JP4442043B2 - Intake vortex generator for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an intake vortex generator for an internal combustion engine that generates a vortex in intake air in the internal combustion engine, and more particularly to an intake vortex generator for an internal combustion engine that has an improved valve body structure of a variable intake throttle valve used in the internal combustion engine.
[0002]
[Prior art]
For example, Japanese Patent Application Laid-Open No. 11-247661 discloses an eddy current generating apparatus that generates a vortex flow such as a swirl flow or a tumble flow of an air-fuel mixture in a combustion chamber to improve combustion efficiency. According to this document, a part of the intake air passage is closed by the variable intake throttle valve, and a vortex is generated so as to form a ventilation state on one side.
[0003]
However, in this conventional structure, the control shaft and valve body of the variable intake throttle valve that forms a ventilation state on one side has a problem that a rotational moment tends to be generated around the control shaft. However, there is a problem that damage may be caused by an impact load due to an abnormal pressure from the internal combustion engine side.
Therefore, Japanese Patent Application No. 2000-62126 (eddy current generator for internal combustion engine), which is the prior application of the same applicant as the present application, is shown in FIG. 2) Even if an abnormal pressure from the internal combustion engine is applied to the variable intake throttle valve 4a, it is not damaged. 2) Even when an impact load due to the abnormal pressure is applied, or a driving torque for opening and closing the variable intake throttle valve 4a is applied. However, it has been proposed a vortex generator for an internal combustion engine that can generate eddy currents well with respect to intake air and that can generate eddy currents according to operating conditions of the internal combustion engine with a simple configuration. .
[0004]
That is, in the prior application by the same applicant, the position of the valve body 43 of the variable intake throttle valve 4a is inclined to the opening side with respect to the intake air flow direction when the valve 4a is fully opened. As a result, the flow force of the intake air acts on the tilted valve body 43 to stabilize the fully open position of the valve body 43 and also eliminate the flutter of the valve body itself.
[0005]
[Problems to be solved by the invention]
However, there is a further improvement in the structure of the variable intake throttle valve 4a of the prior application. That is, in this structure, as shown in FIG. 9, the valve body 43 is disposed with a slight inclination. Therefore, since the area of the opening portion is reduced by the amount of tilting the valve body 43, the amount of intake air is reduced by that amount.
[0006]
Accordingly, an object of the present invention is to provide a valve body structure of a variable intake throttle valve having a structure in which the inclination of the valve body is minimized as much as possible while taking advantage of the excellent structure of the prior application.
[0007]
[Means for Solving the Problems]
According to the first to fifth aspects of the present invention, the wing-shaped valve body is employed as a cross-sectional shape that creates a pressure difference between one surface and the other surface by the flow of intake air. The valve body has a substantially semicircular shape with one drive shaft in between, the other has a substantially elliptical shape with the drive shaft as the long axis, and the valve body has a wing shape in the direction perpendicular to the drive shaft. When the variable intake throttle valve is fully open, it is arranged so that lift is generated in the direction of the fully open position due to the flow of intake air, and the valve body is combined with a substantially semicircular part and a substantially elliptical part. In addition, a drive shaft that acts as a fulcrum of the valve body is disposed at an eccentric position of the valve body.
[0008]
With such a structure, in the fully open position, the lift force of the valve body is applied and stabilized in the opening direction of the valve body, and the valve body is biased substantially parallel to the flow direction of the intake air in the fully open position. There is no reduction in the flow rate of the intake air. As a result, valve body fluttering due to vibration of the internal combustion engine, pulsation of intake air, etc. is prevented, the maximum air flow rate when fully opened increases, the flow of intake air stabilizes, and pressure loss decreases.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a block diagram showing the main part of an intake vortex generator according to a first embodiment of the present invention. An intake vortex generator 1 that is a part of an intake device for an internal combustion engine includes a drive device 2 having a speed reduction structure, a pressure relief means 3 that absorbs an impact load from the internal combustion engine side, and a variable that forms a one-sided ventilation state. An intake pipe (hereinafter referred to as a variable intake throttle valve) 40 having an intake throttle valve 40a is included.
