JP2008309102A - Intake control device for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an intake control device for an engine capable of effectively transmitting driving force of an operation lever to a valve element, capable of reducing a load on an actuator, and capable of achieving miniaturization. <P>SOLUTION: The sleeve type valve element 8 moving between a close position A fitted to one of confronting end parts 3b and 4a of first and second intake passages 3 and 4 slidably along an axial direction and abutted to the other and an open position B separated from the other is provided, a trunnion 16 is protruded on an outer side surface of the valve element 8, the operation lever 19 having a groove 22 engaged with the trunnion 16 is connected to a lever shaft 18 supported by an intake manifold M, and the trunnion 16 and the lever shaft 18 are arranged on or near a plane L orthogonal to an opening and closing direction D of the valve element 8 when the valve element 8 is in the close position A or the open position B, and confronting inner side surfaces 22a and 22b of the groove 22 are arranged along a pair of planes J and K crossing with each other at or near an axis Y of the lever shaft 18 and holding an outer peripheral surface of the trunnion 16 between them. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  According to the present invention, a surge chamber that communicates with an air inlet, a first intake passage that opens an upstream end portion and a downstream end portion in the surge chamber, and a downstream end portion of the first intake passage are opposed to each other with a space therebetween. And an intake manifold having an upstream end portion opened to the surge chamber and a downstream end portion connected to the intake port of the engine to form an intake manifold, one of the opposed end portions of the first and second intake passages. A sleeve-type valve body that moves between a closed position in contact with the other second end section and an open position spaced apart from the second end section is slidably fitted to one end, and the outer surface of the valve body A trunnion is provided on the lever, and an operating lever having a groove engaging with the trunnion is connected to a lever shaft rotatably supported by the intake manifold, and the valve body is opened and closed via the operating lever. Engine suction that is connected to the actuator It relates to an improvement of the control device.

Such an intake control device for an engine is already known as disclosed in Patent Document 1.
Japanese Patent Laid-Open No. 7-224670

  In such an engine intake control device, when the valve body is moved from the open position to the closed position by turning the operation lever, the direction of the pressing force applied to the trunnion by the operation lever at the intermediate opening position of the valve body and the valve Selecting the position of the lever shaft and trunnion so that the opening and closing direction of the body coincides can efficiently transmit the driving force of the operating lever to the valve body (see line G in FIG. 12). Although it is effective in reducing the load of the valve body, due to layout restrictions, as shown in Patent Document 1, when the valve body is in the closed position or the open position, the opening and closing direction of the valve body There is a case where it must be arranged on a plane perpendicular to or near the plane. In such a case, generally, at the opening or closing position of the valve body, the direction of the pressing force applied to the trunnion by the operating lever is made to coincide with the opening / closing direction of the valve body. Transmission to the body becomes inefficient (see line H in FIG. 12), and the burden on the actuator inevitably increases.

  The present invention has been made in view of such circumstances. Due to layout restrictions, the trunnion and the lever shaft are arranged on a plane perpendicular to the opening / closing direction of the valve body when the valve body is in the closed position or the open position. Or, even if it must be arranged in the vicinity of the engine, it is possible to efficiently transmit the driving force of the actuating lever to the valve body, thereby reducing the burden on the actuator and reducing its size. An object is to provide a control device.

  To achieve the above object, the present invention provides a surge chamber that communicates with an air inlet, a first intake passage that opens an upstream end and a downstream end in the surge chamber, and a downstream end portion of the first intake passage. The first and second intake passages are configured by an intake manifold having an upstream end opened to the surge chamber so as to be opposed to each other and a second intake passage connected to the intake port of the engine at the downstream end. A sleeve-type valve body that moves between a closed position in contact with the other second end and an open position that is spaced apart from the second end is slidably fitted to one first end of the opposed ends. A trunnion projecting from the outer surface of the valve body, and an operating lever having a groove engaging with the trunnion is connected to a lever shaft rotatably supported by the intake manifold. An actuator for opening and closing the valve body via And an engine intake control device in which the trunnion and lever shaft are arranged on or near a plane perpendicular to the opening and closing direction of the valve body when the valve body is in the closed position or the open position. The inner surfaces of the grooves opposite to each other intersect at or near the axis of the lever shaft and are arranged along a pair of planes extending so as to sandwich the outer peripheral surface of the trunnion. To do.

