JPH06173695A - Intake device for internal combustion engine - Google Patents
Intake device for internal combustion engineInfo
- Publication number
- JPH06173695A JPH06173695A JP4353376A JP35337692A JPH06173695A JP H06173695 A JPH06173695 A JP H06173695A JP 4353376 A JP4353376 A JP 4353376A JP 35337692 A JP35337692 A JP 35337692A JP H06173695 A JPH06173695 A JP H06173695A
- Authority
- JP
- Japan
- Prior art keywords
- control valves
- closed
- valve
- combustion engine
- intake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Landscapes
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、内燃機関の吸気装置に
関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for an internal combustion engine.
【０００２】[0002]
【従来の技術】本発明が対象とする内燃機関の吸気装置
の一例について、図１１〜図１３を参照して述べる。吸
気装置の平断面図が示された図１１及びその側断面図が
示された図１２において、４気筒型内燃機関のエンジン
ヘッド１０には、気筒毎の各吸気ポートを開閉する吸気
バルブ１１が配置されている。2. Description of the Related Art An example of an intake system for an internal combustion engine to which the present invention is applied will be described with reference to FIGS. In FIG. 11 showing a plan sectional view of the intake device and FIG. 12 showing a side sectional view thereof, an engine head 10 of a four-cylinder internal combustion engine has an intake valve 11 for opening and closing each intake port of each cylinder. It is arranged.
【０００３】エンジンヘッド１０には、各吸気ポートに
連通する吸気通路１２を有するインテークマニホルド１
３が取り付けられている。図示しないエアクリーナを通
じてインテークマニホルド１３のサージタンク１４に導
入された吸気は、各気筒毎の吸気通路１２を通って内燃
機関の燃焼室へと吸入される。サージタンク１４の入口
部の通路途上には、その通路をアクセル操作によって開
閉するスロットル弁１５が設けられている。The engine head 10 has an intake manifold 1 having an intake passage 12 communicating with each intake port.
3 is attached. The intake air introduced into the surge tank 14 of the intake manifold 13 through an air cleaner (not shown) is drawn into the combustion chamber of the internal combustion engine through the intake passage 12 for each cylinder. A throttle valve 15 that opens and closes the passage by an accelerator operation is provided along the passage at the entrance of the surge tank 14.
【０００４】各吸気通路１２は、第１，第２の閉止位置
をもつバタフライ形制御弁１〜４によって開閉される主
通路１６と、第１閉止位置（図１２中、二点鎖線Ａ参
照）に閉じた制御弁をバイパスしかつ吸気方向のみの流
れを許容しその逆方向の流れによって閉弁するリード形
逆止弁１８を備えた第１副通路１７と、第２閉止位置
（図１２中、二点鎖線Ｂ参照）に閉じた制御弁をバイパ
スする第２副通路１９とで構成されている。Each intake passage 12 has a main passage 16 which is opened and closed by butterfly type control valves 1 to 4 having first and second closed positions, and a first closed position (see a chain double-dashed line A in FIG. 12). A first auxiliary passage 17 having a reed-type check valve 18 that bypasses the control valve closed at the same time, allows only the flow in the intake direction, and closes by the flow in the opposite direction; and a second closed position (in FIG. 12). , And a second auxiliary passage 19 bypassing the control valve closed at the alternate long and two short dashes line B).
【０００５】前記各気筒毎の主通路１６に配置した制御
弁１〜４は、インテークマニホルド１３に回転可能に配
置した１本の弁軸６上にねじ止めによって固定されてい
る。弁軸６の一端部にはレバー７が固定されるととも
に、そのレバー７には上下対称状に配置される第１，第
２のアクチュエータ８，９の各ロッド８ａ，９ａがそれ
ぞれピン（符号省略）によって回動可能に連結されてい
る。なお第１，第２のアクチュエータ８，９の機体は、
図示しない適宜の固定側部材に支持されるものとする。The control valves 1 to 4 arranged in the main passage 16 of each cylinder are fixed by screwing on a single valve shaft 6 rotatably arranged in the intake manifold 13. A lever 7 is fixed to one end of the valve shaft 6, and the rods 8a and 9a of the first and second actuators 8 and 9 which are vertically symmetrically arranged on the lever 7 are pins (reference numerals are omitted). ) Is rotatably connected. The body of the first and second actuators 8 and 9 is
It shall be supported by an appropriate fixed member (not shown).
【０００６】各アクチュエータ８，９は、前記ロッド８
ａ，９ａを連結したダイアフラム８ｂ，９ｂにより形成
されたダイヤフラム室８ｃ，９ｃと、このダイアフラム
８ｂ，９ｂをロッド突出方向へ弾性的に付勢するスプリ
ング８ｄ，９ｄとを備えている。Each of the actuators 8 and 9 includes the rod 8
There are provided diaphragm chambers 8c and 9c formed by diaphragms 8b and 9b connecting a and 9a, and springs 8d and 9d that elastically bias the diaphragms 8b and 9b in the rod protruding direction.
