JP3327033B2 - Support device for intake device for internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a support device for an intake device for an internal combustion engine, and more particularly to a support device for an intake device for an internal combustion engine that supports the intake device for an internal combustion engine having a throttle body on the internal combustion engine.

[0002]

2. Description of the Related Art Generally, an intake device for an internal combustion engine (hereinafter simply referred to as an intake device) for supplying air to an internal combustion engine (engine) is constituted by an intake manifold, a surge tank, a throttle body, and the like. Mounted and supported on the engine body. An explosion force and a reciprocating inertia force generated by the operation of the engine become exciting forces, and a rolling vibration is generated in the engine body.

The rolling vibration is also transmitted to the intake device supported by the engine body, so that the intake device also vibrates, and this vibration affects the engine vibration. Therefore, when supporting the intake device on the engine body, it is necessary to arrange the intake device so that the vibration of the intake device does not affect the engine vibration as much as possible.

Conventionally, as an arrangement for supporting an intake device on an engine main body, there is one disclosed in, for example, Japanese Patent Application Laid-Open No. 4-187834. The support device disclosed in the publication is configured to fix an intake device to an engine body using a stay. Specifically, one end of the stay is fixed between the throttle body and the end of the intake pipe constituting the intake device, and the other end is rigidly connected to the cylinder head of the engine body. Therefore, the intake device is supported by the engine body via the stay.

In the conventional supporting device having the above-described structure, the intake device is fixed to one end of the stay, and the other end of the stay is fixed to a rigid cylinder head (the cylinder head and the cylinder block are rigid in the engine). This is a configuration in which the resonance frequency of the intake device is made higher than the primary component of the explosion of the engine, thereby suppressing deterioration of engine vibration caused by the intake device.

[0006] As another conventional supporting structure of the intake device, there is also known a configuration in which a part of the intake device is supported by a rubber gasket or the like in a floating state with respect to the engine body. With this configuration, it is possible to reduce radiated sound due to transmission of vibration from the intake device, and to abolish and reduce stays.

[0007]

As is well known, a throttle body which constitutes an intake device is provided with a throttle valve whose throttle opening changes in response to a driver's accelerator operation. And the accelerator are connected by an accelerator wire. Further, since the accelerator is disposed in the driver's seat and the engine is in the engine room, the accelerator wire connects the throttle valve and the accelerator through the dash panel of the body that defines the driver's seat and the engine room.

[0008] On the other hand, in the support device in which the intake device is rigidly connected to a highly rigid portion in the engine using a stay as described above, although a certain degree of deterioration of engine vibration can be prevented, the cylinder block and cylinder of the engine can be prevented. With respect to a highly rigid member such as a head, the vibration level of each component constituting the intake device is high, and vibration occurs.

The vibration generated in the intake device naturally also occurs in the throttle body. The vibration of the throttle body is transmitted to the dash panel of the body using the accelerator wire as a vibration transmission medium, and the dash panel generates vibration. As described above, the dash panel constitutes a part of the body, so when the vibration of the intake device is transmitted to the dash panel via the accelerator wire and vibrates, the vibration noise also penetrates into the vehicle interior, and thus the vehicle is in a vehicle. There is a problem that the room sound is deteriorated.

Further, in a supporting device having a structure in which a part of the intake device is floated with respect to the engine body by a rubber gasket or the like, when the engine speed is low, engine vibrations are generated due to the weight (mass) of the intake device. A suppressing function is generated, which can contribute to vibration reduction. However, when the engine speed is high and the engine vibration is close to the resonance point of the intake system, there is a problem that the intake device resonates and instead increases the engine vibration.

SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and has been made to reduce the resonance frequency of the throttle body vibration system in the direction of extension of the accelerator wire in the direction of extension of the accelerator wire of the engine-side component of the intake system for an internal combustion engine. It is an object of the present invention to provide a support device for an intake device for an internal combustion engine, which can reduce vehicle interior noise and suppress engine vibration by making the resonance frequency lower than the resonance frequency.