  The present invention also provides a surge chamber that communicates with the air inlet, a first intake passage that bypasses one side wall of the surge chamber and opens an upstream end and a downstream end thereof, and the first intake passage. An intake manifold is configured with a second intake passage that opens the upstream end portion into the surge chamber so as to face the downstream end portion with a space therebetween and communicates the downstream end portion with the intake port of the engine. (2) A sleeve-type valve element that moves between a closed position in contact with the other second end and an open position separated from the second end is slidable at one first end of the opposite ends of the two air intake passages. A trunnion projecting from the outer surface of the valve body, and an operating lever having a groove engaging with the trunnion is connected to a lever shaft rotatably supported by the intake manifold. Actuator that opens and closes the valve body through it An intake air control device for an engine, in which the inner surfaces facing each other of the groove are always in contact with the outer surface of the trunnion regardless of the opening / closing position of the valve body. A second feature is that it is formed in a continuous curved surface so as to be orthogonal to the opening and closing direction of the valve body.

  According to the first aspect of the present invention, the trunnion and the lever shaft are arranged on or near a plane perpendicular to the opening / closing direction of the valve body when the valve body is in the closed position or the open position due to layout restrictions. Even when this is unavoidable, the opposing inner surfaces of the groove intersect with each other at or near the axis of the lever shaft and are arranged along a pair of planes extending so as to sandwich the outer peripheral surface of the trunnion Thus, at a certain intermediate opening position of the valve body, the direction of the pressing force to the trunnion of the actuating lever can be made coincident with the opening / closing direction of the valve body, so that the valve body is moved from the closed position to the open position, or While moving from the open position to the closed position, the operating force can be transmitted comprehensively and efficiently from the actuating lever to the trunnion of the valve body, reducing the burden on the actuator and reducing its size. It is possible to achieve.

  In addition, since the groove is formed in a divergent shape on the operating lever as a result, the mold can be easily released from the groove when the operating lever is cast, and the moldability is good. is there. In addition, in the closed or open position of the valve body, the trunnion comes into engagement with a relatively narrow portion of the groove, so that play between the actuating lever and the trunnion can be prevented.

  According to the second feature of the present invention, when the operating lever is rotated, the valve body is moved in the opening and closing direction while the inner surface of the groove of the operating lever and the outer peripheral surface of the trunnion of the valve body slide. However, since the contact surface of the opposite inner surface of the groove with the outer periphery of the trunnion is always perpendicular to the opening / closing direction of the valve body regardless of the opening / closing position of the valve body, it always moves to the trunnion of the operating lever. The direction of the pressing force can be made to coincide with the opening and closing direction of the valve body, so that the pressing force can always be transmitted from the actuating lever to the trunnion with high efficiency, reducing the burden on the actuator and reducing its size. be able to.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples of the present invention shown in the accompanying drawings.

  1 is a perspective view of an intake manifold including an intake control device according to a first embodiment of the present invention, FIG. 2 is a sectional view taken along line 2-2 of FIG. 1 (showing a closed state of a control valve), and FIG. FIG. 4 is a sectional view taken along line 4-4 in FIG. 2, FIG. 5 is a sectional view taken along line 5-5 in FIG. 4, and FIG. 6 is a diagram showing the opened state of the control valve. FIG. 7 is a sectional view taken along line 7-7 in FIG. 4, FIG. 8 is a sectional view taken along line 8-8 in FIG. 4, FIG. 9 is a sectional view taken along line 9-9 in FIG. 11 is a perspective view of an elastic seal member attached to the body, FIG. 11 shows a second embodiment of the present invention, a correspondence diagram with FIG. 5, and FIG. 12 shows the opening of the valve body and the torque (load) of the operating lever. It is a characteristic diagram which shows a relationship.

  First, the description starts with the description of the first embodiment of the present invention shown in FIGS. 1 and 2, reference numeral M denotes an intake manifold of a four-cylinder engine E, and includes a surge chamber 2 provided at one end with an air introduction path 1 having an air inlet 1a opened at the upper end, and a lower wall of the surge chamber 2. Four first intake passages 3 in parallel bypassing a part and opening the upstream end 3a and the downstream end 3b into the surge chamber 2, and the upstream end 4a passing through the upper side wall of the surge chamber 2 are connected to the first end. The four second intake passages 4 arranged in parallel with the downstream end portion 3b of the one intake passage 3 at an interval and the mounting flange 5 that integrally connects the downstream end portions 4b of the second intake passages 4 to each other. The mounting flange 5 is configured to be fastened to the cylinder head of the engine E by a plurality of fastening bolts 6. Thus, the downstream end portion 4b of each second intake passage 4 communicates with a corresponding intake port (not shown) of the engine E. A throttle body (not shown) for adjusting the intake air amount of the engine E is attached to the air inlet 1a.