[0010]
The variable intake throttle valve section 40 includes a housing 41 for introducing the intake air A and a rotatable variable intake throttle valve 40a for adjusting the opening area. The housing 41 is provided with an air passage 41a for introducing the intake air A, and a partition wall 41H for dividing the introduced intake air A into air passages 41b and 41c. The opening area of the air passage 41b is adjusted by the variable intake throttle valve 40a.
[0011]
The variable intake throttle valve 40a adjusts the amount of intake air flowing through the air passage 41b by rotating together with the valve shaft 42a (hereinafter referred to as drive shaft) 42a supported rotatably in the housing 41 and the drive shaft 42a. And a valve body 44. The drive shaft 42 a is rotated by the drive device 2 having a speed reduction structure via the pressure relief means 3.
The state shown in FIG. 1 is a state in which the variable intake throttle valve 40a is fully opened. Further, the shape of the valve body 44 to be described later has an elliptical shape in which one side 44a is semicircular and the other side 44b is the long axis of the drive shaft 42a with the drive shaft 42a interposed therebetween. The side 44a and the other side 44b are integrated, and its cross section (cross section in the direction perpendicular to the drive shaft 42a) forms a wing shape.
[0012]
Since the valve body 44 has a wing shape as shown in FIG. 1, it receives lift in a direction in which the valve body is fully opened with respect to the flow direction of the intake air A (the well-known “Bernoulli's theorem”). Thus, the urging is stably performed in the fully opening direction, and fluttering can be prevented. Therefore, unlike the prior application of FIG. 9 described later, it is not necessary to incline and bias the valve body (43) in the fully opened direction in advance, and the valve body 44 is lifted substantially parallel to the flow direction of the intake air at the fully opened position. Since it is stably energized, the flow rate of the intake air is never reduced. As a result, valve body fluttering due to vibration of the internal combustion engine, intake air pulsation, etc. is prevented, the maximum air flow rate when fully opened increases, the flow of intake air stabilizes, and pressure loss decreases.
[0013]
In the state where the intake vortex generator 1 is mounted on a vehicle, the upstream side of the intake air A is airtightly coupled to the throttle valve 200 and the downstream side of the intake air A has an internal combustion chamber (not shown). The engine (engine) 300 is in airtight communication. In addition, the arrow A of the flow of intake air flows separately as shown by arrows α and β. Further, the drive device 2 rotates the drive shaft 42a that rotates together with the valve body 44 by a drive current controlled by the computer 60 by signals from the accelerator sensor 61, the rotation speed sensor 62, and the like. For example, when the valve body 44 is rotated to a position indicated by a two-dot chain line in FIG. 1, the air passage 41b is fully closed. Thus, a biased air flow only by the arrow α is formed, and the intake air in a one-sided ventilation state can be sent into the combustion chamber. Thereby, the swirl flow and tumble flow of the air-fuel mixture can be generated in the combustion chamber.
[0014]
FIG. 2 is a configuration diagram of the driving device 2 coupled to the variable intake throttle valve portion shown in FIG. 3 is a cross-sectional view taken along the line III in FIG. 2, and FIG. 4 is a cross-sectional view showing a part of the drive device 2 and the speed reduction structure 20 in FIG. Further, FIG. 5 is an external view showing the shape of the shock absorbing member 22 incorporated in the deceleration structure in FIG. As shown in FIG. 2, the drive device 2 includes a drive motor M, a speed reduction mechanism unit 20, and a casing 21. The drive motor M is a motor capable of forward / reverse drive such as a DC motor. The casing 21 holds the drive motor M and the speed reduction mechanism portion 20, and a flange portion 21a shown in FIG. 3 is fixed to the variable intake throttle valve portion 40 by a fastening member.