[0012]

According to the present invention, there is provided a support apparatus for an intake system for an internal combustion engine having a throttle body arranged such that an accelerator wire extends in a roll direction of the internal combustion engine. In the above, the throttle body and the engine-side component of the intake device for the internal combustion engine are connected using a first elastic member, and the throttle body is connected to the engine body of the internal combustion engine via a second elastic member. And a resonance frequency of the throttle body vibration system including the first and second elastic members and the throttle body weight in a direction in which the accelerator wire extends is determined by an engine-side component of the intake device for the internal combustion engine. The resonance frequency is lower than the resonance frequency in the direction in which the accelerator wire extends.

[0013]

According to the support device of the present invention, the throttle body is supported by the first and second elastic members, so that the throttle body is composed of the engine body and the engine-side components (that is, the intake device excluding the throttle body). ) In a floating state. Therefore,
The throttle body can be viewed as a vibration system independent of the engine-side components.

The resonance frequency in the direction of extension of the accelerator wire of the throttle body vibration system composed of the first and second elastic members and the throttle body weight is the extension direction of the accelerator wire of the engine-side component of the intake system for an internal combustion engine. Is smaller than the resonance frequency of the throttle body, it is possible to suppress the vibration generated in the throttle body vibration system, particularly in the extending direction of the accelerator wire. Thereby, the vibration transmitted to the body components such as the dash panel via the accelerator wire is reduced, and the sound in the vehicle interior can be improved.

Further, the weight of the throttle body is applied to the engine body via the first and second elastic members. Therefore, the own weight of the intake device including the throttle body is applied to the engine body via the first and second elastic members, so that engine vibration can be effectively suppressed.

[0016]

Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a main part configuration diagram showing an internal combustion engine 1 (hereinafter, referred to as an engine 1) to which a support device for an intake device for an internal combustion engine (hereinafter, simply referred to as a support device) according to an embodiment of the present invention is applied. The engine 1 includes an engine body 2 including a cylinder head 2a, a cylinder block 2b, and the like.
An intake device 4 is provided above the refrigeration unit. The cylinder head 2a and the cylinder block 2b have high rigidity in the components of the engine 1.

The intake device 4 supplies air to the engine 1 and has a throttle body 5, an air connector 6, a surge tank 7,
Intake manifolds 8 are sequentially connected. An air cleaner, an intake air connector pipe and the like (not shown) are arranged upstream of the throttle body 5.

The throttle body 5 has a throttle valve (not shown in the figure) inside, and the air flowing into the throttle body 5 through an air cleaner and an intake air connector pipe changes according to the valve opening of the throttle valve. After the flow rate is controlled, the air flows into the air connector 6.
This throttle valve is connected to an accelerator pedal (both not shown) through a dash panel of the body by an accelerator wire 10 connected to a link portion 9 (only a part appears in FIG. 1) for adjusting the valve opening. It is connected. Further, various sensors (throttle position sensor, throttle switch, traction control sensor, etc.) necessary for controlling the engine are integrally provided on the throttle body 5.

The throttle body 5 constructed as described above has
Anti-vibration gasket 11 to be a first elastic member described in detail later
The air connector 6 is connected to the air connector 6 (shown in satin in FIG. 1), and the air connector 6 is connected to a surge tank 7 for preventing intake pulsation.

Further, an intake manifold 8 composed of a plurality of branch pipes provided with injectors (not shown) is connected to the surge tank 7, so that the inflow air and the fuel injected from the injectors are mixed. The obtained mixture is introduced into each cylinder of the engine from each branch pipe.

In the intake device 4 having the above structure, the air connector 6 and the surge tank 7, the surge tank 7 and the intake manifold 8, and the intake manifold 8
The cylinder head 2a is rigidly joined to the cylinder head 2a by welding or screwing using a flange.

In this embodiment, the air connector 6, the surge tank 7, and the intake manifold 8, which constitute the intake device 4, cannot be sufficiently rigid just by being joined as described above. The stay 12 is arranged between the intake manifold 8 and the intake manifold 8. Thus, the cylinder block 2b
By disposing the stay 12 between the intake manifold 8 and the intake manifold 8, the rigidity of the attachment of the intake device 4 to the engine body 2 can be improved.

