JP4244659B2 - Engine intake passage structure - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an intake passage structure of an engine, and more particularly to an improvement of an intake passage structure for the purpose of reducing vibration and noise from engine accessories.
[0002]
[Prior art and problems to be solved]
Auxiliary equipment equipped in an engine may cause vibration and noise, such as a solenoid valve in which a plunger reciprocates. The engine mounted on the vehicle is supported through a rubber mount so that the noise of such auxiliary machines does not enter the vehicle interior.
[0003]
However, when supporting the auxiliary equipment on the engine, it is necessary to consider the position and direction of support so that the engine vibration does not impair the operation and durability of the auxiliary equipment, resulting in layout restrictions. A structure in which auxiliary machinery is supported in the engine intake passage is also known. However, since the intake passage itself is likely to vibrate and resonate, it is sufficient to reduce noise by supporting it through rubber as in Patent Document 1. Cannot be obtained.
[0004]
[Patent Document 1]
JP-A-7-293370
[Means for Solving the Problems]
In the present invention, at least a part of the intake duct that guides intake air to the engine is formed of rubber, and the rubber duct supports auxiliary equipment that is a source of vibration and noise such as a solenoid valve ,
The intake duct is integrally formed with a mount portion for supporting an auxiliary machine, and a plurality of sleeves into which bolts for fastening the auxiliary machine are screwed are embedded in the mount part along the passage axial direction.
[0006]
[Action / Effect]
According to the present invention, since the intake duct itself supporting the auxiliary equipment is formed of rubber, the vibration of the auxiliary equipment is sufficiently damped by the entire duct. Further, since the intake duct itself is made of rubber, there is little risk of duct resonance and resonance caused by vibrations of auxiliary equipment. As a result, auxiliary equipment supported by the intake duct and noise generated from the vicinity thereof are effectively reduced.
[0007]
In addition, the rubber intake duct also has the effect of suppressing the transmission of engine vibration to the auxiliary equipment, so that the influence of engine vibration on the auxiliary equipment can be reduced, and thus the auxiliary equipment on the intake duct can be reduced. As a result, there are fewer restrictions on the support position and support direction, and wiring and piping layouts for the auxiliary equipment are also facilitated.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. 1 and the following drawings show embodiments in which the intake passage structure according to the present invention is applied to an engine equipped with a variable capacity turbocharger.
[0009]
In FIG. 1 or FIG. 2, 1 is a cylinder block of the engine, 2 is a cylinder head, 3 is an exhaust manifold, and 4 is an intake collector. The intake collector 4 is a volume portion for distributing intake air from an intake system, which will be described later, to each intake port of the illustrated in-line four-cylinder engine. An exhaust turbocharger 5 is attached to the exhaust manifold 3. The exhaust turbocharger 5 is of a variable capacity type that can change the exhaust turbine capacity represented by the A / R value by a mechanism that changes the vane angle at the inlet of the exhaust turbine, for example. In the vehicle mounted state, the left side of FIG. 1 is the front of the vehicle body.
[0010]
In FIG. 1, 6 is an air cleaner, and fresh air from the air cleaner 6 is introduced into the intake collector 4 through an intake passage 10 comprising a plurality of intake ducts or joints. An exhaust turbocharger 5 (compressor) and an intercooler 7 for cooling the supercharged air are interposed in the intake passage 10.
[0011]
FIG. 3 shows a detailed configuration of the intake passage 10. The figure shows from the compressor outlet of the exhaust turbocharger to the portion connected to the intake collector 4. Explaining from the upstream side part, 11 is a flange joint attached to the compressor outlet, 12 is a first joint pipe, 13 is an intake silencer, 14 is a first intermediate duct, 15 is a second intermediate duct, and 16 is It is a second joint pipe connected to the intake inlet portion 7a of the intercooler 7. 17 is a third joint pipe connected to the intake outlet 7b of the intercooler 7, 18 is a third intermediate duct, and 19 is a final duct.
[0012]
The flange joint 11, the intake silencer 13, the second intermediate duct 15, and the third intermediate duct 18 are each formed of a hard material such as resin or metal, while each of the joint pipes 12, 16, 17 and the first intermediate duct 18. The intermediate duct 14 and the final duct 19 are formed of a relatively soft rubber-based material so as to absorb a dimensional error between hard ducts connected to both sides. When an engine is mounted on a vehicle, the engine is usually fixed to the vehicle body via a buffering means, and vibration generated by the engine is transmitted directly to the vehicle body or to the engine side. There is no such thing. Therefore, the vibration on the engine side and the vibration on the vehicle body side are different from each other with the buffer means as a boundary, but the hard duct on the engine side and the hard duct on the vehicle body side are connected among the rubber ducts. The duct also has a function of absorbing the above-described vibration difference between the engine side and the vehicle body side.