  The intake manifold M is divided into an upper block Ma and a lower block Mb along the central dividing plane P of the surge chamber 2. The upper block Ma includes the air introduction path 1, the upper half of the surge chamber 2, and the second intake path 4 group, and is made of synthetic resin. The lower block Mb includes the lower half of the surge chamber 2 and the first half. The two blocks Ma and Mb are made of synthetic resin and include three groups of intake passages.

  In the surge chamber 2, the downstream end portion 3 b of the first intake passage 3 that is opposed to each other with a gap therebetween is in an upward posture, and the upstream end portion 4 a of the second intake passage 4 is in a downward posture. It is arranged opposite to open. Hereinafter, the downstream end portion 3b of the first intake passage 3 is referred to as a first end portion 3b, and the upstream end portion 4a of the second intake passage 4 is referred to as a second end portion 4a. The second ends 3b, 4a; 3b, 4a form a pair close to each other, and the two sets of the first and second ends 3b, 4a; 3b, 4a are widely open. A control valve 7 is provided between the first and second end portions 3b, 4a, 3b, and 4a of each set to conduct between them and to open the second end portion 4a to the surge chamber 2. The first end portion 3b is formed in a straight line shape, and the second end portion 4a is formed in a funnel shape arranged coaxially with the first end portion 3b.

  The control valve 7 will be described with reference to FIGS.

  2 to 4, the control valve 7 includes a pair of sleeve-type valve bodies 8 that are slidably fitted in the axial direction on the outer peripheral surface of the first end portion 3b of each pair, and are connected to each other via a bridge 8b. Two sets of double valve bodies 8, 8 integrally connected are provided, and each valve body 8 is made of an elastic material such as rubber that can be in close contact with the inner peripheral surface of the funnel-shaped second end 4 a. A seal member 9 is attached. As shown in FIGS. 9 and 10, the elastic seal member 9 is composed of a pair of ring portions 9R that can be in close contact with the inner peripheral surface of the funnel-shaped second end portion 4a, and a part of these peripheral walls. So as to be integrally coupled. A plurality of concentric annular lips 9a that can be in close contact with the inner peripheral surface of the funnel-shaped second end portion 4a are integrally formed on the outer end surface of each ring portion 9R of the elastic seal member 9.

  An annular hook-shaped protruding wall 10 is formed on the outer periphery of the upper end of the valve body 8 to which the elastic sealing member 9 is attached, and an elastic sealing member is formed in an annular groove 11 defined inside the hook-shaped protruding wall 10. An annular projection 12 formed on the sheet 9 is press-fitted. At that time, an adhesive is applied to the press-fitted portion as necessary. A plurality of positioning grooves 13 communicating with the annular groove 11 are formed at the end of the valve body 8, and a plurality of positioning protrusions 14 formed integrally with the elastic seal member 9 are press-fitted into the positioning grooves 13. The Also in this case, an adhesive is applied to the press-fitted portion as necessary. Thus, the elastic seal member 9 is attached to the valve body 8.

  Thus, the valve body 8 closes the elastic seal member 9 to the inner peripheral surface of the funnel-shaped second end 4a so as to conduct between the first and second ends 3b, 4a (see FIG. 2 and FIG. 2). 5) and the open position B (see FIG. 3 and FIG. 6) where the elastic seal member 9 is separated from the second end 4a and the second end 4a is opened to the surge chamber 2. In order to define the opening position B of each valve body 8, a stopper 15 for receiving each valve body 8 is formed on the outer periphery of the corresponding first intake passage 3.

