JP2013079596A - Air intake device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To maintain airtightness between an outer periphery of a shaft 5 and an inner periphery of a bearing 15.SOLUTION: A sliding hole 74 provided within the bearing 15 forms a bag-hole-like shaft housing hole blocked with a blocking end 72 on its one end side. Thus the one end side of the bearing 15 in the axial direction can be sealed in an airtight manner (hermetically closed), and air in an air intake passage can be prevented from leaking outside through a sliding clearance between the outer periphery of the shaft 5 and the inner periphery of the bearing 15. Accordingly the air in the air intake passage can be prevented from leaking outside through the sliding clearance between the outer periphery of the shaft 5 and the inner periphery of the bearing 15. In addition, manufacturing costs can be reduced by eliminating cap parts and a process for assembling the cap parts.

Description

  The present invention relates to an intake device for an internal combustion engine having an intake control valve that controls intake air flowing through an intake passage communicating with a combustion chamber of the internal combustion engine, and more particularly, intake air flowing through an intake passage communicating with the combustion chamber of the internal combustion engine. The present invention relates to an intake device for an internal combustion engine provided with a tumble control valve (TCV) or a swirl control valve (SCV) that generates a swirling flow (intake vortex flow) in a combustion chamber.

[Conventional technology]
2. Description of the Related Art Conventionally, an internal combustion engine in which an intake control valve for controlling intake air supplied to a combustion chamber for each cylinder of the engine is mounted inside an intake manifold connected to an intake manifold mounting surface of a cylinder head of the internal combustion engine (engine). An intake device is known (see, for example, Patent Document 1).
An intake passage communicating with an intake port for each cylinder of the engine is formed inside the intake manifold.
As shown in FIG. 5, the intake control valve includes a plurality of rotary valves 102 that are housed in an intake manifold 101 so as to be openable and closable, a shaft 103 that extends in the rotation axis direction of these rotary valves 102, and a plurality of rotary valves. A coupling 104 for coupling the valve 102 and the shaft 103 is provided, and the intake air flowing through the intake passage is biased to the upper portions of the intake passage and the intake port to generate a vertical swirling flow in the combustion chamber of the engine. Has been.

Here, the shaft 103 of the intake control valve is disposed on the rotational axis of the plurality of rotary valves 102 so as to pass through the shaft insertion hole 105 of the intake manifold 101.
In addition, the shaft 103 is connected to a plurality of rotary valves 102 through a synthetic resin coupling 104 so as to be able to be interlocked. As a result, the openings of the plurality of rotary valves 102 can be collectively changed by the single shaft 103.
Note that both end portions of the shaft 103 in the rotational axis direction protrude from the both end surfaces of the coupling 104 to the outside.

One end portion (first end portion) of the shaft 103 in the rotation axis direction is rotatably supported by the first bearing portion 106 of the intake manifold 101 via a synthetic resin bearing 111 and a metal collar 112. . Note that the bearing hole 108 of the first bearing portion 106 is open toward the outside, and is thus blocked by the cap 113.
A cylindrical joint shaft 114 is fitted and held on the outer periphery of the other end portion (second end portion) of the shaft 103 in the rotation axis direction. The second end portion of the shaft 103 and the joint shaft 114 are rotatably supported by the second bearing portion 107 of the intake manifold 101 via a ball bearing 115 and an oil seal 116.

Here, the cylindrical bearing 111 that supports the first end of the shaft 103 is press-fitted and fixed to the inner periphery of the first bearing portion 106 of the intake manifold 101 (the hole wall surface of the bearing hole 108). In addition, a sliding hole is formed inside the bearing 111 to support the first end of the shaft 103 so as to be slidable in the rotational direction. And between the outer peripheral surface (sliding surface) of the first end portion of the shaft 103 and the inner peripheral surface (hole wall surface of the sliding hole, sliding surface) of the bearing 111, the first end portion of the shaft 103 is disposed. A sliding clearance for smoothly rotating inside the bearing 111 is formed.
The intake control valve then inserts the shaft 103 from the opening 109 of the bearing hole 108 of the first bearing portion 106, then inserts the bearing 111 from the opening 109, and then inserts the cap 113 into the opening 109. The cap 113 is configured to retain the airtightness between the inside (intake passage) and the outside (outside air) of the intake manifold 101.

As another example of the bearing structure of the intake control valve, a structure in which a cylindrical bearing is press-fitted and fixed to the outer peripheral surface of the shaft 103 and the bearing slides on the bearing portion of the intake manifold is known.
In this case, a slide hole for supporting the bearing so as to be slidable in the rotation direction is formed inside the bearing portion of the intake manifold. In order to smoothly rotate the shaft and the bearing between the outer peripheral surface (sliding surface) of the bearing and the inner peripheral surface (hole wall surface, sliding surface of the sliding hole) of the bearing portion. The sliding clearance is formed.

[Conventional technical problems]
However, in the conventional bearing structure of the shaft of the intake control valve, there is a problem that a process of assembling an airtight holding cap is required.
Also, when the bearing is press-fitted and fixed to the hole wall surface of the bearing hole of the intake manifold and the shaft slides in the sliding hole of the bearing, the intake manifold must be a metal that can be press-fitted and fixed. There is a problem that it is expensive to metallize. Furthermore, there is a problem that it is necessary to cut a bearing hole of the intake manifold for improving the press-fitting accuracy.

On the other hand, when the bearing is press-fitted and fixed to the outer peripheral surface of the shaft and the bearing slides inside the bearing hole of the intake manifold, the intake manifold can be made of resin, which can reduce cost and product mass, but resin molding accuracy However, there is a problem that the bearing play becomes large and the valve position accuracy is poor.
In general, glass fibers and the like used for resin reinforcement are exposed by sliding of the bearing, which causes a problem that bearing wear is promoted and the bearing play increases.

In order to solve the above problems, an internal combustion engine in which a first end provided on one end side of a shaft supporting a plurality of valves is rotatably supported via a cylindrical bearing and an elastic member. An intake device for an engine has been proposed (see, for example, Patent Document 2).
This shaft bearing structure is a structure in which an elastic member is attached to the outer periphery of the bearing so that the shaft slides in a sliding hole of the bearing.
However, when the bearing and the elastic member described in Patent Literature 2 are inserted from the opening of the bearing hole of the first bearing portion, as in Patent Literature 1, a step of assembling an airtight holding cap is performed. The problem arises that it becomes necessary.

Japanese Patent No. 4706775 JP 2010-019209 A

  An object of the present invention is to provide an intake device for an internal combustion engine that can maintain airtightness between a shaft and a bearing. Another object of the present invention is to provide an intake device for an internal combustion engine that can maintain airtightness between a casing and a bearing. Another object of the present invention is to provide an intake device for an internal combustion engine that can reduce costs by reducing the number of parts and the assembly process.