[0013]
In addition, the 2nd intermediate | middle duct 15 and the 3rd intermediate | middle duct 18 are integrally formed in the form which a mutual intermediate part outer peripheral surface joins. In the figure, reference numeral 8 indicates a hose clamp for connecting the joints or ducts to each other, and reference numeral 9 indicates a bracket for supporting the final duct 19 and the silencer 13 on the engine side. Thus, it is fixed to the cylinder head 2.
[0014]
In this configuration, in this embodiment, a solenoid valve 21 (see FIG. 1 or FIG. 2) for controlling the capacity of the variable capacity turbocharger 5 is supported in a rubber final duct 19 located closest to the engine. . Details of the duct structure for this purpose are shown in FIGS. As shown in the figure, this duct 19 has an inlet end 19a connected to the third intermediate duct 18 and an outlet end 19b connected to the intake collector 4, and is fixed to the bracket 9 on the upper surface of the intermediate part. The first mount portion 19c is integrally formed with a second mount portion 19d for fixing the solenoid valve 21 on the downstream side thereof.
[0015]
A metal sleeve (nut) 22 for fastening a bolt at two locations along the passage axial direction is embedded in the second mount portion 19d having a shape protruding upward. As shown in FIG. 6, the sleeve 22 has a shape including flange portions 22 a in three rows on the outer peripheral portion thereof. It is possible to ensure sufficient support strength of the embedded portion of the two portions of the sleeve 22 and that set in the passage direction, the fitting structure between the flange portion 22a with respect to the rubber duct mount portion 19 d.
[0016]
FIG. 7 shows the solenoid valve 21. The solenoid valve 21 includes a flange portion 21a fastened to the two sleeves 22 at the bottom of the main body. Reference numeral 23 denotes a valve unit which includes an air introduction port 23a, a negative pressure introduction port 23b, and a negative pressure supply port 23c. A plunger that reciprocates in response to a drive signal (duty signal) input to the electromagnetic coil is housed inside the solenoid body, and the operating negative pressure is reduced in the atmosphere by the average opening of the valve that is opened and closed according to the reciprocation of the plunger. Change the dilution ratio.
[0017]
FIG. 8 shows a state in which the solenoid valve 21 is attached to the duct 19. The solenoid valve 21 is fixed to the duct mount portion 19d by fastening the flange portion 21a described above to the two sleeves (22) via the bolts 24. In the drawing, reference numeral 25 denotes a duct portion downstream of the air cleaner 6, and the air cleaner 6 and the duct portion 25 are fixed to the vehicle body (not shown). Then, the clean side atmosphere is supplied from the duct portion 25 to the atmosphere inlet (23a) of the solenoid valve 21 through the rubber tube 26 for negative pressure dilution. A constant-volume negative pressure pump 27 driven by the engine is attached to the end of the cylinder block on the engine side. The negative pressure generated by the negative pressure pump 27 is supplied to the negative pressure introduction port (23b) of the solenoid valve 21 through the rubber tube 28 as in the case of the atmosphere. Reference numeral 29 denotes a diaphragm actuator for driving a variable mechanism (vane or the like) of the exhaust turbocharger 5, which is fixed to the engine side like the turbocharger 5. The operating negative pressure from the negative pressure supply port (23 c) of the solenoid valve 21 is supplied to the diaphragm actuator 29 through the rubber tube 30.
[0018]
In the above-described configuration, the solenoid valve 21 is constantly operated during the capacity control of the turbocharger 5, so that vibration is generated as the plunger reciprocates. This vibration is attenuated by the duct 19 because the solenoid valve 21 itself is supported by the rubber duct 19, and the duct 19 itself is less likely to resonate or resonate, and therefore the amount of noise generated by the vibration of the solenoid valve 21. There are few. Further, since the engine vibration is also reduced by the duct 19, the solenoid valve 21 can be protected from the engine vibration and its operability and durability can be ensured.