  As shown in FIGS. 4 to 6 and 9, a cylindrical trunnion 16 aligned coaxially is integrally projected on the outer surface of each of the double valve bodies 8 and 8. On the other hand, when the valve body 8 is in the open position B (see FIG. 6), the intake manifold M is supported by a lever shaft 18 disposed on or near the plane L perpendicular to the opening / closing direction D of the valve body 8. The lever shaft 18 is integrally formed with four actuating levers 19 each having a groove 22 in which a total of four trunnions 16 of the two pairs of double valve bodies 8 and 8 are slidably engaged. . In the illustrated example, the opening / closing direction D of the valve body 8 is slightly up and down, and the ascending position is the closing position A and the descending position is the opening position B.

  As apparent from FIGS. 5 and 6, the inner surfaces 22 a and 22 b facing each other of the groove 22 in each actuating lever 19 intersect at or near the axis Y of the lever shaft 18 and sandwich the outer peripheral surface of the trunnion 16. Are arranged in a divergent shape along a pair of planes J and K extending in the direction of the angle. Each actuating lever 19 is integrally formed with a reinforcing wall 19 a that closes one open side surface of the groove 22.

  4 to 6, the lever shaft 18 is integrated with the first and second outer shaft portions 18a and 18b supported by the left and right end walls 2a and 2b of the surge chamber 2 and the inner wall of the surge chamber 2, respectively. An intermediate shaft portion 18c that is formed and supported by a bearing wall 2c that enters between the two sets of valve bodies 8 is divided into a first outer shaft portion 18a, an intermediate shaft portion 18c, and a second outer shaft portion 18b. The shaft portions 18c are integrally connected to each other via balance weights 20 disposed on the opposite side of the trunnion 16 with the axis Y of the lever shaft 18 interposed therebetween. The second outer shaft portion 18b is connected to an output portion of an actuator 21 that rotates the forward and reverse rotations. The actuator 21 can be of any type, such as an electric type, an electromagnetic type, or a negative pressure type.

  Thus, when the lever shaft 18 is driven in the forward rotation direction by the actuator 21, the valve body 8 is moved to the closed position A via the operating lever 19 and the trunnion 16 engaged with the groove 22, and the lever shaft By driving 18 in the reverse direction, the valve element 8 can be moved to the open position B. At that time, a load moment acts on the lever shaft 18 due to the weight of the operating lever 19 and the valve body 8. The balance weight 20 is set in position and weight so as to generate a substantially balanced moment with respect to the load moment.

  Next, the support structure of the lever shaft 18 and the mounting structure of the actuator 21 will be described.

  First, in FIG. 4, a spherical end 25 is formed in the first outer shaft portion 18a, and this spherical end 25 is fitted to a spherical bearing 26 attached to the left end wall 2a of the surge chamber 2 so as to be swingable. The

  Next, in FIGS. 4 and 7, a bearing holder 27 is attached to the right end wall 2 b of the surge chamber 2. The bearing holder 27 includes a cylindrical portion 27a fitted into the opening 28 of the right end wall 2b via an O-ring 29, and a flange portion 27b formed integrally with the outer end of the cylindrical portion 27a. The flange portion 27b is fixed to the right end wall 2b with a bolt 30. A ball bearing 31 and a seal member 32 are installed on the inner periphery of the cylindrical portion 27a, and the second outer shaft portion 18b is rotatably supported by the ball bearing 31 and closely contacts the outer peripheral surface of the seal member 32. . A distance collar 34 and a driven gear 33 are fitted to the second outer shaft portion 18b adjacent to the outer side of the ball bearing 31, and a nut 35 is screwed to fix them. The actuator 21 having an output pinion (not shown) meshing with the driven gear 33 is fixed to the right end wall 2b by the bolt 30 together with the flange portion 27b.

  Next, in FIGS. 4 and 8, the bearing wall 2c is divided into two bearing bushes 36 for rotatably supporting the intermediate shaft portion 18c, and two elastic bushings contacting the outer peripheral surface of the bearing bush 36. A cushion ring 37 made of a material is held by the bearing holder 37. The bearing holder 37 is made of synthetic resin and is fixed to the bearing wall 2c by a rivet 39 formed integrally therewith.

  As described above, the lever shaft 18 is stably supported at the three points of the spherical shaft 26, the bearing bush 36, and the ball bearing 31, and the coaxiality of the first and second outer shaft portions 18a, 18b and the intermediate shaft portion 18c is spherical. This is ensured by swinging the first outer shaft portion 18 a at the bearing 26 and elastic deformation of the cushion ring 37 on the outer periphery of the bearing bush 36.

  Next, the operation of this embodiment will be described.