In the following description, other components of the intake device 4 except the throttle body 5 (ie, the air connector 6, the surge tank 7, and the intake manifold 8)
Are collectively referred to as engine-side components of the intake device. Next, a supporting device that is a main part of the present invention will be described. The support device has a function of supporting the above-described intake device 4 on the engine main body 2, and is particularly characterized in the present embodiment in a configuration that supports the throttle body 5.

The throttle body 5 is supported by an anti-vibration gasket 11 serving as a first elastic member and an anti-vibration bracket 13 serving as a second elastic member.
The anti-vibration gasket 11 is disposed so as to be sandwiched between the throttle body 5 and the air connector 6, and the anti-vibration bracket 13 is disposed between the throttle body 5 and the cylinder head 2a. .

FIGS. 2 to 4 show a specific configuration of an example of the vibration-proof gasket 11. FIG. FIG. 2 shows an anti-vibration gasket 11
3 is a right side view of the vibration-isolating gasket 11, and FIG. 4 is a sectional view taken along line AA in FIG. As shown in each figure, the vibration-proof gasket 11 has a configuration in which a gasket elastic member 16 (shown in satin) is interposed between a pair of flanges 14 and 15 provided opposite to each other. Each flange 14, 15 has a throttle body 5
Alternatively, a plurality of bolt holes 17 and 18 through which bolts (not shown) for connecting the air connector 6 are inserted are formed, and an intake air passage hole 19 through which intake air passes is formed at a central position. .

The gasket elastic member 16 is made of, for example, rubber or the like. One side of the gasket elastic member 16 is fixed to the flange 14, and the other side is fixed to the flange 15. Therefore, the flange 14 and the flange 15 are connected to the elastic member 16 for the gasket.
The relative position can be changed by elastic deformation. Therefore, by disposing the vibration isolating gasket 11 between the throttle body 5 and the air connector 6, the throttle body 5 is elastically supported via the gasket elastic member 16 with respect to the engine-side components of the intake device. Becomes

FIGS. 5 to 8 show the anti-vibration bracket 13.
2 shows a specific configuration of the example. 5 is a plan view of the anti-vibration bracket 13, FIG. 6 is a front view of the anti-vibration bracket 13,
FIG. 7 is a bottom view of the anti-vibration bracket 13, and FIG. 8 is a right side view of the anti-vibration bracket 13. The anti-vibration bracket 13 includes an upper bracket section 20, a lower bracket section 21, a bracket elastic member 22, and the like. The upper bracket portion 20 and the lower bracket portion 21 are both formed into a substantially L-shape by press-forming a metal plate (detailed in FIG. 8).

A bolt hole 24 is formed in the upper bracket portion 20. A bolt (not shown) is inserted into the bolt hole 24, and a mounting projection 23 formed on the throttle body 5 is formed.
The upper bracket 20 is fixed to the throttle body 5 by fastening the upper bracket 20 to the throttle body 5 (see FIG. 1). Further, a bolt hole 25 is also formed in the lower bracket portion 21, and the lower bracket portion 21 is fixed to the cylinder head 2 a by inserting and fastening a bolt (not shown) into the bolt hole 25.

A bracket elastic member 22 is disposed between the bottom surface of the upper bracket 20 and the surface of the lower bracket 21. The bracket elastic member 22 is made of, for example, rubber or the like. The upper surface of the bracket elastic member 22 is the upper bracket portion 20.
, And the lower surface is fixed to the lower bracket portion 21. Therefore, the upper bracket portion 20 and the lower bracket portion 21 are configured to be able to change their relative positions by the elastic deformation of the bracket elastic member 22.

Accordingly, by disposing the vibration isolating bracket 13 between the throttle body 5 and the cylinder head 2a, the throttle body 5 is elastically supported by the engine body 2 via the bracket elastic member 22. Become. As described above, by supporting the throttle body 5 by the vibration isolating gasket 11 and the vibration isolating bracket 13, the throttle body 5 is supported by the engine body 2 and the engine-side components in a floating state.
Therefore, the throttle body 5 can be viewed as a vibration system independent of the engine side components.