[0019]
In this embodiment, the intake duct for supporting the solenoid valve 21 is a portion close to the engine, that is, a rubber intake duct 19 positioned closest to the engine, and in particular, the portion connected to the intake collector 4 and the final duct 19 are connected to the engine. Since the solenoid valve 21 is supported between the bracket 9 and the support bracket 9, the solenoid valve 21 is supported on the engine side (engine swing side). As described above, the solenoid valve 21 introduces the atmospheric pressure and the negative pressure and supplies the working negative pressure, so that the duct portion 25 (vehicle body side) downstream of the air cleaner, the negative pressure pump 27 (engine side), the turbocharger. It is connected to a mechanical diaphragm actuator 29 (engine side) via rubber tubes 26, 28 and 30. When connecting the engine side and the vehicle body side, if the length of the tube is shortened due to the small distance between the connection portions, the vibration difference between the engine side and the vehicle body side cannot be absorbed, and for example, the air inlet 23a Therefore, when connecting the engine side and the vehicle body side, it is necessary to connect in a relaxed state with a tube having a length longer than the interval between the connection portions. However, such a loosely connected tube is not preferable because it not only has a poor appearance, but also deteriorates the maintainability of the peripheral portion and increases the cost. In the present embodiment, the solenoid valve 21 is not only supported by the rubber final duct 19 located closest to the engine, which is a part close to the engine, but the part connected to the intake collector 4 and the final duct 19 are also connected. Since the solenoid valve 21 is supported between the bracket 9 and the bracket 9 for supporting the engine, the solenoid valve 21 is supported on the engine side (engine swinging side), the negative pressure pump 27 (engine side), and the diaphragm actuator 29 for the turbocharger. The tubes 28 and 30 connected to the (engine side) do not need to be connected in a relaxed state so as to absorb the vibration difference between the engine side and the vehicle body side. And no increase in cost.
[0020]
Further, in this embodiment, the solenoid valve 21 is attached by setting the mounting position on the duct 19 so as to be located in the vicinity of the negative pressure pump 27 provided at the engine end portion. The length of the tube 28 can be minimized, thereby reducing the loss of negative pressure. The same applies to the tube 26 for introducing the atmosphere and the tube 30 for supplying the working negative pressure, and the layout is such that the mutual positions of the solenoid valve 21 and the intake duct portion 25 or the actuator 29 are close to each other. Is minimal. As a result, the appearance of the tubes, workability at the time of connection, and cost can be improved. Further, since the duct 19 is located on the downstream side of the intercooler 7 and is located at a portion where relatively low temperature intake air flows, the thermal burden on the solenoid valve 21 can be reduced.
[Brief description of the drawings]
FIG. 1 is a plan view of an engine to which an embodiment of an intake passage structure according to the present invention is applied.
FIG. 2 is a front view of the same.
FIG. 3 is an assembly diagram of an intake passage according to the embodiment.
FIG. 4 is a plan view of a rubber duct according to the embodiment.
FIG. 5 is a front view of the same.
6 is an enlarged view of a cross section taken along the line AA in FIG. 4;
FIG. 7 is a plan view of the solenoid valve according to the embodiment.
FIG. 8 is a perspective view of a main part of an intake passage showing a mounting state of the solenoid valve.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Engine cylinder block 2 Engine cylinder head 3 Exhaust manifold 4 Intake collector 5 Exhaust turbo supercharger 7 Intercooler 10 Intake passage 19 Rubber duct 19d Mount part 21 Solenoid valve (auxiliary machine)
22 Sleeve 27 Negative pressure pump

Claims (5)

The intake duct that leads the intake air to the engine is made of rubber, and this rubber duct supports auxiliary equipment that is a source of vibration and noise,
A mounting portion for supporting an auxiliary machine is integrally formed in the intake duct, and a plurality of sleeves into which bolts for fastening the auxiliary machine are screwed are embedded in the mounting part along the passage axial direction. Engine intake passage structure characterized by An engine comprising a variable capacity turbocharger, an actuator for changing the capacity of the turbocharger based on a negative pressure from a negative pressure pump, and a duty ratio control solenoid valve for adjusting the negative pressure to the actuator In
The intake duct that leads the intake air to the engine is made of rubber,
An intake passage structure for an engine, wherein the solenoid valve is supported by the rubber duct. The engine intake passage structure according to claim 1 or 2, wherein the intake duct is formed of rubber at a portion close to the engine. The engine intake passage structure according to claim 2, wherein the intake duct is formed of rubber at a portion between an intercooler interposed in the middle of the intake duct and the engine. The engine intake passage structure according to claim 2, wherein the intake duct is formed of rubber at a portion close to a negative pressure pump driven by the engine.

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