  During low-speed operation of the engine E, the valve shaft 8 is held at the closed position A shown in FIGS. 2 and 5 by driving the lever shaft 18 in the forward rotation direction by the actuator 21. That is, the valve body 8 is held in a state where the elastic seal member 9 is in close contact with the inner peripheral surface of the funnel-shaped second end portion 4a. Since the two-sleeve type valve element 8 makes the first and second intake passages 3 and 4 continuous, the flow rate is controlled by a throttle body (not shown) during the intake stroke of each cylinder of the engine E. When air flows into the surge chamber 10 from the air inlet 1a, the air is supplied to the engine E through a long pipe line including the first and second intake passages 3 and 4 and the valve body 8. Therefore, the inside of the intake manifold M becomes a low-speed intake mode adapted for low-speed operation, and the low-speed output performance of the engine E can be enhanced.

  In particular, since the valve body 8 is a sleeve type, the pipe wall of the long pipe line made up of the first and second intake passages 3 and 4 and the valve body 8 is continuously continuous and causes turbulence of the intake air. Therefore, it is possible to prevent an increase in intake resistance and improve the low-speed output performance of the engine E.

  Further, the elastic sealing member 9 of the valve body 8 abuts on the inner peripheral surface of the funnel-shaped second end portion 4a, so that the valve body 8 is automatically aligned with the second end portion 4a. Since the plurality of annular lips 9a are accurately in close contact with the funnel-shaped second end 4a, the labyrinth effect of the plurality of annular lips 9a maintains the airtightness of the closed portion of the valve body 8, and the surge chamber 2 leads to the pipe line. The air can be reliably prevented from entering, which contributes to the improvement of the low-speed output performance of the engine E.

  During high-speed operation of the engine E, the valve body 8 is held at the open position B shown in FIGS. 3 and 6 by driving the lever shaft 18 in the reverse direction by the actuator 21. That is, the valve body 8 is held in a state of being separated from the funnel-shaped second end 4a. As a result, the second intake passage 4 opens the second end 4a directly into the surge chamber 2, so that in the intake stroke of each cylinder of the engine E, the air whose flow rate is controlled by a throttle body (not shown) When the air flows into the surge chamber 10 from the air inlet 1a, the engine E is immediately sucked into the engine E through the second intake passage 4 having a short pipeline. Therefore, the inside of the intake manifold M becomes a high-speed intake mode adapted to high-speed operation, and the high-speed output performance of the engine E can be enhanced. In particular, since the inlet of the second intake passage 4, that is, the second end 4 a has a funnel shape, the inflow of intake air into the second intake passage 4 is smooth, the intake efficiency is improved, and the high-speed output performance of the engine E Can be improved. The fact that the inlet of the second intake passage 4 can be formed in a funnel shape in this way is due to the adoption of the sleeve-type valve body 8.

  By the way, the opening and closing operation of the valve body 8 is performed by the trunnion while the actuator 21 rotates the lever shaft 18 forward or backward and the operating lever 19 slides one of the inner side surfaces 22a and 22b of the groove 22 on the trunnion 16 of the valve body 8. This is performed by moving 16 in the opening / closing direction D of the valve body 8. In this case, the opposed inner side surfaces 22a and 22b of the groove 22 in which the trunnion 16 slides of the actuating lever 19 intersect at or near the axis Y of the lever shaft 18, as shown in FIGS. At the same time, they are arranged in a divergent shape along a pair of planes J, K extending so as to sandwich the outer peripheral surface of the trunnion 16, so that the actuating lever 19 opens the valve body 8 as shown in FIG. When attempting to rotate from B to the closed position A, the pushing force F of the actuating lever 19 to the trunnion 16 is directed obliquely to the left and right with respect to the opening / closing direction D of the valve body 8, and as shown in FIG. When the operating lever 19 presses the valve body 8 to the closed position A, the pressing force F of the operating lever 19 on the trunnion 16 is directed diagonally to the right with respect to the opening / closing direction D of the valve body 8. Therefore, at a certain intermediate opening position of the valve body 8, the direction of the pressing force F to the trunnion 16 of the operating lever 19 coincides with the opening / closing direction D of the valve body 8. The pressing force F is most efficiently transmitted to the valve body 8, and the driving torque of the actuator 21 with respect to the operating lever 19 is minimized (see the line G in FIG. 12).