【０００７】第１アクチュエータ８は、中・低速時にお
いてダイヤフラム室８ｃに導入される負圧がスプリング
８ｄの弾性よりも勝ることによってロッド８ａが引き込
まれ、これにより制御弁１〜４を第１閉止位置に閉じて
吸気通路１２を第１副通路１７に制限する。第２アクチ
ュエータ９は、中・低速軽負荷時においてダイヤフラム
室９ｃに導入される負圧がスプリング９ｄの弾性よりも
勝ることによってロッド９ａが引き込まれ、これにより
制御弁１〜４を第２閉止位置に閉じて吸気通路１２を第
２副通路１９に制限する。In the first actuator 8, the rod 8a is pulled in when the negative pressure introduced into the diaphragm chamber 8c exceeds the elasticity of the spring 8d at medium and low speeds, whereby the control valves 1 to 4 are closed for the first time. Closed to the position to limit the intake passage 12 to the first auxiliary passage 17. In the second actuator 9, the rod 9a is pulled in when the negative pressure introduced into the diaphragm chamber 9c exceeds the elasticity of the spring 9d at the time of medium / low speed light load, whereby the control valves 1 to 4 are moved to the second closed position. Closed to limit the intake passage 12 to the second auxiliary passage 19.
【０００８】また高速時には、各アクチュエータ８，９
のダイヤフラム室８ｃ，９ｃに導入される負圧が小さい
ため、スプリング８ｄ，９ｄの弾性によって、制御弁１
〜４が図１２に実線で示される開放位置に保持される。
なお前記各閉止位置への当該アクチュエータ８，９の作
動による制御弁１〜４の閉動及びその作動解除による開
動に追従して、他方のアクチュエータのロッド９ａ，８
ａは伸縮動する。At high speed, each actuator 8, 9
Since the negative pressure introduced into the diaphragm chambers 8c and 9c is small, the elasticity of the springs 8d and 9d causes the control valve 1
4 are held in the open position shown in solid lines in FIG.
It is to be noted that the rods 9a, 8 of the other actuator follow the closing movements of the control valves 1 to 4 by the actuation of the actuators 8, 9 to the respective closing positions and the opening movements due to the release thereof.
a expands and contracts.
【０００９】前記吸気装置において、内燃機関の高速時
には、制御弁１〜４が開放位置に開かれた状態となり、
吸気は主として主通路１６を通って燃焼室へと供給され
る。従って、吸気を小さな通路抵抗にて多量に供給で
き、吸気の充填効率はよい。In the intake system, when the internal combustion engine is operating at high speed, the control valves 1 to 4 are opened to the open position,
The intake air is mainly supplied to the combustion chamber through the main passage 16. Therefore, a large amount of intake air can be supplied with a small passage resistance, and the intake air charging efficiency is good.
【００１０】また内燃機関の中・低速時には、第１アク
チュエータ８の作動によって制御弁１〜４が第１閉止位
置に閉じられた状態となり、比較的少ない量の吸気が第
１副通路１７をバイパスして燃焼室へと供給される。従
って、吸気のスムーズな流れをつくることによって、吸
気の充填効率を高め、トルク向上を図っている。なお、
吸・排気の両エンジンバルブ（図１２では吸気バルブ１
１のみ示されている。）がオーバーラップした時の燃焼
ガスの吹き返しによって逆止弁１８が閉じることで、そ
の以上の吹き返しを防止する。When the internal combustion engine is in the middle or low speed, the control valves 1 to 4 are closed to the first closed position by the operation of the first actuator 8, and a relatively small amount of intake air bypasses the first sub passage 17. And then supplied to the combustion chamber. Therefore, by creating a smooth flow of intake air, the charging efficiency of intake air is increased and the torque is improved. In addition,
Both intake and exhaust engine valves (intake valve 1 in Figure 12
Only one is shown. The check valve 18 is closed by the blow-back of the combustion gas when the above values are overlapped with each other to prevent further blow-back.
【００１１】また内燃機関の中・低速軽負荷時には、第
２アクチュエータ９の作動によって制御弁が第２閉止位
置に閉じられた状態となり、比較的少ない量の吸気が第
２副通路１９をバイパスして燃焼室へと供給される。従
って、吸気の流速を高めて幅広いスワールを発生させる
ことにより、燃焼室全域にわたる燃焼性を向上し、燃費
向上を図っている。When the internal-combustion engine is operating at medium to low speed and light load, the control valve is closed to the second closed position by the operation of the second actuator 9, and a relatively small amount of intake air bypasses the second auxiliary passage 19. Is supplied to the combustion chamber. Therefore, by increasing the flow velocity of intake air and generating a wide swirl, the combustibility over the entire combustion chamber is improved and the fuel consumption is improved.