Next, the elastic characteristics of the gasket elastic member 16 provided on the vibration-proof gasket 11 and the bracket elastic member 22 provided on the vibration-proof bracket 13 will be described. Now, for convenience of explanation, the X, Y, and Z directions are set as shown in FIG. The Y direction shown in the figure is the direction in which the accelerator wire 10 extends. The Z direction shown in the drawing is a vertical direction, and the Z direction shown in the drawing is a direction perpendicular to the plane of the drawing and is the direction in which the crankshaft of the engine extends.

In the present invention, the resonance frequency (f _Y ) in the extending direction (Y direction) of the accelerator wire of the throttle body vibration system, which comprises the weight of the gasket elastic member 16, the bracket elastic member 22, and the throttle body 5, is determined. The resonance frequency (F _Y ) of the engine side component of the intake device in the direction in which the accelerator wire extends (Y direction) is set to be smaller (f _Y <F _Y ).

Now, assuming that the weight of the throttle body 5 is m ₁ and the spring constant of the gasket elastic member 16 and the bracket elastic member 22 is k ₁ , the extension direction (Y direction) of the accelerator wire of the throttle body vibration system. the resonance frequency f _Y can be represented by the following formula.

[0034]

(Equation 1)

If the weight of the engine-side components of the intake device (ie, the total weight of the air connector 6, surge tank 7, and intake manifold 8) is M ₀ and the spring constant including the stay 12 is K ₀ , the intake air is assumed. The resonance frequency F _Y of the engine-side component of the device in the direction in which the accelerator wire extends (Y direction) can be expressed by the following equation.

[0036]

(Equation 2)

By substituting the equations (1) and (2) into the relationship of f _Y <F _Y which is a feature of the present invention, the following equation is obtained.

[0038]

(Equation 3)

Further, if m ₁ <M ₀ in the equation (3), the equation (3) is expressed as the following equation.

[0040]

(Equation 4)

Here, for example, when the weight of the throttle body 5 is m ₁ = 3 kg, and the weight of the engine side component of the intake device is M ₀ = 7 kg, the equation (4) is expressed as follows.

[0042]

(Equation 5)

As an example of this application, f _Y ≒ 80H
Assuming that z and F _Y ≒ 350 Hz, from the above equation (5),
k ₁ ≒ 0.0224 × K ₀ <(3/7) × K ₀ can be obtained. FIG. 9 shows the vibration level of the throttle body 5 using the support device according to the present embodiment. In the figure, the horizontal axis represents the engine speed, and the vertical axis represents the vibration level of the throttle body 5. In the drawing, the arrow A indicates the vibration level using the support device according to the present embodiment, the arrow B indicates the conventional vibration level in which the throttle body is rigidly connected to the engine, and the arrow C indicates the conventional vibration level. The vibration level is shown as a comparative example when the supporting resonance frequency in the Y direction is set slightly higher than the supporting resonance frequency of the supporting device according to the present embodiment.

As shown in the figure, the vibration level using the support device according to the present embodiment indicated by arrow A is
It can be seen that the throttle body is significantly (approximately 20 dB) lower than that of the conventional structure in which the throttle body is rigidly connected to the engine, particularly in the middle and high speed regions of the engine speed.

The vibration level according to the comparative example in which the support resonance frequency in the Y direction is set slightly higher than the support resonance frequency of the support device according to the present embodiment is lower than that of the conventional configuration. It can be seen that the vibration suppression effect is reduced with respect to the vibration level of the present embodiment even in the middle and high speed regions.

As described above, the reason why the vibration level of the throttle body 5 is reduced in the present embodiment is that the accelerator wire of the throttle body vibration system composed of the gasket elastic member 16 and the bracket elastic member 22 and the weight of the throttle body 5 is used. Frequency f in the extending direction (Y direction) of
_{This is because Y} is set to be lower than the resonance frequency F _Y of the engine-side component of the intake device in the direction in which the accelerator wire extends (Y direction) (f _Y <F _Y ).

