【考案の詳細な説明】本考案は、吸気絞り弁を通過する吸気流に偏流を生じさ
せるために吸気通路の片側から開くようにした吸気絞り
弁の構造に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to the structure of an intake throttle valve that opens from one side of an intake passage in order to create a bias in the intake flow passing through the intake throttle valve.
内燃機関の燃焼効率を上げるためには燃焼室に混合気の
スワールを発生させることが知られている。It is known that in order to increase the combustion efficiency of an internal combustion engine, a swirl of the air-fuel mixture is generated in the combustion chamber.
このため、従来燃焼室自体の構造が研究されてきたが、
近年燃焼室に混合気の乱れを生成せしめるような吸気系
自体の構造も研究されるようになり、吸気通路の長さ、
曲がりを特定したり、吸気通路内に整流板を設ける等の
種々の方策が提案されるようになった。For this reason, the structure of the combustion chamber itself has been studied, but
In recent years, the structure of the intake system itself, which causes mixture turbulence in the combustion chamber, has been studied, and the length of the intake passage,
Various measures have been proposed, such as identifying bends and installing a baffle plate in the intake passage.
しかし、従来の方策は一般に混合気の流量の大小に抱ら
ず混合気に偏流を作るため、混合気流量の犬な高速域に
おいてはかえって偏流発生手段が抵抗となって吸気を減
少させ、出力低下を招くという問題があった。However, conventional measures generally create a drift in the air-fuel mixture regardless of the size of the air-fuel mixture flow rate, so in high-speed ranges where the air-fuel mixture flow rate is high, the drift generating means acts as resistance, reducing intake air and output. There was a problem that it caused a decline.
本考案は従来の問題を解消した、吸気ポートに燃焼室に
スワールを起させるための偏流を発生させる絞り吸気弁
を提供することを目的とする。An object of the present invention is to provide a throttle intake valve that eliminates the conventional problems and generates a biased flow in the intake port to cause a swirl in the combustion chamber.
以下に、本考案の絞り吸気弁の実施例を図に従って説明
する。Embodiments of the throttle intake valve of the present invention will be described below with reference to the drawings.
第１図は、本考案の吸気絞り弁を装着した内燃機関の吸
気系の構造を示しており、図中、１は燃焼室、２は吸気
弁、３は吸気ポート、４は吸気管、５は気化器である。FIG. 1 shows the structure of the intake system of an internal combustion engine equipped with the intake throttle valve of the present invention. In the figure, 1 is a combustion chamber, 2 is an intake valve, 3 is an intake port, 4 is an intake pipe, and 5 is a vaporizer.
吸気管４内には吸気絞り弁６が回動自在に設けられてい
る。An intake throttle valve 6 is rotatably provided in the intake pipe 4.
第２図及び第４図は吸気絞り弁の第１の実施例を示すも
ので、吸気絞り弁６は回転軸７において、低負荷絞り部
８と高負荷絞り部９とに２分割されている。FIGS. 2 and 4 show a first embodiment of the intake throttle valve, in which the intake throttle valve 6 is divided into two parts at the rotating shaft 7, into a low-load throttle section 8 and a high-load throttle section 9. .
低負荷絞り部８は、吸気管４内でバタフライバルブの一
部を構成するはマ半円形の弁部８ａと、弁部８ａと一体
的に回転し吸気管４の軸線に対して直角方向に延びる第
２の回転軸８ｂとからなっている。The low-load throttle section 8 includes a semicircular valve section 8a that forms part of the butterfly valve within the intake pipe 4, and rotates integrally with the valve section 8a in a direction perpendicular to the axis of the intake pipe 4. and an extending second rotating shaft 8b.