[0015]
The reduction mechanism unit 20 includes a reduction mechanism 20a that reduces the power from the drive motor M and an impact absorbing member 22 that is disposed between a plurality of gears that constitute the reduction mechanism 20a.
The speed reduction mechanism 20 a includes a worm gear 25 fixed to the output shaft of the drive motor M, a helical gear 26 that meshes with the worm gear 25, and an output spur gear 27 that is arranged coaxially with the helical gear 26. Between the helical gear 26 and the spur gear 27, an impact absorbing member 22 that is rotatable together with the gears 26 and 27 is disposed. The helical gear 26 and the spur gear 27 are rotatably supported on a shaft 28 that is disposed perpendicular to the axis of the worm gear 25. One end 28a of the shaft 28 is fixed to a housing 21 that forms a cylindrical inner peripheral wall that houses the speed reduction mechanism 20a. The other end 28 b is fixed to a sealing member 21 b that forms a part of the housing 21. The housing 21 and the sealing member 21b are formed of a resin material, and are integrally formed by, for example, ultrasonic welding.
[0016]
Next, the shock absorbing member 22 has a substantially cylindrical shape. The shock absorbing member 22 is disposed at an end portion in contact with both the gears 26 and 27, and includes first and second plates 22a and 22b formed of, for example, rolled steel plates, and an elastic member 22R. The elastic member 22R is formed of a rubber material and is integrally formed with the first and second plates 22a and 22b. If the first plate 22a has a small diameter and the second plate 22b has a large diameter as compared with the diameter of the cylindrical elastic member 22R, the releasability from the mold is improved when integrally molded. . Further, as shown in FIG. 4, the first plate 22 a is configured to contact the helical gear 26, but may be disposed to contact the spar gear 27.
[0017]
The shock absorbing member 22 is disposed integrally with a helical gear 26 that meshes with a worm gear 25 fixed to the output shaft of the drive motor M. In the case where the torque transmission is shocked, for example, at the moment when the valve body 44 is fixed in the fully closed position, the impact load transmitted to the worm gear due to the twisting action of the elastic member 22R of the shock absorbing member 22 being deformed. To prevent the worm gear from being tightened.
[0018]
Further, during the operation of the driving device 2, since the rotational torque of the motor M is deflecting the shock absorbing member 22 by the twisting action, the backlash of the gear can be reduced by the reaction force. For this reason, it is possible to prevent the valve body 44 of the variable intake throttle valve 40a from fluttering, regardless of the operation or non-operation of the drive device 2, as well as the self-locking effect of the worm gear 25 that functions when the drive device 2 is stopped.
[0019]
FIG. 6 is an exploded perspective view of the pressure relief means coupled to the drive shaft of the intake vortex generator of the present invention. FIG. 7 is an explanatory diagram for each operating condition viewed from VII in order to explain the operation of the cushion in FIG.
The pressure relief means 3 (see FIGS. 6 and 7) relieves an impact load applied to each member of the intake vortex generator 1 by an abnormal pressure generated by abnormal combustion or the like. For example, when abnormal combustion such as a backfire occurs, the variable intake throttle valve 40a from the engine 300 side has an abnormality equal to or higher than the intake air pressure (for example, the maximum boost pressure in an engine with a super intake system) generated under normal engine operating conditions. Pressure may be applied as an impact load. In the shape of the valve body 44 of the variable intake throttle valve 40a according to the present invention that is susceptible to a rotational moment, a part of the vortex generator 1 is damaged particularly when an abnormal pressure or the like is applied to the valve body 44. There is no need to generate eddy currents. Therefore, the pressure relief means 3 used in the present invention is provided to alleviate the impact load applied to each member of the intake vortex generator 1 due to abnormal pressure generated by abnormal combustion or the like.