FIG. 10 shows the vehicle interior sound level when the support device according to the present embodiment is used. In the figure, the horizontal axis represents the frequency of engine noise, and the vertical axis represents the vehicle interior sound level. An arrow D indicates the vehicle interior sound level when the support device according to the present embodiment is used, and an arrow E indicates the vehicle interior sound level when the conventional support device is used. Is shown.

As shown in the figure, the vehicle interior sound level when the support device according to the present embodiment is used is the same as that of the conventional vehicle in the case of engine noise (250 to 500 Hz), which is particularly important in the quality of the vehicle interior sound. The level is lower than the indoor sound level. Therefore, it can be understood that by applying the support device according to the present embodiment, it is possible to improve vehicle interior sound.

As described above with reference to FIG. 9, the vibration level of the throttle body 5 is reduced by applying the supporting device according to the present embodiment to improve the cabin sound. This is because the vibration transmitted from the accelerator wire 10 to the dash panel of the body is suppressed. Further, in addition to the above effects, it is also possible to reduce the muffled noise component in the vehicle interior in the medium / high-speed rotation region of the primary explosive component.

On the other hand, in the present embodiment, the elastic characteristics of the gasket elastic member 16 and the bracket elastic member 22 acting on the throttle body 5 in cooperation with each other are determined by the accelerator wire 1.
0 with respect to the extending direction (Y direction)
Direction) and the elasticity in the extension direction (X direction) of the crankshaft.

By setting the elastic characteristics of the elastic members 16 and 22 as described above, the X,
Y, the value of the bearing resonance frequency with respect to the Z direction, the bearing resonance frequency f _x in the X direction, the Y direction f _y, when the Z-direction and _{f Z, f y <f x} , a f _Z.

By reducing (softening) the elasticity of each of the elastic members 16 and 22 in the Y direction, the elastic member 16 for a gasket can be easily displaced in the Y direction. Also, by setting the elasticity of each of the elastic members 16 and 22 in the Z direction to be harder than the elasticity in the Y direction, it is possible to prevent the throttle body 5 from sinking due to its own weight. Also, throttle body 5
Can be applied to the engine main body 2.

Further, by setting the elasticity of each of the elastic members 16 and 22 in the X direction to be harder than the elasticity in the Y direction, the elastic members 16 and 22 are moved by the engine in the front-rear direction when the vehicle is rapidly accelerated and decelerated. The amount of deformation can be reduced, and the durability of each of the elastic members 16 and 22 can be improved.

Next, a change in the rolling vibration level of the engine 1 when the support device having the above configuration is applied to the engine 1 will be considered. FIG. 11 shows the rolling vibration level of the engine 1 when the support device according to the present embodiment is used. In the figure, the horizontal axis indicates the engine speed, and the vertical axis indicates the rolling vibration level of the engine.

The arrow F in the drawing indicates the rolling vibration level of the engine 1 provided with the support device according to the present embodiment, and the arrow G indicates that the entire intake device is rigidly connected to the engine, ie, The rolling vibration level of the engine according to the conventional configuration in which the own weight of the intake device is applied to the engine body, and the arrow H indicates the rolling vibration level of the engine provided with the supporting device according to the comparative example. Is shown.

The supporting device according to the comparative example has a structure in which the entire intake device is supported by the engine in a floating state by a vibration-proof gasket and a vibration-proof bracket, as in the present embodiment. The elastic properties of the elastic members provided on the vibration gasket and the vibration-proof bracket are configured to have the same elasticity in the X, Y, and Z directions, respectively, to substantially reduce the own weight (mass) applied to the engine of the intake device. It is a thing.

As shown in FIG. 11, the rolling vibration characteristic according to the conventional example has a configuration in which rolling vibration is suppressed by the weight (moment of inertia) of the intake device because the entire intake device is rigidly connected to the engine. However, as described above, in the configuration according to the conventional example, the rolling vibration characteristics of the engine are good, but the sound level in the vehicle compartment is high.