The invention according to claim 1 (intake device for an internal combustion engine) includes a casing that forms an intake passage for supplying intake air to the internal combustion engine, a valve that opens and closes the intake passage, the valve, and a rotary shaft of the valve. A shaft that extends in the direction, a bearing that rotatably supports one end of the shaft in the axial direction, and an elastic member that elastically supports the one end of the shaft in the axial direction and the bearing.
The casing has an opening for inserting the shaft, and a bearing hole that communicates the intake passage and the opening and extends in the direction of the rotation axis of the valve.
The elastic member has a seal portion that seals a gap between the inner periphery of the casing (hole wall surface of the bearing hole) and the outer periphery of the bearing,
The bearing has a bearing tube portion disposed so as to surround the periphery of one end portion in the axial direction of the shaft in the circumferential direction, and a closing portion (blocking portion) for closing one end side in the axial direction of the bearing tube portion. ing.
The bearing has a sliding hole into which one end portion in the axial direction of the shaft is inserted (and the one end portion in the axial direction of the shaft is slidably supported in the rotation direction). This sliding hole is provided inside the bearing tube portion.
The sliding hole has a bag hole shape in which one end side (external side, anti-valve side with respect to the valve side, anti-intake passage side with respect to the intake passage side) is closed by the closing portion of the bearing tube portion. It is a shaft storage hole (bearing hole).

According to the first aspect of the present invention, the gap between the inner periphery of the casing (the wall surface of the bearing hole) and the outer periphery of the bearing is sealed by the sealing portion of the elastic member.
Moreover, the sliding hole provided inside the bearing cylinder part of a bearing is a bag hole-shaped shaft accommodation hole by which the one end side is obstruct | occluded by the closing part.
Accordingly, one end side in the axial direction of the bearing tube portion of the bearing can be hermetically sealed (sealed), so that airtightness between the shaft and the bearing can be maintained. Thereby, it is possible to prevent the air in the intake passage from leaking outside through the sliding clearance between the shaft and the bearing.
Further, by eliminating the cap parts, the number of parts can be reduced, and the manufacturing cost can be reduced by eliminating the assembly process of the cap parts.

According to the second aspect of the present invention, the bearing tube portion disposed in the bearing in which the sliding hole is formed therein so as to surround the one end portion in the axial direction of the shaft in the circumferential direction, and the bearing tube. A closing portion (blocking portion) that closes one end side in the axial direction of the portion and a shaft insertion opening that opens on the other end side in the axial direction of the bearing tube portion are provided.
As a result, one end of the shaft in the axial direction is inserted into the sliding hole from the shaft insertion opening. By this. One end of the shaft in the axial direction is axially supported (supported) so as to be slidable in the rotational direction within the sliding hole.

According to the invention described in claim 3, the elastic member is provided with the cylindrical portion disposed so as to surround the periphery of the bearing in the circumferential direction, and the elastic protrusion protruding outward in the radial direction from the outer periphery of the cylindrical portion. ing.
The top portion (maximum outer diameter portion) of the elastic protrusion is in contact with, in contact with, or in close contact with the hole wall surface of the bearing hole.
This makes it difficult for the bearing to shift in the thrust direction with respect to the casing due to frictional force (friction) generated between the inner periphery of the casing (the wall surface of the bearing hole) and the top of the elastic protrusion of the elastic member. The bearing misalignment resistance of the bearing can be ensured. Thereby, a bearing can be fixed to a casing.
Further, the airtightness between the outer periphery of the bearing and the inner periphery of the casing can be maintained by the elastic member having an elastic protrusion that seals the gap between the outer periphery of the bearing and the inner periphery of the casing.

According to invention of Claim 4, an elastic protrusion is an annular rib continuously formed in the circumferential direction of the cylinder part so that the outer periphery of the cylinder part of an elastic member may be surrounded in the circumferential direction. The annular ribs are arranged in multiple rows at predetermined intervals in the cylinder direction of the cylinder portion of the elastic member.
Here, the shaft and the bearing are in sliding contact via a lubricant such as grease or oil, and three or more annular ribs are arranged in multiple rows at a predetermined interval in the cylindrical direction of the cylindrical portion. Even if lubricant such as grease or oil is transmitted to both ends in the cylindrical direction of the cylindrical portion of the annular rib arranged in multiple rows and the outermost annular rib located in the vicinity thereof, lubrication of grease or oil or the like The agent is blocked by the outermost annular rib.

According to the fifth aspect of the present invention, the ribs protruding inward in the radial direction from the hole wall surface of the bearing hole are provided on the opening side of the casing and the elastic member. The protruding rib is provided with a locking portion for locking the bearing or the elastic member.
Thereby, the bearing or the elastic member can be prevented from falling off.
According to the invention described in claim 6, the protruding rib is provided with a tapered inclined surface whose inner diameter is gradually reduced from the opening side toward the distal end (minimum inner diameter portion) side of the locking portion. .
As a result, the shaft to which the bearing and the elastic member are attached can be easily inserted into the bearing hole from the opening.
According to invention of Claim 7, the elastic member is baked on the outer periphery of the bearing.

1 is a cross-sectional view showing an intake device for an internal combustion engine (Example 1). 1 is a cross-sectional view showing an intake device for an internal combustion engine (Example 1). (Example 1) which is the perspective view which showed the tumble control valve (TCV). (A), (b) is sectional drawing which showed the bearing structure of the tumble control valve (TCV) (Example 1). It is sectional drawing which showed the intake device of the internal combustion engine (prior art).

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The present invention aims to maintain the airtightness between the shaft and the bearing, the object to maintain the airtightness between the casing and the bearing, and reduce the number of parts and the assembly process to reduce the cost. The purpose of this is to seal the gap between the outer periphery of the bearing and the inner periphery of the casing with an elastic member, and to provide the bearing with a bag hole-like sliding hole into which one end of the shaft in the axial direction is inserted. It was realized.

[Configuration of Example 1]
FIGS. 1 to 4 show Embodiment 1 of the present invention, FIGS. 1 and 2 show an intake device of an internal combustion engine, and FIG. 3 shows a tumble control valve (TCV). FIG. 4 is a view showing a bearing structure of a tumble control valve (TCV).

  An intake device for an internal combustion engine of the present embodiment includes an electronic throttle device that controls the flow rate of intake air (intake air) sucked into a combustion chamber and an intake port for each cylinder of the internal combustion engine (engine) by opening and closing the throttle valve; The intake air flowing in the intake passage and the intake port downstream in the intake air flow direction from the throttle valve of the electronic throttle device is biased to the upper part (or the center of the upper part) of the intake passage and the intake port, and the combustion chamber for each cylinder of the engine And an intake vortex generator for generating a longitudinal intake vortex (swirl flow, tumble flow).

The intake vortex generator is installed together with an electronic throttle device in an engine room of a vehicle such as an automobile. The intake vortex generator includes a plurality of intake control valves (tumble control valves, TCV) that generate a vertical swirl flow (intake vortex flow: hereinafter referred to as a tumble flow) in a combustion chamber for each cylinder of the engine. .
The intake vortex generator is made of a synthetic resin casing 1 connected to the throttle body or the outlet end of the surge tank via the upstream end of the intake manifold, and a synthetic resin made of a separate component from the casing 1. The duct (cartridge) 2 is provided. The casing 1 and the cartridge 2 are connected to the intake manifold mounting surface of the cylinder head 3 of the engine.