[0020]
As shown in FIG. 6, the pressure relief means 3 fixes the input sparger 31 provided on the drive shaft 42a of the variable intake valve 40a to the drive shaft 42a, and is rotatable with the drive shaft 42a. Are connected by the urging spring 36 so that when an abnormal pressure is generated, the urging spring 36 is bent against the impact load due to the abnormal pressure applied to the valve body 44, thereby fitting with the input sparger portion 31. The combined drive device 2 can be disconnected. Accordingly, the valve body 44 integrated with the drive shaft 42a can be rotated from the fully closed state to the fully open side in accordance with the abnormal load received in the fully closed state, that is, the impact load of the abnormal pressure. For this reason, the abnormal load received in the fully closed state is alleviated by releasing the abnormal pressure.
[0021]
In the pressure relief means 3 used in the present invention, as shown in exploded perspective views in FIGS. 6 and 7, the third plate 32 includes a fitting hole 32a, a recess 32b, and a protrusion 32c. Further, the input sparger portion 31 includes a fourth plate 33, an integrally molded portion 34, and a cushion 35. It should be noted that the third plate 32, the spur gear portion 31, and the urging spring 36 can be maintained in an arrangement in which the third plate 32, the spur spring portion 31, and the urging spring 36 can rotate with each other according to the bending of the spring via a washer. For example, the axial locking portion is provided by caulking.
[0022]
Therefore, the biasing spring 36 bends against the abnormal pressure and can be disconnected from the driving device 2 fitted to the input sparger portion 31, and the valve body 44 can be completely separated according to the impact load due to the abnormal pressure from the engine side. It can be rotated from the closed state to the fully open side. Further, as shown in FIG. 7, when the drive device 2 and the drive shaft 42 a can rotate integrally as in (A) when the variable intake throttle valve 40 a is fully open and (B) when it is fully closed, The cushion 35 is provided so as not to damage the speed reduction mechanism 20 of the drive device 2 even when engine vibration or intake air flow is applied to the valve body 44. Further, when an abnormal pressure is generated, for example, when (B) the fully closed state is changed to (C) the pressure relief state and the abnormal pressure is released and then returns to the (B) state, the urging force of the urging spring 36 is applied. Even if an impact load is generated, the protrusion 32c of the third plate 32 fixed to the drive shaft 42a presses the fourth plate 33c via the cushion 35, so the cushion 35 impacts the impact load by the urging force. Can absorb.
[0023]
Further, in the variable intake throttle valve 40, when no vortex is generated in the intake vortex generator 1, the valve body 44 is disposed at the fully open position. At this time, in the present invention, as shown in FIG. 1, the valve body 44 is held substantially parallel to the axial direction of the intake air passage 41a. Therefore, in the fully open position, the lift force of the valve body is applied in the direction in which the valve body opens, and thereby the valve body is urged substantially parallel to the flow direction of the intake air. Disappear. As a result, it is possible to prevent the valve body from fluttering due to vibration of the internal combustion engine, pulsation of the intake air, etc., the maximum air flow rate when fully opened increases, the flow of intake air stabilizes, and the pressure loss decreases.
[0024]
Next, the operation of the intake vortex generator according to the first embodiment will be described below.
(The state where eddy current is not generated)
When no current is supplied to the drive device 2, the valve element 44 in the fully open state is held substantially parallel to the axial direction of the intake air passage 41 a, and lift due to the flow of intake air acts on the valve element 44. Therefore, it is possible to prevent the valve body 44 from fluttering due to engine vibration and intake air pulsation. For this reason, under operating conditions that do not require the vortex flow to be generated in the combustion chamber, the intake air can be supplied to the combustion chamber without disturbing the flow of the intake air flowing through the intake vortex generator 1. Note that a current may be supplied to the driving device 2 to hold the valve body 44 in a fully opened state.