【００１２】なお、本発明が対象とする吸気装置は閉止
位置が二位置の制御弁を備えるが、これと異なり閉止位
置が一位置だけの制御弁を備える吸気装置には例えば特
公平３−３５４９１号公報、特公平３−４６６５１号公
報、実開昭５８−１０９５３１号公報等に開示されたも
のがある。The intake device of the present invention is provided with a control valve having a closed position at two positions. Unlike this, an intake device provided with a control valve having only a closed position is, for example, Japanese Patent Publication No. 3-35491. Japanese Patent Publication No. 3-46651, Japanese Utility Model Publication No. 58-109531, and the like.
【００１３】[0013]
【発明が解決しようとする課題】前記吸気装置における
制御弁の密閉度、いわゆる各閉止位置での全閉時のもれ
流量を決定する因子としては、図１３の説明図に示され
るように、制御弁１〜４の密閉角θ、弁幅（又は径）
Ｌ、主通路１６の通路幅（又は径）Ｄが挙げられる。そ
して前記密閉角θは、弁幅Ｌと通路幅Ｄの関係により決
まるものであり、弁の開放位置から閉止位置までの作動
角θx と相反関係にある。なお弁幅Ｌと通路幅Ｄは加工
精度によるバラツキがある。As shown in the explanatory view of FIG. 13, the factors that determine the degree of airtightness of the control valve in the intake system, that is, the so-called leak flow rate when fully closed at each closed position are as follows. Sealing angle θ of control valves 1 to 4, valve width (or diameter)
L and the passage width (or diameter) D of the main passage 16 are mentioned. The sealing angle θ is determined by the relationship between the valve width L and the passage width D, and has a reciprocal relationship with the operating angle θ x from the open position to the closed position of the valve. The valve width L and the passage width D have variations due to processing accuracy.
【００１４】ところで前記従来の吸気装置における気筒
毎の制御弁１〜４は、１本のロッドからなる弁軸６上に
設置されている。このため、密閉角θが最も大きい気筒
（例えば弁幅Ｌが大きい気筒あるいは通路幅Ｄの小さい
気筒）により他の気筒の密閉角θも決まる。従って、１
気筒のみ密閉角θが大きい気筒が存在すると、他の気筒
の密閉度が悪化し、中・低速時のトルク向上及び軽負荷
時の燃費向上が不十分となる。By the way, the control valves 1 to 4 for each cylinder in the conventional intake system are installed on the valve shaft 6 which is composed of one rod. Therefore, the cylinder having the largest sealing angle θ (for example, the cylinder having a large valve width L or the cylinder having a small passage width D) also determines the sealing angle θ of the other cylinders. Therefore, 1
If there is a cylinder having a large sealing angle θ only in the cylinder, the sealing degree of the other cylinders deteriorates, and the improvement of torque at medium and low speeds and the improvement of fuel efficiency at light load become insufficient.
【００１５】そこで本発明は、前記した問題点を解決す
るためになされたものであり、その目的は制御弁の各閉
止位置における密閉度を高め、中・低速時のトルク向上
及び軽負荷時の燃費向上を図ることのできる内燃機関の
吸気装置を提供することにある。Therefore, the present invention has been made to solve the above-mentioned problems, and its purpose is to increase the degree of sealing at each closed position of the control valve, to improve the torque at medium and low speeds, and at the time of light load. An object of the present invention is to provide an intake system for an internal combustion engine that can improve fuel efficiency.
【００１６】[0016]
【課題を解決するための手段】前記課題を解決する本発
明の内燃機関の吸気装置は、内燃機関の複数の気筒に連
通する各吸気通路を、バタフライ形制御弁の回動によっ
て開閉される主通路を備えた内燃機関の吸気装置におい
て、前記気筒毎の制御弁に共通する１本の弁軸を気筒数
以下の複数の分割軸に分割するとともに、その分割軸相
互を弾性体からなる連結部材を介して連結し、その連結
部材を間にして隣合う分割軸上の制御弁の作動角を駆動
源に遠い方よりも近い方を大きい値に設定したものであ
る。SUMMARY OF THE INVENTION An intake system for an internal combustion engine according to the present invention, which solves the above-mentioned problems, mainly opens and closes each intake passage communicating with a plurality of cylinders of the internal combustion engine by rotating a butterfly control valve. In an intake device for an internal combustion engine having a passage, one valve shaft common to the control valve for each cylinder is divided into a plurality of split shafts having a number of cylinders or less, and the split shafts are connected by elastic members. The operating angles of the control valves on the adjacent split shafts, which are connected to each other with the connecting member interposed therebetween, are set to a larger value for the one closer to the drive source than the one farther from the drive source.