Further, the rolling vibration characteristic according to the comparative example is such that, since the own weight (mass) applied to the engine of the intake device is substantially reduced, the effect of suppressing the rolling vibration of the engine by the intake device does not work. Therefore, the rolling vibration of the engine increases.

On the other hand, when the support device according to the present embodiment is applied, the elastic members 16 and 22 provided on the vibration isolating gasket 11 and the vibration isolating bracket 13 have a vertical direction.
That is, since the elastic characteristic in the direction (Z direction) in which the own weight of the intake device is applied to the engine body is set large, the weight of the throttle body 5 is reduced by the elastic members 16 and 22.
Is applied to the engine body 2 via the Therefore, even if the throttle body 5 is supported by the vibration isolating gasket 11 and the vibration isolating bracket 13, the own weight of the intake device 4 including the throttle body 5 is applied to the engine body 2, so that the engine vibration level is effectively suppressed. be able to.

As described above, by supporting the intake device 4 on the engine body 2 using the support device according to the present embodiment, it is possible to both improve the sound in the vehicle interior and suppress the engine vibration level. In addition to the above effects,
The following additional effects can also be realized.

First, since the vibration level of the throttle body 5 can be reduced by applying the support device according to the present embodiment as described above, each of the sensors ( Throttle position sensor, traction control sensor, ISC
V control sensors), the throttle valve, the link section, and other vibration countermeasures can be relaxed, the cost can be reduced, and the reliability of the throttle body 5 can be improved.

Further, since the throttle body 5 is supported by the elastic members 16 and 22 provided on the vibration isolating gasket 11 and the vibration isolating bracket 13, the temperature rise due to the transmission of heat can be cut off. Can be obtained. Further, a hose member connected to a conventional throttle body often awarded a soft member such as rubber in order to reduce transmission of vibration to an air cleaner or the like. However, since the vibration level of the throttle body 5 is reduced by applying the support device according to the present embodiment, the degree of freedom in selecting the material of the hose member is improved, and the cost and cost of the hose member are reduced. Can be integrally formed.

Further, the vibration level of the throttle body 5 is reduced as described above, so that the accelerator wire 10
Is greatly improved, so that a mass damper conventionally provided for improving the pedal feeling and countermeasures against the pedal vibration can be eliminated, and the cost can be reduced.

By the way, as described above, the vibration-isolating gasket 1
1 and each elastic member 1 disposed on the vibration isolation bracket 13
By setting the elastic characteristics of the elastic members 16 and 22 small in the Y direction, when a braking force is applied to the vehicle body, for example, when a large impact is applied due to running on a rough road, the elastic members 16 and
22 is increased in the Y direction, and the elastic members 16 and 2
There is a possibility that the deterioration of No. 2 may be accelerated or a crack may be generated.

Therefore, a configuration in which a stopper mechanism is provided on the support device in order to prevent the elastic members 16 and 22 from being damaged will be described below with reference to FIGS. FIG.
In each of the configurations shown in FIGS. 2 to 17, components corresponding to the configurations shown in FIGS. 1 to 8 are denoted by the same reference numerals and described.

FIGS. 12 and 13 show stopper mechanisms 31 and 32 according to the first embodiment. Stopper mechanism 31
Is provided on the vibration-proof gasket 11, and the stopper mechanism 32 is provided on the vibration-proof bracket 13. The stopper mechanism 31 extends from the Z-direction end of the flange 14 in the Y-direction (the direction in which the accelerator wire 10 is pulled out) and has a hook portion 26 projecting downward at the distal end thereof. 15 includes a stopper rib 28 protruding from the end in the Z direction, second stopper arms 29 and 30 extending from both sides of the flange 15 toward the air connector 6, and the like.