The tumble control valve includes a plurality of plate valves 4 that open and close intake passages formed in the casing 1 and the cartridge 2, a metal shaft (pin rod) 5 that extends in the direction of the rotation axis of the plate valve 4, and this And an actuator for rotating the shaft 5 to open and close the plurality of plate valves 4.
The actuator is attached to the outer wall of the casing 1. The actuator includes a motor that receives a supply of electric power and generates a driving force (torque), and a speed reduction mechanism that decelerates the rotation of the motor and transmits it to the shaft 5. The actuator can collectively change the opening degree of the plurality of plate valves 4 (TCV opening degree) via the shaft 5, the coupling 6, the stopper lever 7 and the valve gear 8. The actuator also includes an actuator case 9 that accommodates these components.

Here, in the casing 1, cylindrical first and second bearing holders (bearing holders) 11 and 12 are integrally formed so as to surround the periphery of both end portions (each journal) in the axial direction of the shaft 5 in the circumferential direction. Has been. Inside these bearing holders 11 and 12 are formed shaft bearing holes (journal accommodation holes) 13 and 14 extending in the direction of the rotation axis of the plurality of plate valves 4. These shaft bearing holes 13 and 14 are shaft accommodation holes for rotatably accommodating both end portions of the shaft 5 in the axial direction.
The bearing holder 11 is a first bearing portion that rotatably supports one end portion in the axial direction of the shaft 5 via a bearing (bearing) 15 and a bearing vibration isolating rubber 16.
The bearing holder 12 is a second bearing portion that rotatably supports the other end portion in the axial direction of the shaft 5 via a bearing (ball bearing) 17 and an oil seal 18.

A plurality of intake passages 21 through which intake air flows from the throttle body or surge tank are formed inside the casing 1.
A plurality of intake passages 22 through which intake air flows from the plurality of intake passages 21 are formed inside the cartridge 2.
A plurality of intake ports 23 through which intake air flows from a plurality of intake passages 22 are formed inside the cylinder head 3.

Here, a multi-cylinder gasoline engine having a plurality of cylinders is employed as the engine. However, the present invention is not limited to a multi-cylinder gasoline engine, and a multi-cylinder diesel engine may be applied to the present invention.
This engine generates an output by heat energy obtained by burning an air-fuel mixture of intake air and fuel in a combustion chamber.
In the engine, a plurality of cylinders (cylinder bores) and a plurality of combustion chambers are arranged in series in the cylinder arrangement direction.

The engine is equipped with an air cleaner, an electronic throttle device, an intake vortex generator, and the like.
Each cylinder (cylinder) of the engine is provided with an injector for injecting fuel into each intake port or each combustion chamber at an optimal timing, and a spark plug for igniting an air-fuel mixture in the combustion chamber. Further, pistons connected to the crankshaft via connecting rods are slidably supported in the cylinder bores of the respective cylinders.

The engine is connected to an engine body (cylinder head 3, cylinder block, etc.), an intake pipe connected to a plurality of engine (for each cylinder) intake ports 23, and a plurality of engine (for each cylinder) exhaust ports. And an exhaust pipe.
Further, an intake valve that opens and closes an intake port for each cylinder and an exhaust valve that opens and closes an exhaust port for each cylinder are attached to the engine.
An intake passage for supplying intake air to the combustion chamber of each cylinder of the engine is formed inside the intake pipe.
Inside the exhaust pipe, there is formed an exhaust passage for exhausting the exhaust gas flowing out from the combustion chamber of each cylinder of the engine to the outside via the exhaust purification device.

The air cleaner has a filter element (filtering element) for filtering outside air (intake air) introduced into the air introduction passage from an outside air introduction port opened at the upstream end of the inlet duct (outside air introduction duct).
The outlet end of the air cleaner is connected to the throttle body of the electronic throttle device via an intake pipe (rubber hose) that forms an intake passage through which intake air that has passed through the filter element flows. The outlet end of the throttle body is connected to a combustion chamber and an intake port 23 for each cylinder of the engine via an intake manifold.

  The electronic throttle device includes a throttle body connected to an outlet end of an air cleaner, a throttle valve that is accommodated in the throttle body so as to be freely opened and closed, a shaft that supports and fixes the throttle valve, and a throttle valve that rotationally drives the shaft. Each cylinder of the engine according to the throttle opening corresponding to the valve opening of the throttle valve, and an actuator for opening / closing the throttle valve and a throttle opening sensor for detecting the rotation angle (throttle opening) of the shaft of the throttle valve This is a system (intake control device for an internal combustion engine) that variably controls the flow rate of air sucked into each combustion chamber.

In the tumble control valve, a slope member 24 is fitted in each cartridge 2. In addition, both side walls of each cartridge 2 are rotatably supported at both ends of the rotation center that forms the rotation center of each plate valve 4 via two bearings (bearings) 25 formed in a cylindrical shape. A valve bearing portion is formed.
Each cartridge 2 of the plurality of valve units is elastically supported in the cartridge storage chamber of the casing 1 via a square annular gasket 26. As a result, the change in the radial direction (radial direction) of the sliding clearance for assembly based on the difference in thermal expansion coefficient between the casing 1 and the shaft 5 due to the temperature change is absorbed, and the shaft sliding torque is reduced. By doing so, a floating gasket structure capable of ensuring high responsiveness of the plurality of plate valves 4 is configured.

In the casing 1 of the present embodiment, a plurality of intake passages 21 communicating with the combustion chambers for each cylinder of the engine are formed. The intake passage 21 constitutes an independent intake passage (a discharge passage) for blowing out the intake air flowing out from the upstream end of the intake manifold to the intake port 23 for each cylinder of the engine via the intake passage 22 in the cartridge 2. To do.
Each cartridge 2 accommodates each plate valve 4 so as to be freely opened and closed. A pair of shaft through-holes 27 that communicate the inside and the outside pass through in the rotational axis direction on the lower side of the both side walls of the cartridge 2 in the figure. A bearing 25 is press-fitted and fixed to the hole wall surface of the shaft through hole 27.

In addition, a number of cartridge storage chambers 28 having a square cross section corresponding to the number of cylinders are formed inside the casing 1. The cartridge 2 is fitted and held in each cartridge storage chamber 28.
In addition, the casing 1 and the cylinder head 3 are arranged so that the plate valve 4 is disposed on the lower side in the gravity direction of the intake passage 22 and the intake port 23, that is, on the lower surface side in the gravity direction of the intake passage 22 and the intake port 23 when the valve is fully closed. 22 and a valve housing recess 29 for housing (storing) the plate valve 4 so as not to protrude into the intake port 23.

  Here, a plurality of tumble control valves are connected to each of the plurality of cartridges 2 corresponding to each intake passage 21 of the casing 1 and connected to each intake port 23 of the cylinder head 3. The intake passage 22 is provided. That is, an intake passage 22 having a square cross section is formed inside each cartridge 2. These intake passages 22 are disposed downstream of the intake passages 21 of the casing 1 in the intake flow direction, and are independent of each other in the combustion chambers of the respective cylinders of the engine via a plurality of intake ports 23. It is connected.

