JP2007009883A - Intake control device for engine - Google Patents

Intake control device for engine Download PDF

Info

Publication number
JP2007009883A
JP2007009883A JP2005195260A JP2005195260A JP2007009883A JP 2007009883 A JP2007009883 A JP 2007009883A JP 2005195260 A JP2005195260 A JP 2005195260A JP 2005195260 A JP2005195260 A JP 2005195260A JP 2007009883 A JP2007009883 A JP 2007009883A
Authority
JP
Japan
Prior art keywords
valve
intake
intake manifold
engine
control device
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.)
Granted
Application number
JP2005195260A
Other languages
Japanese (ja)
Other versions
JP4625379B2 (en
Inventor
Itaru Noguchi
格 野口
Kaneichi Yamada
兼市 山田
Kenji Takahashi
健二 高橋
Yasunori Konishi
泰則 小西
Hajime Udo
肇 宇土
Kazuhiro Akima
和洋 秋間
Hisakazu Komata
久和 小俣
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Keihin Corp
Original Assignee
Honda Motor Co Ltd
Keihin Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd, Keihin Corp filed Critical Honda Motor Co Ltd
Priority to JP2005195260A priority Critical patent/JP4625379B2/en
Priority to EP06013760.1A priority patent/EP1748167B1/en
Priority to CNB2006100957776A priority patent/CN100473808C/en
Publication of JP2007009883A publication Critical patent/JP2007009883A/en
Application granted granted Critical
Publication of JP4625379B2 publication Critical patent/JP4625379B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Characterised By The Charging Evacuation (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an intake control device for an engine enabling parallel assembling of an intake manifold and an on-off valve, having good assemblability and capable of securing a good operating condition of the on-off-valve all the time with the on-off valve mounted to the intake manifold. <P>SOLUTION: This intake control device for the internal combustion engine is provided with the intake manifold M made of synthetic resin and the butterfly-type on-off valve V arranged inside the intake manifold M and capable of switching a low-speed intake mode adjusted to low-speed operation and a high-speed intake mode adjusted to high-speed operation. The on-off valve V comprises a valve case 15 having a plurality of valve holes 16, 16, ... and joined to an inner wall of the intake manifold M at two portions in both end parts, a valve shaft 17 rotatably supported by the valve case 15 and the plurality of valve plates 19, mounted to the valve shaft 17 and opening/closing the valve holes 16. Rigidity of the valve case 15 between the two joining portions is set larger than that of the intake manifold M between the two joining portions. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は，合成樹脂製の吸気マニフォルドと，この吸気マニフォルド内に設置され，この吸気マニフォルド内の複数の吸気路を開閉することで，吸気マニフォルド内をエンジンの低速運転に適応する低速吸気モードと高速運転に適応する高速吸気モードとに切り換え得るバタフライ型の開閉弁と，この開閉弁を作動するアクチュエータとを備える，エンジン用吸気制御装置の改良に関する。   The present invention includes an intake manifold made of synthetic resin, and a low-speed intake mode that is installed in the intake manifold and that opens and closes a plurality of intake passages in the intake manifold to adapt the intake manifold to low-speed operation of the engine. The present invention relates to an improvement in an intake control device for an engine that includes a butterfly type on-off valve that can be switched to a high-speed intake mode adapted to high-speed operation and an actuator that operates the on-off valve.

かゝるエンジン用吸気制御装置は，特許文献１に開示されているように，既に知られている。
特開平８−２７７７１７号公報 Such an intake control device for an engine is already known as disclosed in Patent Document 1.
JP-A-8-277717

従来のかゝるエンジン用吸気制御装置では，複数に分割される吸気マニフォルドの組み立て過程で開閉弁を組み込むようにしているため，吸気マニフォルドと開閉弁とを並行して組み立てることができず，組立性が悪い。   In the conventional intake control system for an engine, since the on-off valve is incorporated in the process of assembling the intake manifold divided into a plurality of parts, the intake manifold and the on-off valve cannot be assembled in parallel. Is bad.

本発明は，かゝる事情に鑑みてなされたもので，吸気マニフォルド及び開閉弁の並行組み立てが可能であって組立性が良好であり，しかも開閉弁の吸気マニフォルドへの取り付け状態では，常に開閉弁の良好な作動状態を確保し得るようにした，エンジン用吸気制御装置を提供することを目的とする。   The present invention has been made in view of such circumstances. The intake manifold and the on-off valve can be assembled in parallel, and the assemblability is good, and the on-off valve is always opened and closed when attached to the intake manifold. An object of the present invention is to provide an intake control device for an engine that can ensure a good operating state of a valve.

上記目的を達成するために，本発明は，合成樹脂製の吸気マニフォルドと，この吸気マニフォルド内に設置され，この吸気マニフォルド内の複数の吸気路を開閉することで，吸気マニフォルド内をエンジンの低速運転に適応する低速吸気モードと高速運転に適応する高速吸気モードとに切り換え得るバタフライ型の開閉弁と，この開閉弁を作動するアクチュエータとを備える，エンジン用吸気制御装置において，前記開閉弁を，複数の弁孔を有すると共に，これら弁孔が前記吸気路に連なるように前記吸気マニフォルドの内壁に締結部材により複数箇所で締結される弁ケースと，前記弁孔を横断しながら前記弁ケースに回転自在に支承されると共に，前記アクチュエータに連結される弁軸と，この弁軸に取り付けられて前記弁孔を開閉する複数の弁板とで構成し，前記複数の締結箇所間での前記弁ケースの剛性を，前記複数の締結箇所間での前記吸気マニフォルドの剛性より大としたことを第１の特徴とする。   In order to achieve the above-described object, the present invention provides a synthetic resin intake manifold and an intake manifold that is installed in the intake manifold and opens and closes a plurality of intake passages in the intake manifold so that the intake manifold is opened at a low speed in the intake manifold. An engine intake control device comprising a butterfly-type on-off valve that can be switched between a low-speed intake mode adapted to operation and a high-speed intake mode adapted to high-speed operation, and an actuator that operates the on-off valve. A valve case that has a plurality of valve holes and that is fastened to the inner wall of the intake manifold by a fastening member so that the valve holes are connected to the intake passage at a plurality of locations, and rotates to the valve case while crossing the valve holes A valve shaft that is supported freely and connected to the actuator, and a valve shaft that is attached to the valve shaft and opens and closes the valve hole. Constituted by the valve plate, the rigidity of the valve casing between the plurality of fastening portions, the first characterized in that a larger than the rigidity of the intake manifold between the plurality of fastening portions.