  Thus, due to layout constraints, the trunnion 16 and the lever shaft 18 are arranged on or near the plane L perpendicular to the opening / closing direction D of the valve body 8 when the valve body 8 is in the open position B. During the movement of the valve body 8 from the open position B to the closed position A, the pressing force can be transmitted comprehensively and efficiently from the actuating lever 19 to the trunnion 16 of the valve body 8, thereby reducing the burden on the actuator 21. , It can be downsized.

  Moreover, since the groove 22 is formed in a divergent shape on the operating lever 19, it is easy to release from the groove 22 when the operating lever 19 is molded by casting or the like, and its moldability is good. In addition, since the trunnion 16 engages with a relatively narrow portion of the groove 22 at the opening position B of the valve body 8, backlash between the actuating lever 19 and the trunnion 16 can be prevented.

  In addition, a load moment due to the weight of the operating lever 19 and the valve body 8 acts on the lever shaft 18, but the lever shaft 18 is provided with a balance weight 20 that generates a fishing moment with respect to the load moment. The lever shaft 18 can be operated lightly, and this also makes it possible to reduce the output of the actuator 21 and to reduce the size.

  Moreover, the lever shaft 18 is supported at three points: left and right side walls 2a, 2b of the surge chamber 2 and a bearing wall 2c that is formed integrally with the inner wall of the surge chamber 2 and enters between the two sets of valve bodies 8. The first and second outer shaft portions 18a, 18b and the intermediate shaft portion 18c are divided into three parts, and these are integrally connected via the balance weight 20, so that the lever shaft 18 is stably supported. In other words, it is possible to reduce the weight of the lever shaft 18 and thus the control valve 7.

  Further, the coaxiality of the first and second outer shaft portions 18a and 18b and the intermediate shaft portion 18c of the lever shaft 18 supported at the three points described above is determined by the swing of the first outer shaft portion 18a in the spherical bearing 26 and the bearing. Since it is ensured by elastic deformation of the cushion ring 37 on the outer periphery of the bush 36, an increase in rotational frictional resistance of the lever shaft 18 can be suppressed, which also contributes to a reduction in the output of the actuator 21 and a reduction in size.

  Next, a second embodiment of the present invention shown in FIG. 11 will be described.

  Also in the second embodiment, due to layout restrictions, the trunnion 16 and the lever shaft 18 are orthogonal to the opening / closing direction D of the valve body 8 when the valve body 8 is in the open position B, as in the previous embodiment. It arrange | positions on the plane L or its vicinity. The shape of the groove 22 of the operating lever 19 with which the trunnion 16 engages is different from that of the previous embodiment.

  That is, the inner surfaces 22a and 22b of the groove 22 of the actuating lever 19 facing each other are always in contact with the outer peripheral surface of the trunnion 16 of the inner surfaces 22a and 22b regardless of the opening / closing position of the valve body 8. It is formed in a continuous curved surface so as to be orthogonal to the opening / closing direction D.

  Since the other configuration is the same as that of the previous embodiment, portions corresponding to those of the previous embodiment in FIG. 11 are denoted by the same reference numerals, and redundant description is omitted.

  According to the second embodiment, when the operating lever 19 is rotated, one of the opposed inner side surfaces 22a and 22b of the groove 22 of the operating lever 19 and the outer peripheral surface of the trunnion 16 of the valve body 8 slide. While moving, the valve body 8 is moved in the opening / closing direction D. At this time, the contact surfaces of the inner surfaces 22a and 22b of the groove 22 with the outer peripheral surface of the trunnion 16 are always the above-mentioned regardless of the opening / closing position of the valve body 8. Since it is orthogonal to the opening / closing direction D of the valve body 8, the direction of the pressing force F of the actuating lever 19 to the trunnion 16 can always coincide with the opening / closing direction D of the valve body 8, so The pressing force can always be transmitted with high efficiency, the load on the actuator 21 can be reduced, and the size can be reduced.

  The present invention is not limited to the above embodiment, and various design changes can be made without departing from the scope of the invention. For example, the present invention can be applied to a multi-cylinder engine other than the above-described four cylinders. Further, in the first embodiment, the trunnion 16 and the lever shaft 18 are designed to be arranged on or near the plane L perpendicular to the opening / closing direction D of the valve body 8 when the valve body 8 is in the closed position. It is also possible to change.