【００１７】[0017]
【作用】前記手段によれば、制御弁が駆動源の作動によ
って各閉止位置に回動するときには、いずれの回動にあ
っても駆動源より遠い方より近い方へと制御弁が順次段
階的に全閉となる。According to the above-mentioned means, when the control valve is rotated to each closed position by the operation of the drive source, the control valve is gradually stepped toward the one closer to the one farther than the drive source in any rotation. It will be fully closed.
【００１８】[0018]
〔実施例１〕実施例１を図１〜図３を参照して説明す
る。本例は、従来例の一部に変更を加えたものであるか
らその変更部分について詳述し、従来例と同一もしくは
均等構成と考えられる部分には図面に同一符号を付して
重複する説明は省略する。なお次以降の各実施例につい
ても同様の考えで重複する説明は省略する。[Embodiment 1] Embodiment 1 will be described with reference to FIGS. Since this example is a modification of a part of the conventional example, the modified part will be described in detail, and the parts which are considered to be the same as or equivalent to those of the conventional example are designated by the same reference numerals in the drawings and will be redundantly described. Is omitted. It should be noted that the same concept will be applied to each of the following embodiments, and a duplicate description will be omitted.
【００１９】吸気装置の平断面図を示した図１及びその
側断面図を示した図２において、前記弁軸６は、気筒毎
の制御弁１〜４を個々にもつ４個の分割軸６１〜６４に
分割されているとともに、その各分割軸６１〜６４の相
互の突き合わせ端部が板バネ５によって連結されてい
る。なお各板バネ５は、本発明でいう弾性体からなる連
結部材に相当し、その両端部が分割軸の当該端部の割り
溝に圧入されている。In FIG. 1 showing a plan sectional view of the intake system and FIG. 2 showing a side sectional view thereof, the valve shaft 6 is composed of four split shafts 61 each having control valves 1 to 4 for each cylinder. To 64, and the mutually abutting ends of the respective split shafts 61 to 64 are connected by the leaf spring 5. Each leaf spring 5 corresponds to a connecting member made of an elastic body according to the present invention, and both ends thereof are press-fitted into a split groove at the end of the split shaft.
【００２０】前記吸気装置において、制御弁１〜４は次
のようにしてその作動角θx を駆動源であるアクチュエ
ータ８，９に遠い方よりも近い方を大きい値に設定して
いる。すなわち各制御弁１〜４の弁幅Ｌが、アクチュエ
ータ８，９に近い方から遠い方に順にＬ1 ，Ｌ2 ，
Ｌ3 ，Ｌ4 とした場合、 Ｌ1 ＜Ｌ2 ＜Ｌ3 ＜Ｌ4 の関係を満たすように設定されている。なお主通路１６
の通路幅Ｄは全て同一とする。In the intake system, the control valves 1 to 4 set the operating angle θ x to a larger value closer to the actuators 8 and 9 as the drive source than to the farther. That is, the valve width L of each of the control valves 1 to 4 is L 1 , L 2 ,
When L 3 and L 4 are set, they are set so as to satisfy the relationship of L 1 <L 2 <L 3 <L 4 . Main passage 16
All passage widths D are the same.
【００２１】前記吸気装置によると、各制御弁１〜４の
密閉角θはアクチュエータ８，９に遠い方から近い方に
順に小さくなる。逆に各制御弁１〜４の作動角θx は、
図３の作動説明図に示されるように、アクチュエータ
８，９に近い方から遠い方に順にθ1 ，θ2 ，θ3 ，θ
4 とした場合、 θ1 ＞θ2 ＞θ3 ＞θ4 となる。According to the intake device, the sealing angles θ of the control valves 1 to 4 become smaller in order from the far side to the closer side to the actuators 8 and 9. On the contrary, the operating angle θ x of each control valve 1 to 4 is
As shown in the operation explanatory view of FIG. 3, θ 1 , θ 2 , θ 3 , and θ are sequentially arranged from the side closer to the actuators 8 and 9 to the side farther from them.
If 4 , then θ 1 > θ 2 > θ 3 > θ 4 .