尚，前記アクチュエータは，後述する本発明の実施例中の電動モータ３０に対応し，また前記吸気路は第２吸気路１２に対応する。   The actuator corresponds to an electric motor 30 in an embodiment of the present invention described later, and the intake path corresponds to the second intake path 12.

また本発明は，第１の特徴に加えて，前記弁ケースには，前記複数の締結箇所間に亙る複数条の縦リブと，これら縦リブと交差する複数条の横リブとを一体に形成したことを第２の特徴とする。   According to the present invention, in addition to the first feature, the valve case is integrally formed with a plurality of vertical ribs extending between the plurality of fastening points and a plurality of horizontal ribs intersecting the vertical ribs. This is the second feature.

さらに本発明は，第２の特徴に加えて，前記弁ケースを鋳造製としたことを第３の特徴とする。   Furthermore, in addition to the second feature, the present invention has a third feature that the valve case is made of cast metal.

さらにまた本発明は，第１〜第３の特徴の何れかに加えて，前記弁ケースを，全ての前記弁板に対して共通する単一部材となし，この弁ケースを，前記弁軸の軸方向に沿う両端部の２点で前記吸気マニフォルドに締結したことを第４の特徴とする。   Furthermore, in addition to any of the first to third features, the present invention provides the valve case as a single member common to all the valve plates, and the valve case is formed on the valve shaft. A fourth feature is that the intake manifold is fastened at two points along the axial direction.

本発明の第１の特徴によれば，弁ケース，弁軸及び弁板からなるバタフライ型開閉弁は，合成樹脂製の吸気マニフォルドとは別個に組み立てられるので，吸気マニフォルド及び開閉弁の並行組み立てが可能となり，装置の組立性向上を図ることができる。   According to the first feature of the present invention, the butterfly type on-off valve comprising the valve case, the valve shaft and the valve plate is assembled separately from the intake manifold made of synthetic resin, so that the intake manifold and the on-off valve can be assembled in parallel. This makes it possible to improve the assembly of the device.

しかも複数の締結箇所間での弁ケースの剛性が，複数の締結箇所間での吸気マニフォルドの剛性より大となっているから，弁ケース及び吸気マニフォルド間の締結時，その両者の突き合わせ面に多少の製作誤差があっても，締結力により吸気マニフォルド側に歪みが生じることになり，したがって弁ケースには殆ど歪みが発生せず，吸気マニフォルド及び弁軸間の摩擦抵抗の増加が回避させ，アクチュエータによる弁軸のスムーズな回転作動を常に確保することができる。   In addition, the rigidity of the valve case between the multiple fastening points is greater than the rigidity of the intake manifold between the multiple fastening points. Even if there is an error in manufacturing, there will be distortion on the intake manifold side due to the fastening force, so there will be almost no distortion in the valve case, and an increase in frictional resistance between the intake manifold and the valve shaft will be avoided. It is possible to always ensure a smooth rotation operation of the valve shaft due to.

本発明の第２の特徴によれば，複数の締結箇所間での弁ケースの剛性を効果的に増強させて，弁ケース及び吸気マニフォルド間の締結時の弁ケースの歪みを確実に防ぐことができる。   According to the second feature of the present invention, it is possible to effectively increase the rigidity of the valve case between a plurality of fastening points, and to reliably prevent distortion of the valve case when fastening between the valve case and the intake manifold. it can.

本発明の第３の特徴によれば，複数の締結箇所間での弁ケースの剛性をより効果的に増強させることができる。   According to the 3rd characteristic of this invention, the rigidity of the valve case between several fastening locations can be increased more effectively.

本発明の第４の特徴によれば，単一の弁ケースは，その両端の２点で吸気マニフォルドに締結されるので，弁ケースの複数の弁孔を，上記締結部に邪魔されることなく相互に近接配置することが可能となり，弁ケース，延いては吸気マニフォルドのコンパクト化を図ることができる。   According to the fourth aspect of the present invention, since the single valve case is fastened to the intake manifold at two points on both ends thereof, the plurality of valve holes of the valve case are not obstructed by the fastening portion. It becomes possible to arrange them close to each other, and the valve case, and thus the intake manifold, can be made compact.

本発明の実施の形態を，添付図面に示す本発明の実施例に基づいて以下に説明する。   DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples of the present invention shown in the accompanying drawings.

図１は本発明の実施例に係る吸気制御装置をエンジンへの取り付け状態で示す側面図，図２は図１の２−２線断面図，図３は図１の３矢視図，図４は図１の４−４線断面図，図５は図２の５−５線断面図（低速吸気モードの吸気マニフォルド内部を示す。），図６は高速吸気モードの吸気マニフォルド内部を示す，図５との対応図，図７は吸気マニフォルドの第１ブロックの内側面，図８は吸気マニフォルドの第２ブロックの内側面，図９は図７の９−９線断面図，図１０は吸気マニフォルド内に設置されるバタフライ型開閉弁の底面図，図１１は同開閉弁の側面図である。   1 is a side view showing an intake control device according to an embodiment of the present invention attached to an engine, FIG. 2 is a cross-sectional view taken along line 2-2 of FIG. 1, FIG. 3 is a view taken along arrow 3 of FIG. 1 is a cross-sectional view taken along line 4-4 of FIG. 1, FIG. 5 is a cross-sectional view taken along line 5-5 of FIG. 2 (showing the inside of the intake manifold in the low-speed intake mode), and FIG. FIG. 7 is an inner surface of the first block of the intake manifold, FIG. 8 is an inner surface of the second block of the intake manifold, FIG. 9 is a sectional view taken along line 9-9 in FIG. 7, and FIG. FIG. 11 is a side view of the on-off valve. FIG.