[0025]
(State that generates eddy currents)
Since the air passage 41b is fully closed and the air passage 41c alone forms a one-sided ventilation state to generate a vortex, a current is supplied to the driving device 2 and the torque of the motor M of the driving device 2 is used to The body 44 is rotated in the fully closed direction. When reaching the fully closed side, the torque of the motor M presses the valve body 44 so as to contact the circumferential protrusion 41 s provided in the peripheral wall of the housing 41. At the moment of contact, an impact load is applied to the valve body 44 by the torque of the motor M. At this time, the shock absorbing member 22 incorporated in the speed reduction mechanism unit 20 absorbs and relaxes the shock load by the twisting action of the elastic member 22R against the torque of the motor M. For this reason, the transmission of shocking torque can be mitigated, so that it is possible to prevent the worm gear 25 built in the speed reduction mechanism 20 from being screwed. Therefore, the intake vortex generator 1 can be operated without supplying any damage to the drive device 2 while the current is being supplied to the drive device 2.
[0026]
During the operation of the drive device 2, the torque of the motor M causes the shock absorbing member 22 to bend due to the twisting action, so that the backlash of the gear can be reduced by the reaction force. For this reason, fluttering of the valve body 44 of the variable intake throttle valve 40a can be prevented regardless of the operation or non-operation of the drive device 2 as well as the self-locking effect of the worm gear 25 that functions when the drive device 2 is stopped.
[0027]
(When abnormal pressure occurs)
When abnormal pressure is generated in the intake vortex generator 1 due to abnormal combustion of the engine or the like, the pressure relief means 3 is activated, the impact load due to the abnormal pressure received by the valve body 44, the urging force of the urging spring 36, The valve body 44 is rotated to the fully open side at the position of the balanced state. As a result, the variable intake throttle valve 40a is not damaged, and the screw tightening state of the speed reduction mechanism 20 is prevented from being generated. The generation of vortex flow on the street can be maintained. The pressure relief means 3 pushes the valve body 44 back to the position before the occurrence by the biasing spring 36 when the abnormal pressure generation state is resolved. For this reason, it is desirable that the pressure relief means 3 includes a cushion 35 in order to absorb the impact load generated by the urging force.
[0028]
In the present invention, the vortex generator is used for the variable intake throttle valve having a structure that easily receives the rotational moment. However, as long as it is intended to relieve the impact load applied to the drive device, the valve body, etc. provided with the speed reduction mechanism. The vortex generator of the present invention can be applied to any drive device and variable intake throttle valve.
FIG. 8 is a block diagram showing the main part of the second embodiment of the present invention. As shown in the drawing, the difference is that the injector 50 is provided in the variable intake throttle valve 40 with respect to the structure of the first embodiment. The injector 50 is held on the side of the air passage 41c of the housing 41 that forms the variable intake throttle valve 40, and jets fuel into the air passage 41c. Thereby, it is possible to improve the formation of the air-fuel mixture of the intake air and the fuel regardless of whether or not the vortex is generated. In this embodiment, the same effect as that of the first embodiment can be obtained.
[0029]
FIG. 9 is a configuration diagram of a main part of the intake vortex generator in the prior application of the same applicant. In the figure, 42 is a drive shaft, 43 is a valve body, 43 a is one side of the valve body 43, and 43 b is the other side of the valve body 43. The difference from the present invention is that the valve body 44 of the present invention has a blade shape (see FIG. 1) in cross section, whereas the valve body 43 has a flat cross section. And the valve body 43 has comprised the same shape as this invention, when it sees from the direction of FIG. 2 of this invention. That is, sandwiching the drive shaft 42 (corresponding to 42a), one side 43a (corresponding to 44a) has a semicircular shape, and the other side 43b (corresponding to 44b) has an elliptical shape with the drive shaft as a major axis. ing.
[0030]
As described above, the valve body shape should be improved because the valve body is set so as to be biased with a slight inclination with respect to the fully opened direction when fully opened. Although there is an advantage that the fully open position is stable and there is no fluttering, there is a problem that the air flow rate when fully opened is reduced because the opening area is reduced by the amount of inclination of the valve body. Therefore, as described above, in the present invention, the valve body structure has a blade shape in cross section, and therefore, the lift force can be used to urge the valve body substantially parallel to the flow direction of the intake air. The intake air amount when fully opened is secured, and the fully opened position is stabilized and the flutter is eliminated.
[Brief description of the drawings]
BRIEF DESCRIPTION OF DRAWINGS FIG. 1 is a main part configuration diagram of an intake vortex generator according to a first embodiment of the present invention.
2 is a configuration diagram of a drive device coupled to a variable intake throttle valve portion shown in FIG.
3 is a cross-sectional view taken along the line III in FIG.
4 is a cross-sectional view showing a part of the driving device and a speed reduction structure in FIG. 2;
5 is an external view showing the shape of an impact absorbing member incorporated in the speed reducing structure in FIG.
FIG. 6 is a perspective exploded view of pressure relief means coupled to the drive shaft of the intake vortex generator of the present invention.
FIG. 7 is an explanatory diagram for each operating condition viewed from VII in order to explain the operation of the cushion in FIG. 2;
FIG. 8 is a main part configuration diagram of a second embodiment of the present invention.
FIG. 9 is a configuration diagram of a main part of an intake vortex generator in the prior application of the same applicant.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Intake eddy current generator 2 ... Drive device 3 ... Pressure relief means 20 ... Deceleration mechanism part 22 ... Shock absorption part 40 ... Variable intake throttle valve part 40a ... Variable intake throttle valve 41 ... Housing 41a ... Intake air introduction passage 41b, 41c ... Air passage 42a ... Drive shaft 44 ... Valve element 44a ... One side 44b of valve element ... The other side of valve element

Claims (5)

At least a housing forming an intake air passage for the internal combustion engine, a drive shaft rotatably disposed in the housing, and a part of the intake air passage fixed to the drive shaft can be opened and closed A variable intake throttle valve, a drive device that has a speed reduction mechanism and drives the drive shaft via the speed reduction mechanism, and is provided between the drive shaft and the drive device to absorb an impact load from the internal combustion engine side An intake vortex generator for an internal combustion engine comprising pressure relief means provided to
The variable intake throttle valve, as will be urged in the fully open direction when fully opened by the flow of intake air, comprising a valve body having a cross-sectional shape results in a pressure difference between one side and the other side, the valve An intake vortex generator for an internal combustion engine , wherein the body has a blade cross-section in a direction perpendicular to the drive shaft . At least a housing forming an intake air passage for the internal combustion engine, a drive shaft rotatably disposed in the housing, and a part of the intake air passage fixed to the drive shaft can be opened and closed A variable intake throttle valve, a drive device that has a speed reduction mechanism and drives the drive shaft via the speed reduction mechanism, and is provided between the drive shaft and the drive device to absorb an impact load from the internal combustion engine side An intake vortex generator for an internal combustion engine comprising pressure relief means provided to
The variable intake throttle valve includes a valve body having a substantially semicircular shape on one side of the drive shaft and a substantially elliptical shape on the other side of which the drive shaft is a major axis, and the valve body is the drive shaft. An intake vortex generator for an internal combustion engine, wherein a cross section in a direction perpendicular to the cross section has a blade cross-sectional shape. The intake vortex generator for an internal combustion engine according to claim 2, wherein the blade cross-sectional shape of the valve body is arranged so that lift is generated in the fully open direction by the flow of intake air when the variable intake throttle valve is fully open. The intake vortex generator for an internal combustion engine according to claim 2 or 3, wherein the valve body has a blade cross-sectional shape formed by combining the substantially semicircular part and the substantially elliptical part.   The intake vortex generator for an internal combustion engine according to any one of claims 1 to 4, wherein the drive shaft acting as a fulcrum of the valve body is provided at an eccentric position of the valve body.

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