【００２２】従って、第１アクチュエータ８の作動によ
って制御弁１〜４が第１閉止位置に回動するときには、
作動角θx の小さい方から大きい方へ順に、すなわち第
１アクチュエータ８より遠い気筒から近い気筒へと制御
弁４，３，２，１が順次段階的に全閉となる。また第２
アクチュエータ９の作動によって制御弁１〜４が第２閉
止位置に回動するときも、前記と同様に制御弁４，３，
２，１が順次段階的に全閉となる。なお隣合う制御弁１
〜４の作動角θx の差は、板バネ５の弾性によって吸収
される。このため、気筒毎の制御弁１〜４が他の制御弁
の閉止位置に影響を受けることなく個々に各閉止位置に
閉じるため、各制御弁１〜４の密閉度が向上する。また
開弁時には上記と逆順をもって各制御弁１〜４が開放位
置へと開く。Therefore, when the control valves 1 to 4 are rotated to the first closed position by the operation of the first actuator 8,
The control valves 4, 3, 2, 1 are fully closed in a stepwise manner in order from the smaller operating angle θ x to the larger operating angle, that is, from the cylinder farther from the first actuator 8 to the closer cylinder. The second
Even when the control valves 1 to 4 are rotated to the second closed position by the operation of the actuator 9, the control valves 4, 3, 3 are the same as above.
2, 1 are gradually closed in stages. In addition, adjacent control valves 1
The difference in the operating angle θ x of ˜4 is absorbed by the elasticity of the leaf spring 5. Therefore, the control valves 1 to 4 for each cylinder are individually closed to the respective closed positions without being affected by the closed positions of the other control valves, so that the degree of sealing of the respective control valves 1 to 4 is improved. When the valves are opened, the control valves 1 to 4 open to the open positions in the reverse order of the above.
【００２３】〔実施例２〕実施例２を図４及び図５を参
照して説明する。本例は、実施例１の吸気装置において
主通路１６の通路幅Ｄの変更によって、制御弁１〜４の
作動角θx をアクチュエータ８，９に遠い方よりも近い
方を大きい値に設定している。すなわち主通路１６の中
心に対し直角断面で見た図４に示されるように、各主通
路１６の通路幅Ｄが、アクチュエータに近い方から遠い
方に順にＤ1 ，Ｄ2 ，Ｄ3 ，Ｄ4 とした場合、 Ｄ1 ＞Ｄ2 ＞Ｄ3 ＞Ｄ4 の関係を満たすように設定されている。なお各制御弁１
〜４の弁幅Ｌは全て同一とする。[Second Embodiment] A second embodiment will be described with reference to FIGS. In this example, in the intake system of the first embodiment, by changing the passage width D of the main passage 16, the operating angles θ x of the control valves 1 to 4 are set to a larger value closer to the actuators 8 and 9 than to the farther. ing. That is, as shown in FIG. 4 when viewed in a cross section perpendicular to the center of the main passage 16, the passage width D of each main passage 16 is D 1 , D 2 , D 3 , D from the side closer to the actuator to the side farther from the actuator. When set to 4 , it is set so as to satisfy the relationship of D 1 > D 2 > D 3 > D 4 . Each control valve 1
The valve widths L of 4 to 4 are all the same.
【００２４】前記吸気装置によると、図５の作動説明図
に示されるように、各制御弁１〜４の作動角θ1 〜θ4
は、実施例１と同様に、 θ1 ＞θ2 ＞θ3 ＞θ4 となり、実施例１と同等の作用効果が得られる。[0024] According to the intake system, as shown in operation explanatory diagram of FIG. 5, the operating angle theta 1 through? 4 of the control valves 1-4
In the same manner as in the first embodiment, θ 1 > θ 2 > θ 3 > θ 4 and the same effects and advantages as those of the first embodiment can be obtained.
【００２５】〔実施例３〕実施例３を図６〜図８を参照
して説明する。吸気装置の平断面図を示した図６におい
て、本例における弁軸６は、２個ずつの制御弁１，２、
３，４をもつ２個の分割軸６ａ，６ｂに分割されている
とともに、その各分割軸６ａ，６ｂの相互の突き合わせ
端部が弾性ピン２０によって連結されている。なお弾性
ピン２０は、本発明でいう弾性体からなる連結部材に相
当し、その端部が分割軸の当該端部の挿入孔に圧入され
ている。[Third Embodiment] A third embodiment will be described with reference to FIGS. In FIG. 6 showing a plan sectional view of the intake device, the valve shaft 6 in this example includes two control valves 1 and 2,
It is divided into two split shafts 6a and 6b having 3 and 4, and the abutting ends of the split shafts 6a and 6b are connected by elastic pins 20. The elastic pin 20 corresponds to a connecting member made of an elastic body in the present invention, and its end is press-fitted into the insertion hole of the end of the split shaft.