先ず，図１〜図３において，エンジンＥのシリンダヘッドＥｈに合成樹脂製の吸気マニフォルドＭが取り付けられる。この吸気マニフォルドＭは，図示例では４気筒エンジン用であり，エンジンＥのシリンダヘッドＥｈに複数の締結ボルト２，２…により締結される取り付けフランジ部１と，この取り付けフランジ部１の一端部の外側方にそれと角度をなして（図示例では略直角に）配置され，スロットルボディＴが取り付けられる小フランジ部３と，この小フランジ部３から下方に延びる短管部４と，この短管部４の下端部に連結されるタンク部５と，このタンク部５の下部から延出し且つタンク部５の背面に沿って上方に延びて取り付けフランジ部１に連結されると共に，相互に連結される４本の管路部６，６…とを備えており，タンク部５及び管路部６，６…は，それらの間の境界壁を共有している。上記タンク部５は，前記締結ボルト２，２…の装着経路を避けて，取り付けフランジ部１の下方に配置される。   1 to 3, a synthetic resin intake manifold M is attached to a cylinder head Eh of the engine E. The intake manifold M is for a four-cylinder engine in the illustrated example, and includes an attachment flange portion 1 fastened to a cylinder head Eh of the engine E by a plurality of fastening bolts 2, 2, and one end portion of the attachment flange portion 1. A small flange portion 3 which is disposed outwardly and at an angle (substantially at right angles in the illustrated example) to which the throttle body T is attached, a short pipe portion 4 extending downward from the small flange portion 3, and the short pipe portion 4 and a tank part 5 connected to the lower end part of the tank 4 and extending from the lower part of the tank part 5 and extending upward along the back surface of the tank part 5 to be connected to the mounting flange part 1 and to each other. .. Are provided, and the tank part 5 and the pipe parts 6, 6... Share a boundary wall therebetween. The tank portion 5 is disposed below the mounting flange portion 1 while avoiding the mounting path of the fastening bolts 2, 2.

図１〜図５に示すように，小フランジ部３の端面には，スロットルボディＴの吸気道に連なる空気入口７が，また取り付けフランジ部１の端面には，シリンダヘッドＥｈの４本の吸気ポートにそれぞれ連なる４つの空気出口８，８…がそれぞれ開口する。短管部４には，空気入口７に一端を連ねる導入路９が形成され，タンク部５には，導入路９の他端に連なる大容積のサージ室１０が形成され，管路部６，６…には，サージ室１０を空気出口８，８…に連通させる第１吸気路１１，１１…が形成される。   As shown in FIGS. 1 to 5, an air inlet 7 connected to the intake passage of the throttle body T is provided at the end face of the small flange portion 3, and four intake air of the cylinder head Eh is provided at the end face of the mounting flange portion 1. Four air outlets 8, 8... Respectively connected to the ports are opened. The short pipe portion 4 is formed with an introduction passage 9 that is connected to one end of the air inlet 7, and the tank portion 5 is formed with a large volume surge chamber 10 that is connected to the other end of the introduction passage 9. 6... Are formed with first intake passages 11 that communicate the surge chamber 10 with the air outlets 8.

またタンク部５には，サージ室１０を第１吸気路１１，１１…の途中に連通させて，第１吸気路１１，１１…の下流側部分を，それ自身の下流側部分とする４本の第２吸気路１２，１２…が形成される。したがって，第２吸気路１２，１２…は，サージ室１０から空気出口８，８…に至る流路長が，第１吸気路１１，１１…の流路長より短くなっている。   In the tank portion 5, the surge chamber 10 is communicated in the middle of the first intake passages 11, 11,..., And the downstream portion of the first intake passages 11, 11,. Are formed. Therefore, the flow path length from the surge chamber 10 to the air outlets 8, 8... Is shorter than the flow path length of the first intake paths 11, 11.

上記構成の吸気マニフォルドＭの形成を容易にすべく，吸気マニフォルドＭは，図８及び図９に示す少なくとも二つのブロック，即ち第１及び第２Ｍ１，Ｍ２に分けられて，それぞれ合成樹脂によりインジェクション成形される。その際，第１ブロックＭ１には，取り付けフランジ部１，短管部４の一半部，タンク部５の一半部及び管路部６，６…の入口部が形成される。第２ブロックＭ２には，小フランジ部３，短管部４の他半部，タンク部５の他半部及び管路部６，６…の残りの主要部が形成される。そして両ブロックＭ１，Ｍ２は，それらの分割面Ｍ１ａ，Ｍ２ａで相互に振動溶着される。その際，第２ブロックＭ２の管路部６，６…は，それらの上端部が第１ブロックＭ１の取り付けフランジ部１に溶着されるのであるが，これら管路部６，６…は，前記締結ボルト２，２…の装着経路を避けて配置されている。   In order to facilitate the formation of the intake manifold M having the above-described configuration, the intake manifold M is divided into at least two blocks shown in FIGS. 8 and 9, that is, first and second M1 and M2, and each is formed by injection molding with a synthetic resin. Is done. At that time, the first block M1 is formed with an attachment flange portion 1, a half portion of the short tube portion 4, a half portion of the tank portion 5, and the inlet portions of the pipe portions 6, 6,. In the second block M2, the other half part of the small flange part 3, the short pipe part 4, the other half part of the tank part 5, and the remaining main parts of the pipe line parts 6, 6,. Both blocks M1 and M2 are vibration welded to each other at their divided surfaces M1a and M2a. At that time, the pipe sections 6, 6... Of the second block M2 have their upper ends welded to the mounting flange section 1 of the first block M1, but these pipe sections 6, 6,. It is arrange | positioned avoiding the mounting | wearing path | route of fastening bolt 2,2, ....