また、高負荷絞り部９は、吸気管４内でバタフライバル
ブの一部を構成するはゾ半円形の弁部９ａと、弁部９ａ
と一体的に回動し吸気管４の軸線に対して直角方向に延
びる第３の回転軸９ｂと、吸気管４の外側で第３の回転
軸９ｂから半径方向外力に向って延びる板状部９ｃと、
板状部９ｃから第３の回転軸９ｂと同方向に延びる腕９
ｄとから構成されている。Further, the high-load throttle section 9 includes a semicircular valve section 9a that constitutes a part of the butterfly valve in the intake pipe 4, and a valve section 9a.
a third rotating shaft 9b that rotates integrally with the intake pipe 4 and extends in a direction perpendicular to the axis of the intake pipe 4; and a plate-shaped portion that extends outside the intake pipe 4 from the third rotating shaft 9b in the radial direction toward the external force. 9c and
An arm 9 extending from the plate-shaped portion 9c in the same direction as the third rotating shaft 9b.
It is composed of d.
低負荷絞り部８は、その第２の回転軸８ｂにおいてアク
セルと連動する第１の回転軸１０にスプ」ング１１を介
して接続されている。The low-load throttle section 8 is connected at its second rotating shaft 8b to a first rotating shaft 10 that is interlocked with an accelerator via a spring 11.
また、高負荷絞り部９の第３の回転軸９ｂは低負荷絞り
部８の第２の回転軸８ｂまわりに互に相対回動可能に軸
装されている。Further, the third rotating shaft 9b of the high-load throttle section 9 is mounted around the second rotating shaft 8b of the low-load throttle section 8 so as to be rotatable relative to each other.
アクセルペダルと連動する第１の回転軸１０には、この
第１の回転軸１０と直角方向に延びる腕１２を有してい
る。A first rotating shaft 10 that is interlocked with the accelerator pedal has an arm 12 that extends in a direction perpendicular to the first rotating shaft 10.
第４図において明きらかなように、腕１２は低負荷絞り
部８が全閉位置からある一定の角度回動したときに始め
て腕９ｄと係合して高負荷絞り部９を低負荷絞り部８と
共に回動するように設定されている。As is clear from FIG. 4, the arm 12 engages with the arm 9d only when the low-load throttle section 8 rotates by a certain angle from the fully closed position, and moves the high-load throttle section 9 to the low-load throttle section. It is set to rotate together with 8.
低負荷絞り部８には、その弁部８ａが吸気管４の軸線と
平行位置に全開したときに、アクセルペダルと連動する
第１の回転軸１０が回動じても吸気管４の外側で第２の
回転軸８ｂに一体に設けた腕８ｃの係合により、それ以
上弁部８ａを回動させないストッパー１３が設けられて
いる。The low-load throttle part 8 has a valve part 8a that is fully opened to a position parallel to the axis of the intake pipe 4, and even if the first rotating shaft 10 that is linked to the accelerator pedal rotates, the first rotation shaft 10 remains outside the intake pipe 4. A stopper 13 is provided that prevents the valve portion 8a from rotating any further by engagement of an arm 8c provided integrally with the second rotation shaft 8b.
上記のように構成された第１実施例において、始め全閉
位置にあった吸気絞り弁６は、アクセルペダルの回動に
つれて第１の回転軸１０、スプリング１１を介して低負
荷絞り部８が回動じ、低負荷絞り部８がある一定角度回
動する迄は高負荷絞り部９は回動しないので、吸気通路
の片側から開き始める。In the first embodiment configured as described above, the intake throttle valve 6, which was initially in the fully closed position, opens the low-load throttle section 8 via the first rotating shaft 10 and the spring 11 as the accelerator pedal rotates. Since the high-load throttle section 9 does not rotate until the low-load throttle section 8 rotates by a certain angle, the intake passage starts to open from one side.
したがって機関の低速域において吸気絞り弁６によって
偏流が発生することになる。Therefore, in the low speed range of the engine, the intake throttle valve 6 causes a biased flow.
低負荷絞り部８がある一定角度回動じて開くと、腕１２
と腕９ｄとが係合して高負荷絞り部９も共に開側に回動
じ始め（第５図参照）、吸気絞り弁６は吸気通路の両側
を開けることになるが、弁部８ａ側の開度の力が弁部９
ａ側の開度より大きいので、機関の中速域においても偏
流は発生されることになる。When the low-load throttle section 8 is rotated at a certain angle and opened, the arm 12
and the arm 9d engage, and the high-load throttle section 9 also begins to rotate toward the open side (see Fig. 5), and the intake throttle valve 6 opens both sides of the intake passage, but the valve section 8a side The opening force is the valve part 9
Since the opening degree is larger than that on the a side, drifting will occur even in the medium speed range of the engine.