  Here, in the tumble control valve of the present embodiment, a block-like slope member (spacer) 24 is fitted in each cartridge 2 (slope housing space). The slope member 24 is provided between the intake manifold mounting surface of the cylinder head 3 of the engine and the annular end surface of the cartridge 2 of the tumble control valve, in particular, the lower surface in the gravity direction of each intake port 23 of the engine and each intake passage 22 ( This is an interior part that eliminates the step 29a formed between the lower surface of the valve housing recess 29) in the direction of gravity.

The plurality of plate valves 4 are integrally formed of synthetic resin. These plate valves 4 are rotary valves coupled (supported and fixed) to a single shaft 5 so as to be skewered.
The plurality of plate valves 4 have a rotation angle (valve opening) in a valve operating range from a fully open position where the opening area of each intake passage 22 is maximum to a fully closed position where the opening area of each intake passage 22 is minimum. Is changed relative to the casing 1 and the cartridge 2 to open and close each intake passage 22. That is, the cross-sectional area of each intake passage 22 is reduced.

In the plurality of plate valves 4, the shaft 5 constituting the rotation center is biased to one side (lower side in the drawing) in the valve surface direction perpendicular to the plate thickness direction of the plate valve 4 with respect to the valve center portion of the plate valve 4. It is installed at the position. Therefore, the plate valve 4 constitutes a cantilever valve.
Further, in this embodiment, a part (center portion) of the valve upper end surfaces of the plurality of plate valves 4, that is, the valve upper end surface on the side opposite to the valve shaft side is cut out, so that the combustion for each cylinder of the engine is performed. A rectangular opening (notch, slit) 30 for generating a tumble flow in the room is formed.
Even when the plurality of plate valves 4 are stopped at the fully closed position, a gap (a gap formed between the upper end of the plate valve 4 and the upper wall of the intake passage) is formed above each intake passage 22. May be formed.

Here, when the tumble execution condition is not satisfied, the plurality of plate valves 4 are fully opened using the torque of the actuator, particularly the motor.
The fully open position of the plurality of plate valves 4 is a state of a fully open position where the plate valve 4 or the intake passage 22 is fully opened. The fully open position is a limit position on one side of the operable range of each plate valve 4, that is, the fully open stopper portion of the stopper lever 7 coupled and integrated with the outer periphery of the coupling 6 becomes a fully open stopper (not shown). It is a fully open side restricting position where the full opening operation of the plate valve 4 is restricted when it hits.
In addition, you may urge in the valve opening direction so that all the plate valves 4 may be in a fully open position by urging | biasing force, such as a spring.

When the tumble execution condition is satisfied, the plurality of plate valves 4 are fully closed using the torque of the actuator, particularly the motor.
The fully closed position of the plurality of plate valves 4 is a state of a fully closed opening degree in which the plate valve 4 or the intake passage 22 is fully closed. The fully closed position is the limit position on the other side of the operable range of each plate valve 4, that is, the fully closed stopper portion of the stopper lever 7 hits the fully closed stopper (not shown), and no more plate valves 4 of the plate valve 4 can move. This is the fully closed side restriction position where the fully closed operation is restricted.
In addition, you may urge in the valve opening direction so that all the plate valves 4 may be in a fully closed position by urging | biasing force, such as a spring.

  The shaft 5 is a rotating shaft extending in a direction orthogonal to the intake flow direction in the intake passages 21 and 22 of the casing 1, and is arranged in a direction in which the plurality of intake passages 21 and 22 are arranged (relative to the cylinder arrangement direction of the engine). It is arranged so as to extend straight in the direction of the rotation axis parallel to the (parallel direction). The shaft 5 is a polygonal section shaft (square steel shaft) whose section perpendicular to the rotation axis direction is formed in a polygonal shape (for example, a square shape), and is made of a metal material such as an iron-based metal (S45C). It is integrally formed.

The shaft 5 is inserted into the inside (through hole 32) of the rotation center portion 31 of the plurality of plate valves 4 by press fitting.
The shaft 5 is a single drive shaft that connects all the plate valves 4 so as to be interlocked by connecting the plurality of plate valves 4 in a skewered state. The shaft 5 is press-fitted and fixed to the inner periphery of each through-hole 32 of the plurality of plate valves 4. Thereby, the shaft 5 can support and fix the plurality of plate valves 4.

The shaft 5 has valve holding portions 33 that respectively hold a plurality of plate valves 4 in the intermediate portion in the rotation axis direction, and first and second end portions on both sides of the valve holding portion 33 in the rotation axis direction, respectively. 41, 42.
One end portion of the shaft 5 in the rotation axis direction, that is, the first end portion 41 is rotatably supported by the bearing holder 11 of the casing 1 via the bearing 15 and the bearing vibration isolating rubber 16. In addition, the 1st end part 41 of the shaft 5 is cut so that a cross section may become circular shape. A coupling 6 is attached to the other end portion of the shaft 5 in the rotation axis direction, that is, the outer periphery of the second end portion 42.

The coupling 6 is a cylindrical section shaft whose section perpendicular to the rotation axis direction is formed in a cylindrical shape, and is integrally formed of a metal material. The coupling 6 is a component that connects the valve gear 8 of the speed reduction mechanism and the stopper lever 7 that holds and fixes the valve gear 8 to the shaft 5.
That is, a stopper lever 7 that is selectively locked to a fully open stopper (fully open stopper screw) or a fully closed stopper (fully closed stopper screw) supported and fixed to the casing 1 is fitted and held on the outer periphery of the coupling 6. ing.

The coupling 6 is rotatably supported by the bearing holder 12 of the casing 1 via a ball bearing 17 and an oil seal 18.
Here, the small diameter portion of the coupling 6 is formed with an outer peripheral screw portion that is screwed with a nut member 43 for assembling the stopper lever 7 to the large diameter portion of the coupling 6. Further, an outer peripheral thread portion that is screwed with a nut member 45 for assembling the sensor fixing lever 44 to the small diameter portion of the coupling 6 is formed at the other end portion of the shaft 5 in the rotation axis direction.

  The actuator is attached to the outer wall of the casing 1. This actuator is supplied with electric power to generate a driving force (torque), a speed reduction mechanism for decelerating the rotation of this motor and transmitting it to the shaft 5, a TCV valve opening, that is, a shaft of the plate valve 4. 5 includes a rotation angle detection device that detects a rotation angle of 5 and an actuator case 9 that accommodates these components.

The motor is electrically connected to a battery mounted on a vehicle such as an automobile via a motor drive circuit electronically controlled by an engine control unit (electronic control unit: hereinafter referred to as ECU).
The speed reduction mechanism has a motor gear (pinion gear) press-fitted and fixed to the outer periphery of the motor shaft of the motor, an intermediate gear that meshes with the motor gear and rotates, and a valve gear 8 that meshes with the intermediate gear. Each of these gears is housed in the actuator case 9 so as to be freely rotatable.

A fully open stopper portion that is engaged with the fully open stopper is provided on one side (the valve opening operation direction) of the bent portion 47 of the stopper lever 7 in the rotational direction. As a result, when the fully open stopper portion of the stopper lever 7 hits the fully open stopper, the valve opening of the tumble control valve is restricted to the fully open position (fully open position).
Further, a fully closed stopper portion that is locked to the fully closed stopper is provided on the other side (valve closing operation direction) in the rotation direction of the bent portion 47 of the stopper lever 7. Thus, when the fully closed stopper portion of the stopper lever 7 hits the fully closed stopper, the valve opening of the tumble control valve is regulated so as to be in the fully closed opening state (fully closed position).