ところで，図７に示すように，取り付けフランジ部１とタンク部５とは，これらの一端部側に配置される短管部４を介して相互に連結されるので，タンク部５は，取り付けフランジ部１から大きくオーバハングすることになるので，第１ブロックＭ１において，短管部４と反対側で取り付けフランジ部１及びタンク部５間を連結する一対の架橋部１３が一体に形成される（図５，図７及び図９参照）。この架橋部１３は，その曲げ剛性を極力高めるべく，断面形状がコ字状になっている。而して，短管部４も取り付けフランジ部１及びタンク部５間の一端部同士を一体に連結する架橋部を兼ねることになる。   By the way, as shown in FIG. 7, the mounting flange portion 1 and the tank portion 5 are connected to each other via a short pipe portion 4 disposed on one end side thereof. As a result, the first block M1 is integrally formed with a pair of bridging portions 13 that connect the mounting flange portion 1 and the tank portion 5 on the opposite side of the short tube portion 4 (FIG. 1). 5, see FIGS. 7 and 9. The bridging portion 13 has a U-shaped cross section so as to increase the bending rigidity as much as possible. Thus, the short tube portion 4 also serves as a bridging portion that integrally connects one end portions between the mounting flange portion 1 and the tank portion 5.

図４，図５及び図８に示すように，第２ブロックＭ２において，タンク部５の内壁には，第２吸気路１２，１２…の入口を一斉に開閉するバタフライ型の開閉弁Ｖが設置される。この開閉弁Ｖは，第２吸気路１２，１２…の入口に配置される共通の弁ケース１５を備える。この弁ケース１５は，アルミニューム等の軽合金を素材とした鋳造製であり，第２吸気路１２，１２…の入口に連なるように，第２吸気路１２，１２…の配列方向に一列に並ぶ四つの楕円状の弁孔１６，１６…を有しており，これら弁孔１６，１６…を横断するように配置される一本の弁軸１７が弁ケース１５に回転自在に支承される。したがって，弁ケース１５の端壁，並びに各弁孔１６，１６…間の隔壁には弁軸１７を支承する軸受孔１８，１８…が形成されている。   As shown in FIGS. 4, 5 and 8, in the second block M <b> 2, a butterfly type on-off valve V that opens and closes the inlets of the second intake passages 12, 12. Is done. This on-off valve V includes a common valve case 15 disposed at the inlet of the second intake passages 12, 12. The valve case 15 is made of a light alloy such as aluminum, and is lined up in the arrangement direction of the second intake passages 12, 12, so as to be connected to the inlets of the second intake passages 12, 12. Four oval valve holes 16, 16... Are arranged side by side, and one valve shaft 17 arranged so as to cross the valve holes 16, 16. . Therefore, bearing holes 18, 18... For supporting the valve shaft 17 are formed in the end wall of the valve case 15 and the partition walls between the valve holes 16, 16..

弁軸１７には，各弁孔１６，１６…において楕円状の複数の弁板１９，１９…がビス２３，２３により固着され，弁軸１７の往復回動により弁板１９，１９…が対応する弁孔１６，１６…を開閉するようになっている。こうして構成される開閉弁Ｖは，吸気マニフォルドＭとは別個に組み立てられるものである。   A plurality of elliptical valve plates 19, 19... Are fixed to the valve shaft 17 by screws 23, 23 in each valve hole 16, 16..., And the valve plates 19, 19. Are opened and closed. The on-off valve V configured in this way is assembled separately from the intake manifold M.

図４に明示するように，第２ブロックＭ２には，第２吸気路１２，１２…の配列方向に沿う両側に配置されて第２ブロックＭ２の内方に突出する一対の支持ボス２０，２０が一体に形成されており，各支持ボス２０，２０は，その中心部を貫通するボルト孔２０ａ，２０ａを有する。   As clearly shown in FIG. 4, the second block M2 includes a pair of support bosses 20, 20 that are disposed on both sides along the arrangement direction of the second intake passages 12, 12, and protrude inward of the second block M <b> 2. Are integrally formed, and each of the support bosses 20 and 20 has bolt holes 20a and 20a penetrating the central portion thereof.

一方，弁ケース１５の，弁軸１７の軸線方向に沿う長手方向両端部の一側面には，上記支持ボス２０，２０と端面同士を当接させる一対の連結ボス２１，２１が一体に形成され，各連結ボス２１，２１は，その中心部に前記ボルト孔２０ａ，２０ａと合致する袋状のねじ孔２１ａ，２１ａを有する。そして，第２ブロックＭ２の外方からボルト孔２０ａ，２０ａに挿通した締結ボルト２２，２２をねじ孔２１ａ，２１ａに螺合緊締することにより，弁ケース１５は第２ブロックＭ２の内壁に締結される。   On the other hand, a pair of connecting bosses 21, 21 that abut the end surfaces of the support bosses 20, 20 are integrally formed on one side surface of the valve case 15 along the axial direction of the valve shaft 17. Each connecting boss 21, 21 has a bag-like screw hole 21 a, 21 a that matches the bolt hole 20 a, 20 a at the center thereof. The valve case 15 is fastened to the inner wall of the second block M2 by screwing and tightening the fastening bolts 22 and 22 inserted into the bolt holes 20a and 20a from the outside of the second block M2 into the screw holes 21a and 21a. The

図１０及び図１１に明示するように，弁ケース１５の両外側面には，弁軸１７の軸方向に延びて一対の連結ボス２１，２１間に亙る複数条の縦リブ２４，２４…と，これら縦リブ２４，２４…と交差する複数条の横リブ２５，２５…とが一体に形成され，これらリブ２４，２４…；２５，２５…によって，弁ケース１５の，一対の連結ボス２１，２１間での剛性が強化され，その剛性は，第２ブロックＭ２の，一対の支持ボス２０，２０間での剛性より大とされる。   As clearly shown in FIGS. 10 and 11, on both outer surfaces of the valve case 15, a plurality of vertical ribs 24, 24... Extending in the axial direction of the valve shaft 17 and extending between the pair of connecting bosses 21, 21. A plurality of transverse ribs 25, 25 ... intersecting with the longitudinal ribs 24, 24 ... are integrally formed, and the ribs 24, 24 ...; , 21 is reinforced, and the rigidity of the second block M2 is greater than that between the pair of support bosses 20, 20.