【００２６】前記吸気装置において、制御弁１，２、
３，４は次のようにしてその作動角θx を駆動源である
反駆動源側よりも駆動源側を大きい値に設定している。
すなわち図７に分割軸６ａ，６ｂの連結部分を示すよう
に、駆動源側分割軸６ａの中心Ｃ1 に対し反駆動源側分
割軸６ｂの中心Ｃ2 が通路下流へ所定寸法偏心されてい
るとともに、弾性ピン２０の中心Ｃ3 が反駆動源側分割
軸６ｂの中心Ｃ2 よりも更に通路下流へ所定寸法偏心さ
れている。なお制御弁１〜４の弁幅Ｌおよび主通路１６
の通路幅Ｄは全て同一とし、また制御弁１，２相互は同
一作動角θ1 、制御弁３，４相互は同一作動角θ2 とす
る。In the intake system, the control valves 1, 2,
3 and 4, the operating angle θ x is set to a larger value on the drive source side than on the non-drive source side, which is the drive source, in the following manner.
That is, as showing a coupling portion of the split shaft 6a, 6b in Figure 7, the center C 2 of the non-drive-source side split shaft 6b is a predetermined dimension offset into the passage downstream with respect to the center C 1 of the drive source-side split shaft 6a At the same time, the center C 3 of the elastic pin 20 is further eccentric by a predetermined dimension further downstream than the center C 2 of the counter-drive-source-side split shaft 6b. The valve width L of the control valves 1 to 4 and the main passage 16
The control valves 1 and 2 have the same operating angle θ 1 and the control valves 3 and 4 have the same operating angle θ 2 .
【００２７】前記吸気装置によると、図７の他、図８の
作動説明図に示されるように、駆動源側分割軸６ａが角
度θ3 まで閉じたとき、反駆動源側分割軸６ｂの制御弁
３，４が全閉状態となり、そのときの作動角θ2 と前記
θ3 の間には、θ2 ＞θ3 の関係が成り立つ。そして角
度θ3 より大きい作動角θ1 で駆動源側分割軸６ａの制
御弁１，２が全閉となる。この分割軸６ａ，６ｂの間の
作動のずれは、弾性ピン２０の弾性により吸収される。According to the intake device, as shown in the operation explanatory view of FIG. 8 in addition to FIG. 7, when the drive source side split shaft 6a is closed to the angle θ 3 , the control of the counter drive source side split shaft 6b is performed. The valves 3 and 4 are in the fully closed state, and the relationship of θ 2 > θ 3 is established between the operating angle θ 2 at that time and the above θ 3 . Then, when the operating angle θ 1 is larger than the angle θ 3, the control valves 1 and 2 of the drive source side split shaft 6a are fully closed. The difference in operation between the split shafts 6a and 6b is absorbed by the elasticity of the elastic pin 20.
【００２８】従って、各アクチュエータ８，９の作動に
よって制御弁１〜４が各閉止位置に回動するときには、
反駆動源側分割軸６ｂ上の制御弁３，４が全閉となり、
次に駆動源側分割軸６ａ上の制御弁１，２が全閉とな
る。この場合、駆動源側に密閉角θの最大の気筒が存在
した場合でも、駆動源側の密閉度を向上させることが可
能である。Therefore, when the control valves 1 to 4 rotate to the respective closed positions by the operation of the actuators 8 and 9,
The control valves 3 and 4 on the split shaft 6b on the side opposite to the drive source are fully closed,
Next, the control valves 1 and 2 on the drive source side divided shaft 6a are fully closed. In this case, it is possible to improve the degree of sealing on the drive source side even when the cylinder having the maximum sealing angle θ exists on the drive source side.
【００２９】〔実施例４〕実施例４を図９及び図１０を
参照して説明する。本例は、実施例１の吸気装置におけ
る第２のアクチュエータ９を、第１のアクチュエータ８
ａが連結された弁軸６の端部側とは別の端部側に配置し
たものである。すなわち弁軸６の分割軸６４にレバー７
ａを固定し、このレバー７ａに第２のアクチュエータ９
のロッド９ａがピン（符号省略）によって回動可能に連
結されている。Fourth Embodiment A fourth embodiment will be described with reference to FIGS. 9 and 10. In this example, the second actuator 9 in the intake device of the first embodiment is replaced by the first actuator 8
It is arranged on an end side different from the end side of the valve shaft 6 to which a is connected. That is, the lever 7 is attached to the split shaft 64 of the valve shaft 6.
a is fixed, and the second actuator 9 is attached to the lever 7a.
Rod 9a is rotatably connected by a pin (reference numeral omitted).