The valve gear 8 is integrally formed in a circular arc shape with synthetic resin. On the outer peripheral portion of the valve gear 8, a plurality of convex shapes that mesh with the intermediate gear are formed in the entire circumferential direction (or a part). A stopper lever 7 is insert-molded on the inner peripheral portion of the valve gear 8.
Here, a spring that urges all the plate valves 4 in the valve opening operation direction or the valve closing operation direction may be assembled to the shaft 5 or the valve gear 8.

Here, the tumble control valve includes an actuator that opens and closes the plate valve 4 by rotating the shaft 5. A motor that is a power source of the actuator is electrically connected to a motor drive circuit.
The motor drive circuit variably controls the power supplied to the motor (motor drive current or motor applied voltage) with respect to an output signal (for example, duty ratio of the PWM signal) given from the microcomputer of the ECU.

Here, the actuator, particularly the motor, is configured to be energized and controlled by the ECU.
The ECU includes a CPU for performing control processing and arithmetic processing, a storage device (memory such as ROM and RAM) for storing a control program or control logic and various data, an input circuit (input unit), an output circuit (output unit), a power source A microcomputer having a known structure configured to include functions such as a circuit and a timer is provided.

  The ECU is an electric signal output from various sensors such as an air flow meter, a crank angle sensor, an accelerator opening sensor, a throttle opening sensor, a rotation angle detection device (valve opening detection device), an intake air temperature sensor, and a cooling water temperature sensor ( The sensor output signal is A / D converted by the A / D conversion circuit and then input to the microcomputer built in the ECU.

The sensor output signals from the various sensors are repeatedly read every control program or control logic stored in the memory of the microcomputer.
Here, the crank angle sensor includes a pickup coil that converts the rotation angle of the crankshaft of the engine into an electrical signal, and outputs a NE pulse signal, for example, every 30 ° CA (crank angle). Further, the microcomputer functions as a rotational speed detecting means for detecting (calculating) the engine rotational speed (engine rotational speed) by measuring the interval time of the NE pulse signal output from the crank angle sensor.

The rotation angle detection device is used as a TCV opening sensor that measures the rotation angle of the magnet rotor 51 and detects the opening of the plate valve 4 (TCV opening). An operating state detecting means for detecting the operating state (operating state) of the engine by an air flow meter, a crank angle sensor, an accelerator opening sensor, a throttle opening sensor, a TCV opening sensor, an intake air temperature sensor, a cooling water temperature sensor, etc. Composed.
The magnet rotor 51 is held and fixed to a sensor fixing lever 44 fitted and held at the second end 42 of the shaft 5 so as to rotate with the rotation of the plurality of plate valves 4 and the shaft 5 as detection objects. ing.

  The TCV opening sensor is mainly composed of a Hall IC 53 having a non-contact type magnetic detection element that detects a magnetic flux emitted from a magnet (magnet 52) fixed to the magnet rotor 51. The electrical signal (sensor output signal) output from the Hall IC 53 is a voltage signal (analog signal) corresponding to the magnetic flux density interlinking the magnetic sensing surface of the Hall element. Instead of the Hall IC 53, a non-contact magnetic detection element such as a Hall element alone or a magnetoresistive element may be used.

  Next, the floating bearing structure of the tumble control valve (TCV) of this embodiment will be described with reference to FIGS. Here, FIG. 4 is a diagram showing a TCV floating bearing structure.

The casing 1 of the present embodiment has a plurality of partition portions 61 that define a plurality of intake passages 21 and a plurality of cartridge storage chambers 28. The casing 1 is also formed with a plurality of through holes 62 that penetrate the plurality of partition walls 61 and all the cartridge storage chambers 28 in the direction of the rotation axis of the shaft 5.
As described above, the casing 1 includes the two bearing holders 11 and 12 that pivotally support the first and second end portions (journals and sliding portions) 41 and 42 of the shaft 5 slidably in the rotation direction. It is integrally formed.

The two bearing holders 11 and 12 are made of synthetic resin, like the casing 1. Inside these bearing holders 11 and 12, shaft bearing holes 13 and 14 having circular cross sections are formed, respectively.
A part of the bearing holder 11 protrudes from the right side surface of the casing 1 toward one end side in the axial direction.
The casing 1 has an opening (shaft insertion opening) 63 that opens on one end side in the axial direction of the bearing holder 11. The shaft insertion opening 63 is an opening for inserting the shaft 5 so as to penetrate the inside of the casing 1, that is, the shaft bearing holes 13 and 14 and the plurality of through holes 62.

The shaft bearing holes 13 and 14 are shaft accommodation holes that communicate with all the intake passages 22 and all the cartridge storage chambers 28 and the shaft insertion ports 63 and extend in the rotation axis direction of the plate valve 4.
Further, the casing 1 has a cylindrical housing 65 that forms a gear housing space 64 between the other end surface in the axial direction of the bearing holder 12 and the actuator case 9. The opening 66 that opens on the other end side in the axial direction of the bearing holder 12 is airtightly held (closed) by the actuator case 9 and the housing 65.

The casing 1 has a ridge rib 67 that protrudes inward in the radial direction from the hole wall surface of the shaft bearing hole 13 on the shaft insertion opening side (inner periphery of the opening peripheral edge) with respect to the bearing 15 and the bearing vibration isolating rubber 16. Have.
The protruding rib 67 has a locking portion 68 for locking the bearing vibration isolating rubber 16. The protruding rib 67 has a tapered inclined surface 69 whose inner diameter gradually decreases from the shaft insertion opening side toward the distal end side of the locking portion 68.
Here, the inner diameter of the tip (minimum inner diameter portion) of the locking portion 68 of the rib rib 67 is larger than the outer diameter of the side wall portion 71 of the bearing 15 described later, and the elastic cylinder of the bearing vibration isolating rubber 16 described later. It is the same size as the outer diameter of the part 75.

The shaft 5 of the present embodiment is disposed so as to extend in the rotation axis direction parallel to the arrangement direction of the plurality of intake passages 21 and 22. Further, one end portion (first end portion 41) in the rotation axis direction of the shaft 5 is supported so as to be slidable in the rotation direction with respect to the inner periphery of the bearing 15. Further, the first end portion 41 of the shaft 5 passes through the through hole 62 of the casing 1 and protrudes into the bearing holder 11 of the casing 1 (shaft bearing hole 14). The first end 41 of the shaft 5 is inserted into the bearing 15.
The first end portion 41 of the shaft 5 is a circular portion (sliding portion) in which a cross section perpendicular to the rotation axis direction is formed in a circular shape. The outer peripheral surface of the first end portion 41 is a sliding surface that slides in the rotation direction inside the sliding hole 74 of the bearing 15.