再び図１及び図４において，第２ブロックＭ２の一端壁には，開閉弁Ｖの，タンク部５内への挿入を可能にする挿入口２７が開口しており，この挿入口２７を閉じる蓋体２８が複数のボルト２９，２９…で第２ブロックＭ２に締結される。蓋体２８は，弁軸１７の一端部に連結してそれを回転作動する，減速機構付きの電動モータ３０が付設される。   In FIGS. 1 and 4 again, an insertion port 27 that allows the on-off valve V to be inserted into the tank unit 5 is opened at one end wall of the second block M2, and a lid for closing the insertion port 27 is opened. The body 28 is fastened to the second block M2 with a plurality of bolts 29, 29. The lid body 28 is provided with an electric motor 30 with a speed reduction mechanism that is connected to one end portion of the valve shaft 17 and rotates it.

次に，この実施例の作用について説明する。   Next, the operation of this embodiment will be described.

エンジンＥの低速運転時には，電動モータ３０により開閉弁Ｖが閉弁状態に保持される。即ち，弁板１９，１９…により弁孔１６，１６…を閉じて第２吸気路１２，１２…の入口を閉鎖する。その結果，エンジンＥの各気筒の吸気行程では，スロットルボディＴで流量を制御された空気は，導入路９を経てサージ室１０に流入すると，流路長が長い第１吸気路１１，１１…を通してエンジンＥに供給されることになる。したがって吸気マニフォルドＭの内部は低速運転に適応する低速吸気モードとなり，エンジンＥの低速出力性能を高めることができる。またエンジンＥの高速運転時には，電動モータ３０により開閉弁Ｖが開弁状態に切り換えられ，弁板１９，１９…により弁孔１６，１６…を開いて，第２吸気路１２，１２…を導通通態にする。その結果，エンジンＥの各気筒の吸気行程では，スロットルボディＴで流量を制御された空気は，導入路９を経てサージ室１０に流入すると，主として流路長が短い第２吸気路１２，１２…を通してエンジンＥに供給されることになる。したがって吸気マニフォルドＭの内部は高速運転に適応する高速吸気モードとなり，エンジンＥの高速出力性能を高めることができる。   During the low speed operation of the engine E, the open / close valve V is held closed by the electric motor 30. That is, the valve holes 16, 16 ... are closed by the valve plates 19, 19 ..., and the inlets of the second intake passages 12, 12 ... are closed. As a result, in the intake stroke of each cylinder of the engine E, when the air whose flow rate is controlled by the throttle body T flows into the surge chamber 10 through the introduction passage 9, the first intake passages 11, 11,. To be supplied to the engine E. Therefore, the inside of the intake manifold M becomes a low-speed intake mode adapted to low-speed operation, and the low-speed output performance of the engine E can be enhanced. When the engine E is operating at high speed, the open / close valve V is switched to the open state by the electric motor 30, and the valve holes 16, 16 ... are opened by the valve plates 19, 19 ... to conduct the second intake passages 12, 12, ... Putting it into communication. As a result, in the intake stroke of each cylinder of the engine E, when the air whose flow rate is controlled by the throttle body T flows into the surge chamber 10 through the introduction path 9, the second intake paths 12, 12 mainly having a short flow path length. ... will be supplied to the engine E through. Therefore, the inside of the intake manifold M becomes a high-speed intake mode adapted for high-speed operation, and the high-speed output performance of the engine E can be enhanced.

このようなエンジン用吸気制御装置の組み立てに当たっては，吸気マニフォルドＭ及び開閉弁Ｖをそれぞれ別工程で組み立てた後，開閉弁Ｖを吸気マニフォルドＭの挿入口２７からタンク部５内に収め，吸気マニフォルドＭの外側から，支持ボス２０，２０のボルト孔２０ａ，２０ａに挿通した締結ボルト２２，２２を，弁ケース１５の連結ボス２１，２１のねじ孔２１ａ，２１ａに螺合緊締し，次いで蓋体２８を吸気マニフォルドＭに接合して挿入口を閉鎖すると共に，弁軸１７を蓋体２８上の電動モータ３０に連結して組み立てを完了する。このように，吸気マニフォルドＭ及び開閉弁Ｖの並行組み立てを行うことで，装置の組立性は著しく向上する。   In assembling such an intake control device for an engine, after the intake manifold M and the on-off valve V are assembled in separate processes, the on-off valve V is placed in the tank portion 5 from the insertion port 27 of the intake manifold M, and the intake manifold is From the outside of M, the fastening bolts 22 and 22 inserted into the bolt holes 20a and 20a of the support bosses 20 and 20 are screwed and tightened into the screw holes 21a and 21a of the connecting bosses 21 and 21 of the valve case 15, and then the lid body. 28 is joined to the intake manifold M to close the insertion port, and the valve shaft 17 is connected to the electric motor 30 on the lid 28 to complete the assembly. Thus, by assembling the intake manifold M and the on-off valve V in parallel, the assembly of the device is significantly improved.

しかも，弁ケース１５の締結ボルト２２，２２による吸気マニフォルドＭへの締結箇所は，弁ケース１５の両端部の二箇所であるから，これら締結箇所に邪魔されることなく四つの弁孔１６，１６…を相互に近接配置することが可能となり，弁ケース１５，延いては吸気マニフォルドＭのコンパクト化を図ることができる。   Moreover, since the fastening points 22 and 22 of the valve case 15 are fastened to the intake manifold M at the two ends of the valve case 15, the four valve holes 16 and 16 are not obstructed by these fastening points. Can be arranged close to each other, and the valve case 15 and thus the intake manifold M can be made compact.