The hook portion 26 formed on the first stopper arm 27 is configured to face a stopper rib 28 formed on the flange 15, and the second stopper arms 29, 30 are formed on the outer periphery of the flange 14. It is configured to face the side. By providing the stopper mechanism 26 having the above-described configuration, when the throttle body 5 and the air connector 6 are displaced in the direction (Y direction) in which the throttle body 5 and the air connector 6 are relatively separated due to the vibration, the braking force, or the like, the first The hook portion 26 formed on the stopper arm 27 abuts against a stopper rib 28 formed on the flange 15 to restrict the throttle body 5 from being separated from the air connector 6 by a predetermined distance or more. When the throttle body 5 and the air connector 6 are relatively displaced in the X direction due to the above-mentioned vibration, braking force, or the like, the second stopper arms 29, 3
When 0 contacts the outer peripheral side of the flange 14, its displacement is regulated.

The stopper mechanism 32 provided on the vibration isolating bracket 13 is constituted by a third stopper arm 33 extending upward (in the Z direction) from the lower flange portion 21, and this third stopper arm 33 is provided. Reference numeral 33 denotes a configuration extending to a position facing the upper bracket portion 20 in the Y direction. Therefore, when the throttle body 5 and the air connector 6 are displaced in the Y direction due to the vibration, the braking force, or the like, the upper bracket portion 20 and the third stopper arm 33 come into contact with each other, and the throttle body 5 and the air connector 6 are displaced. 6 is restricted from being more than a predetermined distance.

Therefore, the stopper mechanism 3 having the above configuration
By providing the gasket elastic members 1 and 32,
6 can be prevented from being applied with an excessive force, and damage to the gasket elastic member 16 and deterioration of the sealing property can be prevented. 14 and 15 show a stopper mechanism 34 according to the second embodiment. The same components as those shown in FIGS. 12 and 13 are denoted by the same reference numerals, and description thereof will be omitted.

The stopper mechanism 34 according to the present embodiment is provided on the vibration isolating gasket 11, and the hook portion 26 formed on the first stopper arm 27 is connected to the throttle body 5.
And the second stopper arm 29 of the air connector 6.
The contact projections 36 and 37 are provided also in a portion facing the 30. With the above configuration, the flanges 14 and 15 constituting the vibration isolating gasket 11 are formed.
Can be prevented from directly contacting the stopper arms 27, 29, 30 to damage the vibration isolating gasket 11, and the reliability of the vibration isolating gasket 11 can be improved.

FIG. 16 shows a stopper mechanism 36 according to the third embodiment. Stopper mechanism 36 according to the present embodiment
Is provided on the anti-vibration bracket 13. The stopper mechanism 36 includes first stopper arms 37 and 38 extending downward on both side edges of the upper bracket portion 20 and a second stopper arm 39 extending upward substantially at the center of the lower bracket portion 31. It is composed of

The first stopper arms 37 and 38 are configured to extend to a position facing the side edge of the lower bracket portion 31, and the second stopper arm 39 is located at a position facing the upper bracket portion 20. It is configured to extend to. Therefore, excessive displacement of the throttle body 5 in the X direction is restricted by the first stopper arms 37 and 38 abutting on the lower bracket portion 21, and excessive displacement of the throttle body 5 in the Y direction is controlled by the second stopper arm. The stopper arm 39 is regulated by contact with the upper bracket portion 21.

Therefore, the stopper mechanism 36 of the present embodiment can also prevent an excessive force from being applied to each of the elastic members 16 and 22, and prevent the elastic members 16 and 22 from being damaged and the sealing property from being deteriorated. it can. FIG. 17 shows a stopper mechanism 40 according to the fourth embodiment. The stopper mechanism 40 according to the present embodiment is also provided on the anti-vibration bracket 13. The stopper mechanism 40 includes a first stopper arm 41 extending downward at a substantially central position of the upper bracket portion 20.
Second stopper arms 42 and 43 extending upward from both side edges of the lower bracket portion 31, and the first stopper arm 4 substantially at the center of the lower bracket portion 31.
It is constituted by a pair of third stopper arms 44 and the like extending upward so as to sandwich 1.

The first stopper arm 41 includes a pair of third stopper arms 44 formed on the lower bracket 31.
The second stopper arms 42 and 43 are configured to extend to a position facing the upper bracket portion 20.