The bearing structure of the tumble control valve of the present embodiment, that is, the bearing structure of the shaft 5 is a bearing (bearing) 15 that supports the bearing holder 11 of the casing 1 and the first end 41 of the shaft 5 slidably in the rotational direction. And a bearing anti-vibration rubber 16 that elastically supports the first end portion 41 of the shaft 5 and the bearing 15 inside the bearing holder 11 of the casing 1.
The bearing 15 is a sintered part obtained by sintering a metal such as copper or iron, and is formed in a cylindrical shape. The bearing 15 is a metal bearing member (bearing) interposed between the outer peripheral surface (sliding surface) of the first end portion 41 of the shaft 5 and the inner peripheral surface of the bearing vibration isolating rubber 16.

The bearing 15 includes a cylindrical side wall 71 that covers the periphery of the first end 41 of the shaft 5 in the circumferential direction, an annular closed end (closed portion) 72 that closes one end of the side wall 71 in the axial direction, And a shaft insertion opening 73 that opens on the other end side in the axial direction of the side wall 71. The shaft insertion port 73 is an opening into which the first end 41 of the shaft 5 is inserted.
The side wall portion 71 is a bearing tube portion disposed so as to surround the first end portion 41 of the shaft 5 in the circumferential direction.
A sliding hole 74 having a cross-sectional shape that pivotally supports the first end portion 41 of the shaft 5 so as to be slidable in the rotation direction is formed in the side wall portion 71 of the bearing 15. The first end 41 of the shaft 5 is inserted into the sliding hole 74. Further, the sliding hole 74 is a bag hole-shaped shaft housing hole whose outer opening end is closed by the closing end 72 of the bearing 15.
Between the outer peripheral surface (sliding surface) of the first end portion 41 of the shaft 5 and the inner peripheral surface of the side wall portion 71 of the bearing 15, that is, between the hole wall surface (sliding surface) of the sliding hole 74, the shaft A sliding clearance is formed to smoothly rotate the first end 41 of the fifth member 5 within the bearing 15.

  The bearing anti-vibration rubber 16 is formed in a cylindrical shape by a rubber elastic body (for example, fluoro rubber having excellent low temperature characteristics, heat resistance, and oil resistance that does not impair sealing performance even in a low temperature environment). The bearing anti-vibration rubber 16 has a sleeve-like elastic cylindrical portion 75 disposed so as to surround the outer periphery of the side wall portion 71 of the bearing 15 in the circumferential direction, and is opened at one end side in the axial direction of the elastic cylindrical portion 75. And a second opening that opens on the other end side in the axial direction of the elastic cylindrical portion 75. Further, a through-hole 76 penetrating in the axial direction is formed in the bearing vibration isolating rubber 16 so as to communicate the first opening and the second opening.

The elastic cylindrical portion 75 is a cylindrical portion disposed so as to surround the outer periphery of the side wall portion 71 of the bearing 15 in the circumferential direction, and is joined and fixed to the outer peripheral surface of the cylindrical portion of the bearing 15 by baking or the like. The elastic cylindrical portion 75 covers the outer peripheral surface of the cylindrical portion of the bearing 15 with a predetermined thickness.
The side wall 71 of the bearing 15 is held and fixed in a state of being inserted into the through hole 76 of the elastic cylindrical portion 75.

The bearing anti-vibration rubber 16 has bead-shaped first to third elastic protrusions (annular ribs) 77 protruding from the outer periphery of the elastic cylindrical portion 75 toward the outer side in the radial direction (to the inner peripheral side of the bearing holder 11). doing.
The plurality of first to third annular ribs 77, together with the elastic cylindrical portion 75, are annular gaps between the inner periphery of the bearing holder 11 of the casing 1 (the hole wall surface of the shaft bearing hole 13) and the outer periphery of the bearing 15. Alternatively, a sealing portion that seals the cylindrical gap) is formed.
The plurality of first to third annular ribs 77 have a hemispherical or polygonal cross section, and are continuous in the circumferential direction of the cylindrical portion of the elastic cylindrical portion 75 so as to surround the outer periphery of the elastic cylindrical portion 75 in an annular shape. It is the elastic rib formed. These first to third annular ribs 77 are arranged in multiple rows at regular intervals (at equal intervals) in the cylindrical direction of the elastic cylindrical portion 75.

  Since the plurality of first to third annular ribs 77 can be elastically deformed, when the bearing vibration isolating rubber 16 is attached to the outer periphery of the bearing 15, the first to third annular ribs 77 are inserted into the shaft bearing hole 13 from the shaft insertion opening 63. The ridge rib 67 of the bearing holder 11 of the casing 1 can be overcome. At this time, if the bearing 15 and the bearing vibration isolating rubber 16 are inserted into the shaft bearing hole 13 from the shaft insertion port 63 after the shaft 5 is first inserted into the shaft bearing hole 13 from the shaft insertion port 63, the bearing of the casing 1. The bearing 15 and the bearing vibration isolating rubber 16 can be assembled in a cylindrical space (bearing accommodating space) between the inner circumference of the holder 11 and the outer circumference of the first end portion 41 of the shaft 5.

Further, the tops of the first to third annular ribs 77 are in contact with or in contact with the inner peripheral surface of the bearing holder 11 of the casing 1. That is, the bearing vibration isolating rubber 16 is compressed and held between the outer peripheral surface of the cylindrical portion of the bearing 15 fitted to the outer periphery of the first end portion 41 of the shaft 5 and the inner peripheral surface of the bearing holder 11 of the casing 1. Built in state.
Thereby, the top part of the first to third annular ribs 77 of the bearing vibration isolating rubber 16 and the inner peripheral part of the bearing holder 11 of the casing 1 are connected to the inner peripheral part of the bearing holder 11 accompanying the elastic deformation of the bearing vibration isolating rubber 16. The first end portion 41 of the shaft 5 and the cylindrical portion of the bearing 15 with respect to the optimum position of the bearing holder 11 of the casing 1 are ensured to be in close contact with each other by the friction force (friction).

[Operation of Example 1]
Next, a method for controlling the valve opening of the TCV of this embodiment will be briefly described with reference to FIGS.

The ECU is a “tumble execution area” in which the tumble flow in the combustion chamber needs to be strengthened based on the engine operating status, for example, the engine speed (engine speed) and the engine load (accelerator opening or throttle opening). Or whether the tumble flow in the combustion chamber does not need to be strengthened.
The required tumble ratio is obtained based on the engine operating condition, for example, the engine rotation speed and the engine load. When the required tumble ratio is equal to or higher than a predetermined value, the TCV valve (a plurality of plate valves 4) is fully closed to request the tumble. The plurality of plate valves 4 may be fully opened when the ratio is less than a predetermined value.

  When the ECU determines that it is the “tumble execution area”, it controls the power supplied to the motor that is the power source of the actuator (eg, energizes the motor). At this time, since the plurality of plate valves 4 are driven in the valve closing direction using the motor torque, the plurality of plate valves 4 are closed. That is, the plurality of plate valves 4 are opened / closed (fully closed) so as to be in the fully closed posture (fully closed state). At this time, the flow passage opening cross-sectional areas of the intake passages 21 and 22 are minimized. In this case, the intake air flow that flows into the downstream end portion (the intake passage 21 of the casing 1) from the upstream end portion of the intake manifold flows into the intake passage 22 from the intake passage 21.