また弁ケース１５には，弁軸１７の軸方向に延びて一対の連結ボス２１，２１間に亙る複数条の縦リブ２４，２４…と，これら縦リブ２４，２４…と交差する複数条の横リブ２５，２５…とを一体に形成して，弁ケース１５の，一対の連結ボス２１，２１間での剛性を，吸気マニフォルドＭの，一対の支持ボス２０，２０間での剛性より大としてあるから，支持ボス２０，２０及び連結ボス２１，２１間の締結ボルト２２，２２による締結時，両ボス２０，２１の突き合わせ面の平行度等につき，多少の製作誤差があっても，締結力により吸気マニフォルドＭ側に歪みが生じることになり，したがって弁ケース１５には殆ど歪みが発生せず，軸受孔１８，１８…の変形や軸受孔１８，１８…相互の位置ずれを防ぐことができるので，弁軸１７と軸受孔１８，１８…の内周面との摩擦抵抗の増加が回避させ，電動モータ３０による弁軸１７のスムーズな回転作動を常に確保することができる。   Further, the valve case 15 includes a plurality of vertical ribs 24 extending in the axial direction of the valve shaft 17 and extending between the pair of connecting bosses 21, 21, and a plurality of strips intersecting the vertical ribs 24, 24. The lateral ribs 25, 25... Are integrally formed so that the rigidity of the valve case 15 between the pair of connecting bosses 21, 21 is larger than the rigidity of the intake manifold M between the pair of support bosses 20, 20. Therefore, when the fastening bosses 22 and 22 between the support bosses 20 and 20 and the connecting bosses 21 and 21 are fastened, even if there is a slight manufacturing error regarding the parallelism of the butted surfaces of both bosses 20 and 21 As a result, the intake manifold M side is distorted by the force, so that the valve case 15 is hardly distorted, and the deformation of the bearing holes 18, 18... And the mutual displacement of the bearing holes 18, 18. Because it can, valve stem 17 Increase in the frictional resistance between the bearing hole 18, 18 ... inner circumferential surface of is avoided, the smooth rotation operation of the valve shaft 17 by the electric motor 30 can be always secured.

またサージ室１０を形成するタンク部５は，エンジンＥのシリンダヘッドＥｈに複数の締結ボルト２，２…により締結される取り付けフランジ部１に対し，上記締結ボルト２，２…の装着経路を避けて取り付けフランジ部１の下方に配置されるので，このタンク部５に邪魔されることなく，取り付けフランジ部１をシリンダヘッドＥｈに容易に取り付けることができる。しかも取り付けフランジ部１及びタンク部５には，その両者２，５の両端部同士を連結する架橋部４，１３が一体に形成され，特に，一方の架橋部４は，スロットルボディＴからタンク部５内のサージ室１０に空気を導入するための導入路９を形成する高剛性の短管部４で構成されるので，取り付けフランジ部１のシリンダヘッドＥｈへの取り付け状態では，取り付けフランジ部１は，架橋部４，１３を介してタンク部５を強固に支持することができる。したがって，エンジンＥの運転中，タンク部５の振動をよく防いで，騒音の発生抑制すると共に，振動による各部の耐久性の低下を防ぐことができ，しかも短管部４が架橋部を兼ねることで構造の簡素化をもたらすことになる。   Further, the tank portion 5 forming the surge chamber 10 avoids the mounting path of the fastening bolts 2, 2,... With respect to the mounting flange portion 1 fastened to the cylinder head Eh of the engine E by the plurality of fastening bolts 2, 2,. Therefore, the mounting flange portion 1 can be easily attached to the cylinder head Eh without being obstructed by the tank portion 5. In addition, the mounting flange portion 1 and the tank portion 5 are integrally formed with bridging portions 4 and 13 for connecting both ends of the two and 5, respectively. In particular, one bridging portion 4 is formed from the throttle body T to the tank portion. 5 is composed of a high-rigidity short pipe portion 4 that forms an introduction path 9 for introducing air into the surge chamber 10 in the interior 5, so that when the mounting flange portion 1 is attached to the cylinder head Eh, the mounting flange portion 1 Can firmly support the tank portion 5 via the bridging portions 4 and 13. Therefore, during the operation of the engine E, the vibration of the tank part 5 can be well prevented, the generation of noise can be suppressed, the durability of each part can be prevented from being lowered due to the vibration, and the short pipe part 4 can also serve as a bridging part. This will simplify the structure.

また他方の架橋部１３は，断面コ字状のものを一対並べて構成されるので，その剛性を短管部４の剛性と釣り合わせることができ，取り付けフランジ部１によるタンク部５の支持を一層強固なものとすることができる。   Further, the other bridging portion 13 is formed by arranging a pair of U-shaped cross-sections, so that the rigidity can be balanced with the rigidity of the short pipe portion 4, and the mounting flange portion 1 can further support the tank portion 5. It can be strong.

そして，このような短管部４及び架橋部１３は，断面積が比較的大きいため，吸気マニフォルドＭのインジェクション成形時には，溶融樹脂が取り付けフランジ部１から短管部４及び架橋部１３を通してタンク部５全体に流れ込むことになり，成形性を向上させることができる。   And since such a short pipe part 4 and the bridge | bridging part 13 have a comparatively large cross-sectional area, at the time of injection molding of the intake manifold M, a molten resin passes through the short pipe part 4 and the bridge | bridging part 13 from the attachment flange part 1, and a tank part. 5 will flow into the whole, and the moldability can be improved.

本発明は上記実施例に限定されるものではなく，その要旨を逸脱しない範囲で種々の設計変更が可能である。例えば，本発明は，上記４気筒以外の多気筒エンジン用にも適用することができる。   The present invention is not limited to the above embodiment, and various design changes can be made without departing from the scope of the invention. For example, the present invention can be applied to a multi-cylinder engine other than the above-described four cylinders.