しかしさらに低負荷絞り部８が回動じて弁部８ａが吸気
管４の軸線と平行状態になるとストッパー１３によって
弁部８ａはそれ以上回動しないが、スプリング１１によ
ってアクセルペダルと連動する第１の回転軸１０はそれ
以上の回動を許されるので、腕１２と腕９ｄの係合を介
して高負荷絞り部９はさらに回動じ弁部９ａが吸気管４
の軸線と平行状態となる。However, when the low-load throttle section 8 rotates further and the valve section 8a becomes parallel to the axis of the intake pipe 4, the stopper 13 prevents the valve section 8a from rotating any further, but the spring 11 prevents the valve section 8a from rotating further. Since the rotating shaft 10 is allowed to rotate further, the high-load throttle section 9 can be rotated further through the engagement of the arms 12 and 9d, and the valve section 9a can be rotated further through the engagement of the arms 12 and 9d.
becomes parallel to the axis of
したがって、吸気絞り弁６の全開状態、すなわち機関の
高速域においては弁部８ａと弁部９ａとは一直線状態と
なり、吸気絞り弁６においては偏流は発生しない。Therefore, when the intake throttle valve 6 is fully open, that is, in the high speed range of the engine, the valve portions 8a and 9a are in a straight line, and no drift occurs in the intake throttle valve 6.
このため吸気通路の偏流による抵抗は生じず、吸気抵抗
が小に保たれて機関に十分に吸気され、高出力が確保さ
れる。Therefore, no resistance is generated due to uneven flow in the intake passage, and the intake resistance is kept small, sufficient air is taken into the engine, and high output is ensured.
第６図は、本考案の吸気絞り弁の第２実施例を示すもの
で第１実施例に準じる部分については第３図と同一符号
を付することにより重複説明を避ける。FIG. 6 shows a second embodiment of the intake throttle valve of the present invention, and parts similar to the first embodiment are designated by the same reference numerals as in FIG. 3 to avoid redundant explanation.
第６図において、アクセルペダルと連動する第１の回転
軸１０と低負荷絞り部８の第２の回転軸８ｂとは引張ス
プリング１１を介して連繋されている。In FIG. 6, a first rotating shaft 10 that is interlocked with the accelerator pedal and a second rotating shaft 8b of the low-load throttle section 8 are connected via a tension spring 11.
また、第１の回転軸１０は低負荷絞り部８の第２の回転
軸８ｂと高負荷絞り部９の第３の回転軸９ｂとを貫通し
ている。Further, the first rotating shaft 10 passes through the second rotating shaft 8b of the low-load throttle section 8 and the third rotating shaft 9b of the high-load throttle section 9.
高負荷絞り部９は、スプリング１４を介して閉側に付勢
されており、高負荷絞り部９の弁部９ａが開側に混合気
流により跳動することが防止されている。The high-load throttle section 9 is biased toward the closing side via the spring 14, and the valve section 9a of the high-load throttle section 9 is prevented from jumping toward the open side due to the air mixture flow.
なお、低負荷絞り部８がスプリング１１を介して回動し
て弁部８ａが吸気管４の軸線と平行状態になるとストッ
パー１３によってその回動が規制されることは第１実施
例と同様であり、また、低負荷絞り部８が全閉位置から
ある一定の角度回動じたとき、腕１２と腕９ｄとが係合
して高負荷絞り部９が、スプリング１４の付勢力に抗し
てではあるが、回動し始めることも第１実施例と同様で
ある。Note that, as in the first embodiment, when the low-load throttle section 8 rotates via the spring 11 and the valve section 8a becomes parallel to the axis of the intake pipe 4, the rotation is restricted by the stopper 13. Also, when the low-load throttle section 8 rotates by a certain angle from the fully closed position, the arm 12 and the arm 9d engage, and the high-load throttle section 9 resists the urging force of the spring 14. However, starting to rotate is also the same as in the first embodiment.