1 is a perspective view of an intake manifold including an intake control device according to a first embodiment of the present invention.

FIG. 2 is a sectional view taken along line 2-2 in FIG. 1 (showing a closed state of the control valve). FIG. 3 is a view corresponding to FIG. 2 showing an open state of the control valve. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. 5 is a sectional view taken along line 5-5 in FIG. FIG. 6 is a view corresponding to FIG. 5 showing an open state of the control valve. FIG. 7 is a cross-sectional view taken along line 7-7 in FIG. FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 4. FIG. 9 is a sectional view taken along line 9-9 in FIG. 4. The perspective view of the elastic seal member attached to a valve body. FIG. 6 is a view corresponding to FIG. 5 showing a second embodiment of the present invention. The characteristic diagram which shows the relationship between the opening degree of a valve body, and the torque (load) of an action | operation lever.

Explanation of symbols

D ... Opening / closing direction of valve body E ... Engines J, K, L ... Plane M ... Intake manifold Y ... Lever shaft axis 1a ... Air inlet 2... Surge chamber 3... First intake passage 3 a... Upstream end 3 b... Downstream end (first end)
4... Second intake passage 4 a... Upstream end (second end)
4b ... downstream end 8 ... valve body 16 ... trunnion 18 ... lever shaft 19 ... actuating lever 21 ... actuator 22 ... groove 22a , 22b ... inner surface of the groove

Claims (2)

A surge chamber (2) communicating with the air inlet (1a), a first intake passage (3) opening the upstream end (3a) and the downstream end (3b) into the surge chamber (2), and the first The upstream end (4a) is opened to the surge chamber (2) so as to face the downstream end (3b) of the intake passage (3) with a space therebetween, and the downstream end (4b) is connected to the engine (E). An intake manifold (M) is constituted by the second intake passage (4) connected to the intake port, and one of the first ends of the opposed end portions (3b, 4a) of the first and second intake passages (3, 4). A sleeve-type valve body (8) that moves between a closed position (A) in contact with the other second end (4a) and an open position (B) that is spaced apart from the second end (4a). ) Is slidably fitted, and a trunnion (16) is projected from the outer surface of the valve body (8) and rotated to the intake manifold (M). An operating lever (19) having a groove (22) that engages with the trunnion (16) is connected to a lever shaft (18) that is currently supported, and the valve is connected to the operating lever (19) via the operating lever (19). The actuator (21) for opening and closing the body (8) is connected, and the valve body (8) is in the closed position (A) or the open position (B) with respect to the trunnion (16) and the lever shaft (18). An engine intake control device disposed on or near a plane (L) perpendicular to the opening and closing direction (D) of the valve body (8),
The inner surfaces (22a, 22b) facing each other of the groove (22) intersect at or near the axis (Y) of the lever shaft (18) and extend so as to sandwich the outer peripheral surface of the trunnion (16). An intake control device for an engine, which is arranged along a pair of planes (J, K). A surge chamber (2) communicating with the air inlet (1a) and an upstream end (3a) and a downstream end (3b) are opened to the surge chamber (2) by bypassing one side wall of the surge chamber (2). The upstream end (4a) is opened to the surge chamber (2) so as to face the first intake path (3) and the downstream end (3b) of the first intake path (3) with a space therebetween. In addition, an intake manifold (M) is formed by the second intake passage (4) connecting the downstream end (4b) to the intake port of the engine (E), and the first and second intake passages (3, 4) are opposed to each other. A closed position (A) in contact with the other second end (4a) on one first end (3b) of the ends (3b, 4a) and an open position (separated from the second end (4a)) B) A sleeve-type valve element (8) moving between them is slidably fitted, and a trunnion (16) is projected from the outer surface of the valve element (8). An operating lever (19) having a groove (22) engaged with the trunnion (16) is connected to a lever shaft (18) rotatably supported by the intake manifold (M), and the operating lever (19) In addition, an intake control device for an engine, which is connected to an actuator (21) for opening and closing the valve body (8) via it,
The contact surfaces of the inner surfaces (22a, 22b) facing each other of the groove (22) and the outer surface of the trunnion (16) of the inner surfaces (22a, 22b) are at the open / close position of the valve body (8) Regardless of this, the intake control device for an engine is characterized by being formed in a continuous curved surface so as to be always orthogonal to the opening / closing direction (D) of the valve body (8).

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