The intake air flow that flows into the intake passage 22 from the intake passage 21 is introduced into the upper layer of the intake port 23 from the gap (opening 30) between the intake passage wall surface of the cartridge 2 and the valve upper end surface of the plate valve 4. Thus, a drift current flows along the top wall of the upper layer portion of the intake port 23.
The drift flowing along the top wall of the upper layer portion of the intake port 23 is supplied from the intake valve port (intake port opening) of the intake port 23 of the cylinder head 3 into the combustion chamber. At this time, since a vertical swirling flow (tumble flow) is generated in the combustion chamber for each cylinder of the engine, for example, the combustion efficiency in the combustion chamber at the time of engine start or idle operation is improved, and fuel consumption and emission (for example, HC reduction effect) and the like are improved.

On the other hand, when the ECU determines that it is a “tumble non-execution region”, it controls the power supplied to the motor that is the power source of the actuator (for example, energizes the motor). At this time, since the plurality of plate valves 4 are driven in the valve opening direction using the motor torque, the plurality of plate valves 4 are opened. That is, the plurality of plate valves 4 are controlled to be opened and closed (fully opened) so that the intake passages 21 and 22 are opened to be housed in the valve housing recess 29 (stored state, fully opened state). At this time, the flow passage opening cross-sectional area of each of the intake passages 21 and 22 is maximized.
In this case, the intake air flow that flows into the downstream end portion (the intake passage 21 of the casing 1) from the upstream end portion of the intake manifold passes straight through the intake passage 22 and exits from the outlet portions of the plurality of cartridges 2. It is introduced into the intake port 23.
The intake air flow that has passed through the intake port 23 is supplied into the combustion chamber from the intake port opening. At this time, no tumble flow is generated in the combustion chamber for each cylinder of the engine.

[Effect of Example 1]
As described above, in the intake vortex generator of the present embodiment, the inner periphery of the bearing holder 11 of the casing 1 (the elastic cylindrical portion 75 and the first to third annular ribs 77) of the bearing vibration-proof rubber 16 ( An annular gap (or cylindrical gap) between the wall surface of the shaft bearing hole 13) and the outer periphery of the side wall part (bearing cylinder part) 71 of the bearing 15 is sealed (sealed or sealed). Further, the bearing holder 11 of the casing 1 is supported by a bearing vibration isolating rubber 16 having first to third annular ribs 77 that are in contact with, in contact with, or in close contact with the inner periphery of the bearing holder 11 of the casing 1 (hole wall surface of the shaft bearing hole 13). The side wall 71 of the bearing 15 is fixed to the shaft.
Further, the sliding hole 74 provided in the side wall portion 71 of the bearing 15 is a bag hole-shaped shaft housing hole whose one end is closed by the closing end 72.
Accordingly, one end side of the side wall portion 71 of the bearing 15 in the axial direction can be hermetically sealed (sealed), so that the outer periphery of the first end portion 41 of the shaft 5 and the inner periphery of the side wall portion 71 of the bearing 15 are sealed. The airtightness between the two can be maintained. This prevents the air in the intake passages 21 and 22 from leaking outside through the sliding clearance between the outer periphery of the first end portion 41 of the shaft 5 and the inner periphery of the side wall portion 71 of the bearing 15. be able to.

As described above, by providing the seal portion (elastic cylindrical portion 75, first to third annular ribs 77) of the bearing vibration isolating rubber 16 and the closed end 72 of the bearing 15, the inner periphery ( The air tightness between the shaft wall surface 13 of the shaft bearing hole 13 and the outer periphery of the side wall portion (bearing tube portion) 71 of the bearing 15, the outer periphery of the first end portion 41 of the shaft 5, and the side wall portion 71 of the bearing 15. Since the airtightness of the sliding clearance with the inner periphery can be maintained, the cap parts can be eliminated, and the number of parts can be reduced. Moreover, since the assembly process of the cap parts can be eliminated, the manufacturing cost can be reduced.
The bearing 15 includes a side wall 71 having a sliding hole 74 formed therein, an annular closed end 72 that closes one end of the side wall 71 in the axial direction, and the other end of the side wall 71 in the axial direction. It has a shaft insertion opening 73 that opens on the side. Thereby, one end side in the axial direction of the side wall portion 71 of the bearing 15 can be sealed, so that air leakage from the gap of the first end portion (sliding portion) 41 of the shaft 5 can be prevented.

Further, the bearing vibration isolating rubber 16 includes an elastic cylindrical portion 75 in which a through-hole 76 is formed, a first opening opened at one end side in the axial direction of the elastic cylindrical portion 75, and an axial direction of the elastic cylindrical portion 75. A second opening that opens on the other end side of the second opening is provided. Further, the bearing vibration isolating rubber 16 has first to third annular ribs 77 projecting outward from the outer periphery of the elastic cylindrical portion 75 in the radial direction. The top portions (maximum outer diameter portions) of the first to third annular ribs 77 are in contact with, in contact with, or in close contact with the hole wall surface of the shaft bearing hole 13.
As a result, the frictional force (friction) generated between the inner periphery of the bearing holder 11 of the casing 1 (the hole wall surface of the shaft bearing hole 13) and the top of the first to third annular ribs 77 of the bearing vibration isolating rubber 16 is obtained. Since the bearing 15 is difficult to be displaced in the thrust direction with respect to the bearing holder 11 of the casing 1, it is possible to ensure the bearing displacement resistance of the bearing 15 with respect to the bearing holder 11 of the casing 1. Thereby, the bearing 15 can be fixed to the bearing holder 11 of the casing 1.
The bearing holder 11 in the casing 1 has an inner circumference by a bearing vibration isolating rubber 16 having first to third annular ribs 77 that seal a gap between the inner circumference of the bearing holder 11 in the casing 1 and the outer circumference of the bearing 15. And the outer periphery of the bearing 15 can be kept airtight.

The first to third annular ribs 77 are formed continuously in the circumferential direction of the elastic cylindrical portion 75 so as to surround the outer periphery of the elastic cylindrical portion 75 of the bearing vibration isolating rubber 16 in the circumferential direction. The first to third annular ribs 77 are arranged in multiple rows at predetermined intervals in the cylindrical direction of the elastic cylindrical portion 75 of the bearing vibration isolating rubber 16.
Here, the outer periphery of the first end portion 41 of the shaft 5 and the inner periphery of the side wall portion 71 of the bearing 15 (hole wall surface of the sliding hole 74) are in sliding contact via a lubricant such as grease or oil. When three or more first to third annular ribs 77 are arranged in multiple rows at a predetermined interval in the cylindrical direction of the elastic cylindrical portion 75 of the bearing vibration isolating rubber 16, a lubricant such as grease or oil is used. Of the first to third annular ribs 77 arranged in multiple rows, even if they reach the both ends in the cylindrical direction of the elastic cylindrical portion 75 and the outermost third annular rib 77 located in the vicinity thereof, grease or oil or the like The lubricant is blocked by the outermost third annular rib 77.
As a result, lubricant such as grease or oil can be prevented from adhering to the intermediate second annular rib 77 located between the first and third annular ribs 77. It is possible to prevent a decrease in bearing misalignment of the bearing 15 with respect to the bearing holder 11 of the casing 1 due to a decrease in friction of the intermediate second annular rib 77 due to the adhesion.