【００３０】そして、本例の場合、各分割軸６１〜６４
上に対する制御弁１〜４の設置角度が異なっている。す
なわち図１０の作動説明図に示されるように、制御弁１
〜４は第１アクチュエータ８に遠い方よりも近い方を第
１アクチュエータ８による閉弁方向（図中、白抜き矢印
参照）に対し遅れる位置に設定される。このことは、制
御弁１〜４が第２アクチュエータ９に遠い方よりも近い
方を第１アクチュエータ８による閉弁方向（図中、黒太
矢印参照）に対し遅れる位置に設定されることでもあ
る。なお、制御弁１〜４の弁幅Ｌおよび主通路１６の通
路幅Ｄは全て同一であってよい。In the case of this example, each of the divided shafts 61 to 64 is
The installation angles of the control valves 1 to 4 with respect to the above are different. That is, as shown in the operation explanatory view of FIG. 10, the control valve 1
4 to 4 are set to positions that are closer to the first actuator 8 than to the farther from the first actuator 8 with respect to the valve closing direction by the first actuator 8 (see the white arrow in the figure). This means that the control valves 1 to 4 are set such that the one closer to the second actuator 9 than the one farther from the second actuator 9 is delayed relative to the valve closing direction by the first actuator 8 (see the thick black arrow in the figure). . The valve width L of the control valves 1 to 4 and the passage width D of the main passage 16 may all be the same.
【００３１】前記吸気装置において、第１アクチュエー
タ８の作動によって制御弁１〜４が第１閉弁位置に回動
するときには、第１アクチュエータ８から最も遠い側の
制御弁４から先に閉弁され、その後制御弁３，２，１が
順次段階的に閉弁される。逆に、第２アクチュエータ９
の作動によって制御弁１〜４が第２閉弁位置に回動する
ときには、第２アクチュエータ９から最も遠い側の制御
弁１から先に閉弁され、その後制御弁２，３，４が順次
段階的に閉弁される。In the intake system, when the control valves 1 to 4 rotate to the first closed position by the operation of the first actuator 8, the control valve 4 farthest from the first actuator 8 is closed first. After that, the control valves 3, 2, 1 are closed step by step. On the contrary, the second actuator 9
When the control valves 1 to 4 are rotated to the second closed position by the operation of, the control valve 1 farthest from the second actuator 9 is closed first, and then the control valves 2, 3 and 4 are sequentially stepped. Valve is closed.
【００３２】従って、本例においても、制御弁１〜４を
順方向に閉弁させる場合も逆方向に閉弁させる場合で
も、その駆動側となるアクチュエータから遠い方から近
い方へと制御弁を順に閉弁させることができるので、前
記実施例と同等の効果が得られる。また本例によると、
前記実施例と異なり制御弁１〜４の弁幅Ｌや主通路１６
の通路幅Ｄを規定する必要がないため、製造が簡単にな
る。Therefore, also in this example, whether the control valves 1 to 4 are closed in the forward direction or in the reverse direction, the control valves are controlled from the far side to the near side of the driving side actuator. Since the valves can be sequentially closed, the same effect as that of the above embodiment can be obtained. According to this example,
Different from the above embodiment, the valve width L of the control valves 1 to 4 and the main passage 16
Since it is not necessary to define the passage width D of, the manufacturing is simplified.
【００３３】[0033]
【発明の効果】本発明によれば、駆動源によって各閉止
位置に回動する制御弁がいずれの回動にあっても駆動源
より遠い方より近い方へと順次段階的に全閉となるた
め、各制御弁の密閉度を高めることができ、よって中・
低速時のトルク向上および中・低速軽負荷時の燃費向上
に有効である。According to the present invention, the control valve which is rotated to each closed position by the drive source is fully closed in a stepwise manner from the far side to the nearer side than the drive source in any rotation. Therefore, it is possible to increase the degree of sealing of each control valve.
It is effective in improving torque at low speeds and improving fuel efficiency at medium and low speed light loads.
【図１】実施例１を示す平断面図である。FIG. 1 is a plan sectional view showing a first embodiment.
【図２】図１の側断面図である。FIG. 2 is a side sectional view of FIG.
【図３】実施例１の作動説明図である。FIG. 3 is an operation explanatory diagram of the first embodiment.
【図４】実施例２を示す正断面図である。FIG. 4 is a front sectional view showing a second embodiment.
【図５】実施例２の作動説明図である。FIG. 5 is an operation explanatory view of the second embodiment.
【図６】実施例３を示す平断面図である。FIG. 6 is a plan sectional view showing a third embodiment.
【図７】図６の分割軸の連結部分を示す断面図である。7 is a cross-sectional view showing a connecting portion of the split shaft of FIG.
【図８】実施例３の作動説明図である。FIG. 8 is an operation explanatory view of the third embodiment.
【図９】実施例４を示す平断面図である。FIG. 9 is a plan sectional view showing a fourth embodiment.
【図１０】実施例４の作動説明図である。FIG. 10 is an operation explanatory view of the fourth embodiment.
【図１１】従来例を示す平断面図である。FIG. 11 is a plan sectional view showing a conventional example.
【図１２】図１１の側断面図である。FIG. 12 is a side sectional view of FIG.