本発明の吸気制御装置をエンジンへの取り付け状態で示す側面図。The side view which shows the intake control apparatus of this invention in the attachment state to an engine. 図１の２−２線断面図。FIG. 2 is a sectional view taken along line 2-2 in FIG. 1. 図１の３矢視図。FIG. 3 is a view taken in the direction of arrow 3 in FIG. 1. 図１の４−４線断面図。FIG. 4 is a sectional view taken along line 4-4 of FIG. 図２の５−５線断面図（低速吸気モードの吸気マニフォルド内部を示す。）。FIG. 5 is a cross-sectional view taken along line 5-5 of FIG. 高速吸気モードの吸気マニフォルド内部を示す，図５との対応図。FIG. 6 is a view corresponding to FIG. 5 showing the inside of the intake manifold in the high-speed intake mode. 吸気マニフォルドの第１ブロックの内側面。Inner side of the first block of the intake manifold. 吸気マニフォルドの第２ブロックの内側面。Inner side of the second block of the intake manifold. 図７の９−９線断面図。FIG. 9 is a cross-sectional view taken along line 9-9 in FIG. 7. 吸気マニフォルド内に設置されるバタフライ型開閉弁の底面図。The bottom view of the butterfly type on-off valve installed in the intake manifold. 同開閉弁の側面図。The side view of the on-off valve.

符号の説明Explanation of symbols

Ｅ・・・・・エンジン
Ｍ・・・・・吸気マニフォルド
Ｖ・・・・・バタフライ型開閉弁
１２・・・・吸気路（第２吸気路） １５・・・・弁ケース
１６・・・・弁孔
１７・・・・弁軸
１８・・・・軸受孔
１９・・・・弁板
２０・・・・支持ボス
２１・・・・連結ボス
２２・・・・締結部材（締結ボルト）
２４・・・・縦リブ
２５・・・・横リブ
３０・・・・アクチュエータ（電動モータ） E ... Engine M ... Intake manifold V ... Butterfly type on-off valve 12 ... Intake passage (second intake passage) 15 ... Valve case 16 ... Valve hole 17 ... Valve shaft 18 ... Bearing hole 19 ... Valve plate 20 ... Support boss 21 ... Connection boss 22 ... Fastening member (fastening bolt)
24 ··· Vertical rib 25 ··· Horizontal rib 30 ··· Actuator (electric motor)

Claims (4)

合成樹脂製の吸気マニフォルド（Ｍ）と，この吸気マニフォルド（Ｍ）内に設置され，この吸気マニフォルド（Ｍ）内の複数の吸気路（１２，１２…）を開閉することで，吸気マニフォルド（Ｍ）内をエンジン（Ｅ）の低速運転に適応する低速吸気モードと高速運転に適応する高速吸気モードとに切り換え得るバタフライ型の開閉弁（Ｖ）と，この開閉弁（Ｖ）を作動するアクチュエータ（３０）とを備える，エンジン用吸気制御装置において，
前記開閉弁（Ｖ）を，複数の弁孔（１６，１６…）を有すると共に，これら弁孔（１６，１６…）が前記吸気路（１２，１２…）に連なるように前記吸気マニフォルド（Ｍ）の内壁に締結部材（２２）により複数箇所で締結される弁ケース（１５）と，前記弁孔（１６，１６…）を横断しながら前記弁ケース（１５）に回転自在に支承されると共に，前記アクチュエータ（３０）に連結される弁軸（１７）と，この弁軸（１７）に取り付けられて前記弁孔（１６，１６…）を開閉する複数の弁板（１９，１９…）とで構成し，前記複数の締結箇所間での前記弁ケース（１５）の剛性を，前記複数の締結箇所間での前記吸気マニフォルド（Ｍ）の剛性より大としたことを特徴とする，エンジン用吸気制御装置。 An intake manifold (M) made of synthetic resin and an intake manifold (M) installed in the intake manifold (M) and opening and closing a plurality of intake passages (12, 12,...) In the intake manifold (M) ) Butterfly type on-off valve (V) that can be switched between a low-speed intake mode adapted to low-speed operation of the engine (E) and a high-speed intake mode adapted to high-speed operation, and an actuator ( 30), an intake control device for an engine,
The on-off valve (V) has a plurality of valve holes (16, 16,...), And the intake manifold (M) such that these valve holes (16, 16...) Are connected to the intake passage (12, 12...). ) And a valve case (15) fastened to the inner wall by a fastening member (22), and rotatably supported by the valve case (15) while traversing the valve holes (16, 16,...) , A valve shaft (17) connected to the actuator (30), and a plurality of valve plates (19, 19 ...) attached to the valve shaft (17) for opening and closing the valve holes (16, 16 ...). The rigidity of the valve case (15) between the plurality of fastening points is made larger than the rigidity of the intake manifold (M) between the plurality of fastening points. Intake control device. 請求項１記載のエンジン用吸気制御装置において，
前記弁ケース（１５）には，前記複数の締結箇所間に亙る複数条の縦リブ（２４，２４…）と，これら縦リブ（２４，２４…）と交差する複数条の横リブ（２５，２５…）とを一体に形成したことを特徴とする，エンジン用吸気制御装置。 The intake control apparatus for an engine according to claim 1,
The valve case (15) includes a plurality of vertical ribs (24, 24 ...) extending between the plurality of fastening points, and a plurality of horizontal ribs (25, 24 ...) intersecting the vertical ribs (24, 24 ...). 25 ...), and an intake control device for an engine. 請求項２記載のエンジン用吸気制御装置において，
前記弁ケース（１５）を鋳造製としたことを特徴とする，エンジン用吸気制御装置。 The intake control apparatus for an engine according to claim 2,
An intake control device for an engine, wherein the valve case (15) is made of a casting. 請求項１〜３記載のエンジン用吸気制御装置において，
前記弁ケース（１５）を，全ての前記弁板（１９，１９…）に対して共通する単一部材となし，この弁ケース（１５）を，前記弁軸（１７）の軸方向に沿う両端部の２点で前記吸気マニフォルド（Ｍ）に締結したことを特徴とする，エンジン用吸気制御装置。 The engine intake control device according to any one of claims 1 to 3,
The valve case (15) is formed as a single member common to all the valve plates (19, 19,...), And the valve case (15) is arranged at both ends along the axial direction of the valve shaft (17). An intake control device for an engine, wherein the intake manifold is fastened to the intake manifold (M) at two points.
JP2005195260A 2005-07-04 2005-07-04 Engine intake control system Active JP4625379B2 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2005195260A JP4625379B2 (en) 2005-07-04 2005-07-04 Engine intake control system
EP06013760.1A EP1748167B1 (en) 2005-07-04 2006-07-03 Engine intake control device
CNB2006100957776A CN100473808C (en) 2005-07-04 2006-07-04 Engine intake control device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2005195260A JP4625379B2 (en) 2005-07-04 2005-07-04 Engine intake control system