Further, at the opening end of the bearing holder 11 of the casing 1, a protruding rib 67 is provided that protrudes inward in the radial direction from the hole wall surface of the shaft bearing hole 13. The protruding rib 67 has a locking portion 68 for locking the bearing vibration isolating rubber 16.
As a result, the bearing vibration isolating rubber 16 can be engaged with the engaging portion 68 of the rib rib 67, so that the bearing 15 or the bearing vibration isolating rubber 16 can be prevented from falling off.
Further, the projecting rib 67 has a tapered inclined surface 69 whose inner diameter gradually decreases from the shaft insertion port side toward the distal end (minimum inner diameter portion) side of the locking portion 68.
Thus, the shaft 5 to which the bearing 15 and the bearing vibration isolating rubber 16 are temporarily attached can be easily inserted into the shaft bearing hole 13 from the shaft insertion opening 63.

[Modification]
In this embodiment, the present invention is applied to an intake vortex generator that generates a vertical swirling flow (tumble flow) in a combustion chamber of an internal combustion engine (engine). However, the present invention is applied to the internal combustion engine (engine). The present invention may be applied to an intake vortex generator that generates a lateral swirl flow (swirl flow) in the combustion chamber. Moreover, you may comprise this invention so that the production | generation of the squish vortex for accelerating | stimulating combustion of an internal combustion engine (engine) is attained.

In the present embodiment, the present invention is applied to an intake vortex generator, but the present invention is not limited to an electronic throttle device for adjusting the flow rate of intake air sucked into an internal combustion engine (engine), an intake passage length of the internal combustion engine, You may apply to the variable intake device which changes an intake passage sectional area.
In this embodiment, the actuator that drives the plate valve 4 or the rotary valve that is the valve body of the intake control valve is configured by the electric actuator that includes the motor and the speed reduction mechanism, but the valve that is the valve body of the intake control valve is driven. The actuator to be configured may be constituted only by a motor. Further, the actuator that drives the valve that is the valve body of the intake control valve may be constituted by a negative pressure actuated actuator including an electromagnetic or electric negative pressure control valve, or an electromagnetic actuator.
Note that valve urging means such as a spring for urging the valve in the valve opening operation direction or the valve closing operation direction may or may not be installed.

  In this embodiment, a tumble control valve in which one plate valve 4 is incorporated in one cartridge 2 so as to be freely opened and closed is provided inside the intake manifold as the casing 1 at a constant interval in the rotational axis direction of the shaft 5. A multi-unit integrated valve opening / closing device (intake passage opening / closing device) is adopted, but inside the casing (other intake duct or engine head cover or cylinder head) at a constant interval in the direction of the shaft rotation axis. A multiple integral type valve opening / closing device (intake passage opening / closing device) in which a plurality of valves are directly arranged may be employed. In this case, the cartridge 2 can be eliminated.

In the present embodiment, a floating bearing structure constituted by the bearing 15, the bearing vibration isolating rubber 16, the bearing holder 11 and the like is adopted on one end side of the shaft 5 in the rotational axis direction. You may employ | adopt the floating bearing structure comprised by the bearing 15, the bearing vibration isolator rubber 16, and the bearing holder 11 grade | etc., At both ends.
In this embodiment, the bearing anti-vibration rubber 16 is bonded and fixed to the outer peripheral surface of the cylindrical portion of the bearing 15 by baking or the like. However, the bearing anti-vibration rubber 16 is bonded and fixed to the outer peripheral surface of the bearing 15 by an adhesive or the like. May be. The bearing vibration isolating rubber 16 may be held and fixed to the outer peripheral surface of the bearing 15 by caulking or the like. The bearing vibration isolating rubber 16 may be held and fixed to the outer peripheral surface of the bearing 15 by a band or the like.

1 Casing 2 Cartridge (duct)
3 Cylinder head 4 Plate valve 5 Shaft (pin rod)
11 Bearing holder (first bearing holder)
12 Bearing holder (second bearing holder)
13 Shaft bearing hole 14 Shaft bearing hole 15 Bearing (bearing)
16 Bearing anti-vibration rubber (elastic member)
63 Shaft insertion slot (opening)
67 Projection rib 68 Locking portion 69 Inclined surface 71 Side wall portion (bearing tube portion)
72 Closed end 73 Shaft insertion port 74 Sliding hole 75 Elastic cylindrical portion 76 Through hole 77 First to third annular ribs

Claims (7)

(A) a casing forming an intake passage for supplying intake air to the internal combustion engine;
(B) a valve for opening and closing the intake passage;
(C) a shaft that supports the valve and extends in the direction of the rotation axis of the valve;
(D) a bearing that rotatably supports one end of the shaft in the axial direction;
(E) In an intake device for an internal combustion engine comprising one end of the shaft in the axial direction and an elastic member that elastically supports the bearing,
The casing has an opening for inserting the shaft, and a bearing hole that communicates the intake passage and the opening and extends in the rotation axis direction of the valve,
The elastic member has a seal portion that seals a gap between a hole wall surface of the bearing hole and an outer periphery of the bearing;
The bearing includes a bearing tube portion disposed so as to surround one end portion in the axial direction of the shaft in the circumferential direction, a closed portion that closes one end side in the axial direction of the bearing tube portion, and the inside of the bearing tube portion Provided with a sliding hole into which one end of the shaft in the axial direction is inserted, and the sliding hole is a bag hole-shaped shaft housing hole whose one end is closed by the closing portion. An air intake device for an internal combustion engine. The intake device for an internal combustion engine according to claim 1,
The intake device for an internal combustion engine, wherein the bearing has a shaft insertion opening that opens on the other end side in the axial direction of the bearing tube portion. The intake device for an internal combustion engine according to claim 1 or 2,
The elastic member has a cylindrical portion disposed so as to surround the bearing in the circumferential direction, and the seal portion is an elastic protrusion that protrudes radially outward from the outer periphery of the cylindrical portion of the elastic member. There,
An intake device for an internal combustion engine, wherein a top portion of the elastic protrusion is in contact with, in contact with, or in close contact with a hole wall surface of the bearing hole. The intake device for an internal combustion engine according to claim 3,
The elastic protrusion is an annular rib formed continuously in the circumferential direction of the cylindrical portion so as to surround the outer periphery of the cylindrical portion in the circumferential direction,
An intake device for an internal combustion engine, wherein the annular ribs are arranged in multiple rows at a predetermined interval in the cylinder direction of the cylinder portion. The intake device for an internal combustion engine according to any one of claims 1 to 4, wherein the casing has a diameter from a hole wall surface of the bearing hole closer to the opening than the bearing and the elastic member. With ribs protruding inward in the direction,
The intake rib for an internal combustion engine, wherein the protruding rib has a locking portion for locking the bearing or the elastic member. The intake device for an internal combustion engine according to claim 5,
The intake device for an internal combustion engine, wherein the protruding rib has a tapered inclined surface whose inner diameter gradually decreases from the opening side toward the distal end side of the locking portion.   The intake device for an internal combustion engine according to any one of claims 1 to 6, wherein the elastic member is baked on an outer periphery of the bearing.

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