the throttle body to the intake air pressure sensor and is protected from sagging by fastening the hose retaining section, and that its horizontally held lowest horizontal area is formed in the lowest part. [10] Throttle device of an engine according to claim 9, characterized by , that a downwardly concave free space section is formed in the throttle body, and that the pressure sensing hose is routed below the free space section to the intake air pressure sensor.

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