第２実施例の作用については第１実施例と同様であり、
第５図に示すような開閉特性を得るが、第２実施例につ
いてはスプリング１４が設けられているので、高負荷絞
り部９は吸気負圧のみならずスプリング１４によっても
閉側に付勢されているので、その開閉作動が更に安定し
たものとなる。The operation of the second embodiment is the same as that of the first embodiment,
Although the opening and closing characteristics shown in FIG. 5 are obtained, since the spring 14 is provided in the second embodiment, the high-load throttle section 9 is biased toward the closing side not only by the intake negative pressure but also by the spring 14. This makes the opening/closing operation more stable.
本考案による吸気絞り弁によるときは、吸気絞り弁を回
転軸部において低負荷絞り部と高負荷絞り部とに２分割
し、吸気通路を低負荷絞り部側から開き始めるようにし
、一定の開度以上で高負荷絞り部を低負荷絞り部と連動
させて高負荷絞り部を開き始めるようにしたので、機関
の低、中速域で吸気絞り弁で偏流を生じさせて燃焼室に
乱流を作ることができるとともに、機関の高速域では偏
流を発生させず十分に混合気を燃焼室に吸入することが
でき、高出力を得ることができる。When using the intake throttle valve according to the present invention, the intake throttle valve is divided into a low-load throttle part and a high-load throttle part at the rotating shaft part, and the intake passage starts to open from the low-load throttle part side, so that the intake passage is opened at a constant rate. Since the high-load throttle section is linked with the low-load throttle section and the high-load throttle section begins to open when the engine speed exceeds 100°C, the intake throttle valve creates a biased flow in the low and medium speed range of the engine, causing turbulent flow in the combustion chamber. In addition, in the high-speed range of the engine, sufficient air-fuel mixture can be drawn into the combustion chamber without causing drift, and high output can be obtained.
第１図は本考案の吸気絞り弁を装着した内燃機関の吸気
系の断面図、第２図は本考案の吸気絞り弁の第１実施例
の縦断面図、第３図は第２図の横断面図、第４図は第２
図のＡ方向矢視図、第５図は本考案の吸気絞り弁の開閉
特性図、第６図は本考案の吸気絞り弁の第２実施例の縦
断面図、である。６：吸気絞り弁、７：回転軸、８：低負荷絞り部、８ｂ
＝第２の回転軸、９：高負荷絞り部、９ｂ：第３の回転
軸、１０：第１の回転軸、１１ニスプリング、１２：腕
。Figure 1 is a sectional view of the intake system of an internal combustion engine equipped with the intake throttle valve of the present invention, Figure 2 is a longitudinal sectional view of the first embodiment of the intake throttle valve of the present invention, and Figure 3 is the same as that of Figure 2. Cross-sectional view, Figure 4 is the 2nd
FIG. 5 is an opening/closing characteristic diagram of the intake throttle valve of the present invention, and FIG. 6 is a longitudinal sectional view of a second embodiment of the intake throttle valve of the present invention. 6: Intake throttle valve, 7: Rotating shaft, 8: Low load throttle section, 8b
= second rotation axis, 9: high-load throttle section, 9b: third rotation axis, 10: first rotation axis, 11 spring, 12: arm.
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13394778UJPS5827057Y2 (en) | 1978-09-29 | 1978-09-29 | intake throttle valve |
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13394778UJPS5827057Y2 (en) | 1978-09-29 | 1978-09-29 | intake throttle valve |
| Publication Number | Publication Date |
|---|---|
| JPS5549097U JPS5549097U (en) | 1980-03-31 |
| JPS5827057Y2true JPS5827057Y2 (en) | 1983-06-11 |
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13394778UExpiredJPS5827057Y2 (en) | 1978-09-29 | 1978-09-29 | intake throttle valve |
| Country | Link |
|---|---|
| JP (1) | JPS5827057Y2 (en) |
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI607145B (en)* | 2015-01-09 | 2017-12-01 | 陳文泉 | Gas flow adjusting device |
| Publication number | Publication date |
|---|---|
| JPS5549097U (en) | 1980-03-31 |
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