【図１３】制御弁の密閉度の説明図である。FIG. 13 is an explanatory diagram of the degree of sealing of the control valve.
１〜４ 制御弁 ５ 板バネ（連結部材） ６ 弁軸 ８，９ アクチュエータ（駆動源） １２ 吸気通路 １６ 主通路 １７ 第１副通路 １８ 逆止弁 １９ 第２副通路 1-4 Control valve 5 Leaf spring (connecting member) 6 Valve shaft 8,9 Actuator (driving source) 12 Intake passage 16 Main passage 17 First auxiliary passage 18 Check valve 19 Second auxiliary passage
Claims (1)
通路を、バタフライ形制御弁の回動によって開閉される
主通路を備えた内燃機関の吸気装置において、前記気筒
毎の制御弁に共通する１本の弁軸を気筒数以下の複数の
分割軸に分割するとともに、その分割軸相互を弾性体か
らなる連結部材を介して連結し、その連結部材を間にし
て隣合う分割軸上の制御弁の作動角を駆動源に遠い方よ
りも近い方を大きい値に設定した内燃機関の吸気装置。1. An intake system for an internal combustion engine, wherein each intake passage communicating with a plurality of cylinders of the internal combustion engine is provided with a main passage opened and closed by rotation of a butterfly type control valve. One valve shaft is divided into a plurality of split shafts having a number of cylinders or less, and the split shafts are connected to each other through a connecting member made of an elastic body, and the connecting members are interposed between adjacent split shafts. An intake system for an internal combustion engine in which the operating angle of the control valve is set to a larger value closer to the drive source than to the farther.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4353376A JPH06173695A (en) | 1992-12-10 | 1992-12-10 | Intake device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4353376A JPH06173695A (en) | 1992-12-10 | 1992-12-10 | Intake device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH06173695A true JPH06173695A (en) | 1994-06-21 |
Family
ID=18430423
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4353376A Pending JPH06173695A (en) | 1992-12-10 | 1992-12-10 | Intake device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH06173695A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1998042969A1 (en) * | 1997-03-20 | 1998-10-01 | Filterwerk Mann + Hummel Gmbh | Intake module |
| US6293247B1 (en) | 1997-05-26 | 2001-09-25 | Nissan Motor Co., Ltd. | Linkage device of internal combustion engine |
| WO2004046526A1 (en) * | 2002-11-20 | 2004-06-03 | Mikuni Corporation | Throttle device |
| WO2014122816A1 (en) * | 2013-02-05 | 2014-08-14 | アイシン精機株式会社 | Air intake device |
| US20160169088A1 (en) * | 2014-12-10 | 2016-06-16 | Hyundai Motor Company | Engine system with intake gas individually cooled per cylinder |
| US20170152819A1 (en) * | 2015-11-11 | 2017-06-01 | Aisin Seiki Kabushiki Kaisha | Intake apparatus and intake flow control valve of internal combustion engine |
-
1992
- 1992-12-10 JP JP4353376A patent/JPH06173695A/en active Pending
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1998042969A1 (en) * | 1997-03-20 | 1998-10-01 | Filterwerk Mann + Hummel Gmbh | Intake module |
| US6321718B1 (en) | 1997-03-20 | 2001-11-27 | Filterwerk Mann & Hummel Gmbh | Intake module |
| US6293247B1 (en) | 1997-05-26 | 2001-09-25 | Nissan Motor Co., Ltd. | Linkage device of internal combustion engine |
| WO2004046526A1 (en) * | 2002-11-20 | 2004-06-03 | Mikuni Corporation | Throttle device |
| US7117848B2 (en) | 2002-11-20 | 2006-10-10 | Mikuni Corporation | Throttle device |
| WO2014122816A1 (en) * | 2013-02-05 | 2014-08-14 | アイシン精機株式会社 | Air intake device |
| JP2014152632A (en) * | 2013-02-05 | 2014-08-25 | Aisin Seiki Co Ltd | Intake device |
| US20150330340A1 (en) * | 2013-02-05 | 2015-11-19 | Aisin Seiki Kabushiki Kaisha | Air intake apparatus |
| US10060396B2 (en) | 2013-02-05 | 2018-08-28 | Aisin Seiki Kabushiki Kaisha | Air intake apparatus |
| US20160169088A1 (en) * | 2014-12-10 | 2016-06-16 | Hyundai Motor Company | Engine system with intake gas individually cooled per cylinder |
| US20170152819A1 (en) * | 2015-11-11 | 2017-06-01 | Aisin Seiki Kabushiki Kaisha | Intake apparatus and intake flow control valve of internal combustion engine |
| US10267272B2 (en) * | 2015-11-11 | 2019-04-23 | Aisin Seiki Kabushiki Kaisha | Intake apparatus and intake flow control valve of internal combustion engine |
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