Accordingly, excessive displacement of the throttle body 5 in the X direction is restricted by the first stopper arm 41 abutting on the third stopper arm 44, and excessive displacement of the throttle body 5 in the Y direction. Is restricted by the contact of the second stopper arms 42 and 43 with the upper bracket portion 21.

Therefore, the stopper mechanism 40 of the present embodiment can also prevent an excessive force from being applied to each of the elastic members 16 and 22, and prevent the elastic members 16 and 22 from being damaged and the sealing property from being deteriorated. it can.

[0077]

As described above, according to the present invention, it is possible to suppress the vibration generated in the throttle body, particularly in the direction in which the accelerator wire extends, whereby the body components such as the dash panel can be controlled via the accelerator wire. The vibration transmitted to the vehicle interior is reduced, and the sound in the vehicle interior can be improved.

Further, even if the throttle body is supported by the first and second elastic members, the own weight of the intake device including the throttle body is applied to the engine body, so that engine vibration can be effectively suppressed.

[Brief description of the drawings]

FIG. 1 is a main part configuration diagram showing a configuration of an engine to which a support device according to one embodiment of the present invention is applied.

FIG. 2 is a plan view showing a specific configuration of an example of an anti-vibration gasket.

FIG. 3 is a right side view showing a specific configuration of an example of a vibration-proof gasket.

FIG. 4 is a sectional view taken along line AA in FIG. 3;

FIG. 5 is a plan view showing a specific configuration of an example of an anti-vibration bracket 13;

FIG. 6 is a front view showing a specific configuration of an example of an anti-vibration bracket 13;

FIG. 7 is a bottom view showing a specific configuration of an example of a vibration-proof bracket 13. FIG.

FIG. 8 is a right side view showing a specific configuration of an example of a vibration-proof bracket 13.

FIG. 9 is a diagram showing a vibration level of a throttle body using the support device according to the present embodiment, together with a conventional example and a comparative example.

FIG. 10 is a diagram showing a vehicle interior sound level together with a conventional example when the support device according to the present embodiment is used.

FIG. 11 is a diagram illustrating a rolling vibration level of an engine when the support device according to the present embodiment is used, together with a conventional example and a comparative example.

FIG. 12 is a front view for explaining the stopper according to the first embodiment.

FIG. 13 is a plan view for explaining a stopper according to the first embodiment.

FIG. 14 is a front view for explaining a stopper according to a second embodiment.

FIG. 15 is a plan view illustrating a stopper according to a second embodiment.

FIG. 16 is a view for explaining a stopper according to a third embodiment.

FIG. 17 is a view for explaining a stopper according to a fourth embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Engine main body 2a Cylinder head 2b Cylinder block 4 Intake device 5 Throttle body 6 Air connector 7 Surge tank 8 Intake manifold 10 Accel wire 11 Anti-vibration gasket 12 Stay 13 Anti-vibration bracket 14, 15 Flange 16 Gasket elastic member 19 Inhalation Air passage hole 20 Upper bracket part 21 Lower bracket part 22 Elastic member for bracket 26 Hook part 27, 37, 38, 41 First stopper arm 28 Stopper rib 29, 30, 39, 42, 43 Second stopper arm 31, 32 , 34, 36, 40 Stopper mechanism 33, 44 Third stopper arm

Claims (1)

(57) [Claims] 1. A support device for an intake device for an internal combustion engine having a throttle body in which an accelerator wire extends in a roll direction of the internal combustion engine, wherein the throttle body and an engine side of the intake device for the internal combustion engine are provided. Connecting the components with a first elastic member, connecting the throttle body to an engine body of the internal combustion engine via a second elastic member, and the first and second elastic members; And the resonance frequency of the throttle body vibration system including the throttle body weight in the direction in which the accelerator wire extends is lower than the resonance frequency of the engine-side component of the intake device for the internal combustion engine in the direction in which the accelerator wire extends. A support device for an intake device for an internal combustion engine, comprising: