JPH0533679A - Intake flow regulating valve device for internal combustion engine - Google Patents

Abstract

PURPOSE:To prevent any abrasion and noise due to a vibration in a valve stem from occurring by interposing a spring, being pressed in the radial direction of the valve stem, between this valve stem to which plural valves, opening or closing an intake port, are attached tight, and a chamber formed in an intake manifold where an end of the valve stem is inserted thereinto. CONSTITUTION:In an intake manifold 2 of an internal combustion engine, there are provided plural first and second intake ports 7a-7d, 8a-8d respectively. In addition, plural flow regulating valves 6a-6d are attached to a valve stem 5 tightly via a link 10, through which these intake ports 8a-8d are opened or closed each. In this case, a spring setting chamber 17 is formed in the intake manifold 2 where an end of the valve stem 5 is inserted thereinto. In succession, a spring 16, being pressed in the radial direction of the valve stem 5, is interposed between this spring setting chamber 17 and the valve stem 5. With this spring, the valve stem 5 is pressed to a bearing, and thereby any abrasion between the valve stem 5 and the bearing and a knocking noise due to an impact between these elements are prevented from occurring.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for an internal combustion engine. In particular, it is installed in the intake passage to adjust the intake flow rate.

[0002]

2. Description of the Related Art Conventionally, as a technique of this kind, there is, for example, Japanese Unexamined Utility Model Publication No. 2-110239, which uses a single valve shaft arranged across each intake passage of an intake manifold. In a control valve device of an engine provided with a valve body that opens and closes an intake passage, a bearing that supports the valve shaft is itself elastic, and the periphery of the bearing that supports the valve shaft is elastic. With.

[0003]

However, in the prior art as described above, the former one requires a material having wear resistance as a bearing, which makes it difficult to achieve compatibility with elasticity. If priority is given to reliability, wear will increase as a bearing and reliability will be compromised.

In the latter case, the airtightness of the adjacent intake passages becomes poor, the airtightness at the time of valve closing also becomes poor, and the engine performance cannot be improved by opening and closing the intake passages.

Further, in order to reduce the resistance against rotation of the shaft, an appropriate gap is required between the bearing and the shaft, and vibration of the shaft in this gap cannot be suppressed. Wears the bearings and, in the latter case, a tapping sound between the shaft and the bearings is inevitable.

Therefore, it is a technical object of the present invention to reduce the level of tapping sound between the valve shaft and the bearing and reduce the wear of the valve shaft and the bearing.

[0007]

[Constitution of the invention]

[0008]

The technical means of the present invention taken to solve the above-mentioned technical means of the present invention include an intake manifold carrying intake air and an exhaust manifold carrying exhaust gas to be discharged. , Two first intake ports and two second intake ports provided for each cylinder, exhaust ports provided for the first intake port and second intake port, and each intake air of the intake manifold. Intake flow rate of an internal combustion engine provided with one valve shaft arranged across the passage and a flow rate control valve fixed to the valve shaft and provided in the second intake port to open and close according to the speed of the engine In the regulating valve device, a spring mounting chamber formed in the intake manifold into which the end portion of the valve shaft is inserted, and the valve shaft between the spring mounting chamber and the valve shaft. It is obtained by said spring for pressing in the axial direction is interposed.

[0009]

The above technical means works as follows. Since the spring mounting chamber is formed in the intake manifold and the spring is provided between the spring mounting chamber and the end, the spring is generated even if the valve shaft vibrates due to engine vibration or other force. The biasing force makes it possible to contact the spring mounting chamber and reduce the vibration. Further, it becomes possible to reduce wear on the valve shaft and the bearing.

[0010]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments embodying the technical techniques of the present invention will be described below with reference to the accompanying drawings.

In FIG. 1, an intake flow rate adjusting valve device for an internal combustion engine shows a structure in the vicinity of the intake flow rate adjusting valves 6a to 6d of an intake two-valve multi-cylinder engine body 1. There is an engine body 1 which shows the whole, and the engine body 1 is equipped with an intake manifold 2 and an exhaust manifold 3. A throttle valve 4 is formed at the inlet of the intake manifold 2, and each cylinder has four intake valves 7a to d, two intake ports 8a to d, and two exhaust ports 19. It consists of an engine. The second intake ports 8a to 8d are provided with flow rate adjusting valves 6a to 6d for opening and closing. The first intake ports 7a-d are not provided with the flow rate adjusting valves 6a-d. Further, a single valve shaft 5 is arranged across each intake passage of the intake manifold 2. Flow rate adjusting valves 6a to 6d are connected to the valve shaft 5, and a link 10 is attached to rotate the valve shaft 5. Further, a rod 9a is connected to the link 10.

The actuator 9 is connected to the rod 9a and rotates the valve shaft 5 via a link 10. Further, the actuator 9 is connected to the solenoid valve 11, and the solenoid valve 11 is connected to the negative pressure source 12 or the atmosphere 11a. Further, the operation described above is controlled by the control device 13 and is connected to the solenoid valve 11.

In FIG. 2 showing the enlarged view shown in FIG. 1, the intake manifold 2 is formed with first intake ports 7a to d and second intake ports 8a to 8d. Further, the valve shaft 5 is connected to the flow rate adjusting valve 6 via the link 10.
The ad is fixed, and the second intake ports 8a to 8d are opened and closed. The first intake ports 7a to 7d are not provided with the flow rate adjusting valves 6a to 6d. Also, the air seal 15
Are attached to the intake manifold 2 so as to sandwich the valve shaft 5. The intake port partition hole 14 is provided in each of the first intake port 7a-d and the second intake port 8a-d.
a to i are formed. A spring attachment chamber 17 is formed in the intake manifold 2 into which the end of the valve shaft 5 is inserted.

FIG. 3 is a sectional view taken along line XX of FIG.

The spring mounting chamber 17 is composed of a first spring mounting chamber 17a having a semicircular cross section and a semicircular second spring mounting chamber 17b having a diameter smaller than that of the first spring mounting chamber 17a. A step portion 18 is formed between the first spring mounting chamber 17a and the second spring mounting chamber 17b. The valve shaft 5 and the step portion 18 have a cross section of M
The plate-shaped spring 16 is inserted,
The end portion 16 a (abbreviated here as the end portion 16 a) of the is engaged with the step portion 18. Further, the intermediate portion 16b of the spring of the end portion 16a (abbreviated as the intermediate portion 16b here)
Presses the valve shaft 5. Furthermore, the end portion 16a and the intermediate portion 1
A bulge portion 16c of the spring 16 (hereinafter abbreviated as bulge portion 16c) is formed between the intermediate portion 16b and 6b so that the intermediate portion 16b can be pressed against the valve shaft 5 in the axial direction. Further, the spring 16 is located at a position where the movement of the valve shaft 5 is suppressed with respect to the vibration direction of the engine.

Next, the operation of the intake device constructed as described above will be described.

In FIG. 1, the atmosphere from the throttle valve 4 passes through the intake manifold 2 and is absorbed by the engine body 1. The flow rate adjusting valves 6a to 6d attached to the second intake ports 8a to 8d open and close the solenoid valve 11 from the atmospheric pressure introducing port 11a by the control device 13 at the same time when the atmospheric air is absorbed into the intake manifold 2, thereby operating the actuator 9. Control. Further, the flow rate adjusting valves 6a to 6d are opened and closed by an actuator 9 controlled by an electromagnetic valve 11 rotating a valve shaft 5 from a rod 9a via a link 10. That is, the flow rate adjusting valves 6a to 6d in the low and medium speed regions close by generating an electric signal so that the solenoid valve 11 connects the negative pressure source 12 and the actuator 9 to each other. The flow rate adjusting valves 6a to 6d in the high speed region generate electric signals so that the atmospheric pressure inlet 11a and the actuator 9 communicate with each other,
The flow rate adjusting valves 6a to 6d are opened. The torque performance at low and medium speeds of the engine is improved, and the output performance at high speeds of the engine is secured.

In FIG. 2, the actuator 9 from FIG.
To rotate the valve shaft 5 via the link pressure 10 to move the flow rate adjusting valve 6
When opening and closing a to d, due to engine vibration, the valve shaft 5, the spring mounting chamber 17, and the intake port partition hole 14a
To i, the biasing force of the spring 16 from the spring 16 provided at the abutting portion on the valve shaft 5 causes the valve shaft 5, the spring mounting chamber 17, and the intake port partition hole 14a to.
The vibration received by i is reduced and the vibration does not occur. That is, there is no abnormal noise generated from the engine body 1 when the vehicle is operating, and comfort is increased, and since the valve shaft 5 is in contact with the spring mounting chamber 17 and the intake port partition holes 14a to 14i, vibration resistance is impaired. Without increasing productivity.

[0019]

By providing a spring that presses the valve shaft against the bearing between the end portion of the valve shaft and the spring chamber, wear between the valve shaft and the bearing is reduced, and a striking sound caused by impact between the valve shaft and the bearing is reduced. Can be decelerated.

[Brief description of drawings]

FIG. 1 is a plan view of an intake system for an engine according to this embodiment.

FIG. 2 is an enlarged view of FIG.

FIG. 3 is a front view seen from the line XX of FIG.

[Explanation of symbols]

 2 ... Intake manifold 3 ... Exhaust manifold 5 ... Valve shaft 6a-d ... Flow rate adjusting valve 7a-d ... First intake port 8a-d ... Second intake port 14a-i ... intake port partition holes a to i 15 ... air seal 16 ... spring 17 ... spring mounting chamber 18 ... stepped portion

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yasushi Iwasaki Ishin Takaoka Co., Ltd.

Claims (1)

Claim: What is claimed is: 1. An intake manifold for carrying intake air, an exhaust manifold for carrying exhaust gas to be discharged, and two first intake ports and two second intake ports provided for each cylinder. An exhaust port provided for the first intake port and the second intake port, a single valve shaft arranged across each intake passage of the intake manifold, and fixed to the valve shaft. An intake air flow rate adjusting valve device for an internal combustion engine, comprising: a flow rate adjusting valve that is provided in the second intake port and that opens and closes according to an engine speed; and an end portion of the valve shaft is formed in the intake manifold. And a spring mounting chamber, and a spring that is pressed between the spring mounting chamber and the valve shaft in the radial direction of the valve shaft. Intake flow control valve apparatus.