Publications (2)

Publication Number Publication Date
JP2007009883A true JP2007009883A (en) 2007-01-18
JP4625379B2 JP4625379B2 (en) 2011-02-02

Family

ID=37597148

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2005195260A Active JP4625379B2 (en) 2005-07-04 2005-07-04 Engine intake control system

Country Status (2)

Country Link
JP (1) JP4625379B2 (en)
CN (1) CN100473808C (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008298054A (en) * 2007-06-04 2008-12-11 Honda Motor Co Ltd Engine air-intake controller
US7997247B2 (en) 2007-06-04 2011-08-16 Honda Motor Co., Ltd. Engine intake control system
JP2014136999A (en) * 2013-01-16 2014-07-28 Yanmar Co Ltd Engine device
JP2014231771A (en) * 2013-05-29 2014-12-11 アイシン精機株式会社 Intake system

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102926858A (en) * 2012-11-20 2013-02-13 中国嘉陵工业股份有限公司（集团） Variable volume air inlet resonant cavity applied to engine
DE102014207566A1 (en) * 2014-04-22 2015-10-22 Röchling Automotive SE & Co. KG Car air damper arrangement with sensory position detection

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0849550A (en) * 1994-05-19 1996-02-20 Dr Ing H C F Porsche Ag Suction system of multicylinder internal combustion engine
JP2002339821A (en) * 2001-05-15 2002-11-27 Keihin Corp Intake device of multicylinder engine
JP2003083184A (en) * 2001-09-12 2003-03-19 Honda Motor Co Ltd Intake device for multicylinder internal combustion engine
JP2003138944A (en) * 2001-10-29 2003-05-14 Honda Motor Co Ltd Intake device of v-internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0849550A (en) * 1994-05-19 1996-02-20 Dr Ing H C F Porsche Ag Suction system of multicylinder internal combustion engine
JP2002339821A (en) * 2001-05-15 2002-11-27 Keihin Corp Intake device of multicylinder engine
JP2003083184A (en) * 2001-09-12 2003-03-19 Honda Motor Co Ltd Intake device for multicylinder internal combustion engine
JP2003138944A (en) * 2001-10-29 2003-05-14 Honda Motor Co Ltd Intake device of v-internal combustion engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008298054A (en) * 2007-06-04 2008-12-11 Honda Motor Co Ltd Engine air-intake controller
US7997247B2 (en) 2007-06-04 2011-08-16 Honda Motor Co., Ltd. Engine intake control system
JP2014136999A (en) * 2013-01-16 2014-07-28 Yanmar Co Ltd Engine device
JP2014231771A (en) * 2013-05-29 2014-12-11 アイシン精機株式会社 Intake system

Also Published As

Publication number Publication date
JP4625379B2 (en) 2011-02-02
CN100473808C (en) 2009-04-01
CN1891996A (en) 2007-01-10

Similar Documents

Publication Publication Date Title
JP4722800B2 (en) Multi-cylinder internal combustion engine with a resonator
JP4728195B2 (en) Engine intake control device
JP4896822B2 (en) Intake manifold for internal combustion engines
JP4625379B2 (en) Engine intake control system
JP2019157800A (en) Internal combustion engine
JP2005002941A (en) Intake manifold
JP4573714B2 (en) Intake manifold made of synthetic resin
JP2006322423A (en) Fast idle air amount controller in motorcycle with side stand
JP4780441B2 (en) Outside air intake structure of outboard motor
US7503302B2 (en) Intake device for outboard motors
JP5120478B2 (en) Outside air intake structure of outboard motor
EP1748167B1 (en) Engine intake control device
JP2006233907A (en) Intake control device
JP4788458B2 (en) Outboard motor intake system
JP4671952B2 (en) Intake manifold for multi-cylinder internal combustion engines
JP3610772B2 (en) Variable intake system for V-type internal combustion engine
JP5932522B2 (en) Intake device for multi-cylinder engine
JP4352829B2 (en) Intake device for V-type internal combustion engine
JP4493890B2 (en) Intake device for multi-cylinder internal combustion engine
JP4735402B2 (en) Outboard motor intake system
JP3403947B2 (en) Intake manifold for V-type multi-cylinder internal combustion engine
JP2002276490A (en) Vibration control fixing structure for intake manifold
JP3489389B2 (en) Intake device for a multi-cylinder internal combustion engine
JP4950975B2 (en) Intake device for multi-cylinder internal combustion engine
JP2003097242A (en) Intake manifold of multicylinder internal combustion engine

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20080514

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20100415

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20100421

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20100621

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20100714

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20100913

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20101020

A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20101105

R150 Certificate of patent or registration of utility model

Ref document number: 4625379

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

Free format text: JAPANESE INTERMEDIATE CODE: R150

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20131112

Year of fee payment: 3

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

S111 Request for change of ownership or part of ownership

Free format text: JAPANESE INTERMEDIATE CODE: R313115

R360 Written notification for declining of transfer of rights

Free format text: JAPANESE INTERMEDIATE CODE: R360

R360 Written notification for declining of transfer of rights

Free format text: JAPANESE INTERMEDIATE CODE: R360

R371 Transfer withdrawn

Free format text: JAPANESE INTERMEDIATE CODE: R371

S111 Request for change of ownership or part of ownership

Free format text: JAPANESE INTERMEDIATE CODE: R313115

R350 Written notification of registration of transfer

Free format text: JAPANESE INTERMEDIATE CODE: R350

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250