JP2017218962A - Exhaust valve structure of vehicle - Google Patents

Exhaust valve structure of vehicle Download PDF

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Publication number
JP2017218962A
JP2017218962A JP2016113594A JP2016113594A JP2017218962A JP 2017218962 A JP2017218962 A JP 2017218962A JP 2016113594 A JP2016113594 A JP 2016113594A JP 2016113594 A JP2016113594 A JP 2016113594A JP 2017218962 A JP2017218962 A JP 2017218962A
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Prior art keywords
joint member
exhaust valve
slits
valve structure
actuator
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JP2016113594A
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JP6767174B2 (en
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義隆 古賀
Yoshitaka Koga
義隆 古賀
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Mikuni Corp
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Mikuni Corp
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Priority to JP2016113594A priority Critical patent/JP6767174B2/en
Priority to PCT/JP2017/020859 priority patent/WO2017213095A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/50—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K1/00—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces
    • F16K1/32—Details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K49/00—Means in or on valves for heating or cooling

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Exhaust Silencers (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide an exhaust valve structure of a vehicle capable of protecting an actuator by accomplishing high heat insulation characteristics.SOLUTION: An exhaust valve 5 is supported by a turning shaft 3 within an exhaust passage 2 in such a way that it can be opened or closed, and an output shaft 8a of an actuator 8 arranged near the exhaust passage 2 is oppositely faced against the turning shaft 3 and connected by a joint member 9 made of metallic material. An outer peripheral surface of the joint member 9 is formed with slits 9a alternatively arranged from two directions with their phases being oppositely faced against an axis line L by 180°, and a plate-like conduction part 9b between each of the slits 9a is formed to be continuous in a direction of axis line through a connecting part 9c left at the deepest part of each of the slits 9a, thereby a thermal conduction path within the joint member 9 is extended and also a thermal conduction area is reduced. In addition, either a shape or an arrangement of the slits 9a is set in such a way that a sufficient rigidity can be assured at the joint member 9 and an elastic deformation of the joint member 9 in its twisting direction at the time of transmittance of rotation is restricted.SELECTED DRAWING: Figure 1

Description

本発明は、車両の排気バルブ構造に係り、詳しくは車両の排気通路に設けられた排気バルブをアクチュエータにより開閉駆動する排気バルブ構造に関する。   The present invention relates to an exhaust valve structure for a vehicle, and more particularly to an exhaust valve structure for opening and closing an exhaust valve provided in an exhaust passage of the vehicle by an actuator.

４輪車両や２輪車両の排気通路には排気バルブが設けられる場合があり、排気騒音の低減や排気音質の切換、或いは排気熱を利用したエンジンの早期暖機等のような種々の用途に利用されている。例えば排気騒音を低減する場合には、排気通路に設けた排気バルブを閉側に駆動して排ガスの流通を制限する。また排気音質を切り換える場合には、通常は消音器に案内される排ガスを排気バルブの開閉により消音器を迂回するように導いて音圧を高める。またエンジンを早期暖機する場合には、排気バルブの開閉により排ガスをエンジン側に導いてその熱でエンジンを昇温する。   An exhaust valve may be provided in the exhaust passage of a four-wheeled vehicle or a two-wheeled vehicle, and is used for various applications such as reduction of exhaust noise, switching of exhaust sound quality, or early warm-up of an engine using exhaust heat. It's being used. For example, when reducing the exhaust noise, the exhaust valve provided in the exhaust passage is driven to the closed side to restrict the flow of the exhaust gas. Also, when switching the exhaust sound quality, the exhaust pressure usually guided to the silencer is guided to bypass the silencer by opening and closing the exhaust valve to increase the sound pressure. When the engine is warmed up early, exhaust gas is guided to the engine side by opening and closing the exhaust valve, and the temperature of the engine is raised by the heat.

何れの用途においても、排気バルブをアクチュエータにより開閉駆動する必要があり、そのために、例えば特許文献１に記載のような排気バルブ構造が採られている。当該特許文献１の技術では、排気通路内で排気バルブを開閉可能に支持すると共に、排気通路にブラケットを介してアクチュエータを固定支持し、アクチュエータの出力軸をジョイント部材を介して回動軸に連結している。   In any application, it is necessary to open and close the exhaust valve by an actuator. For this purpose, an exhaust valve structure as described in Patent Document 1, for example, is employed. In the technique of Patent Document 1, the exhaust valve is supported in the exhaust passage so that it can be opened and closed, the actuator is fixedly supported in the exhaust passage via a bracket, and the output shaft of the actuator is connected to the rotating shaft via a joint member. doing.

排気バルブ構造の組立の際に、アクチュエータの出力軸と排気バルブの回動軸との間に偏芯や偏角が生じる場合があることから、偏芯や偏角を吸収可能な可撓性を付与するために、ジョイント部材はバネ鋼からなる線材をＣ字状に湾曲形成して製作されている。   When assembling the exhaust valve structure, there may be eccentricity or declination between the output shaft of the actuator and the rotation axis of the exhaust valve. In order to apply, the joint member is manufactured by bending a wire made of spring steel into a C shape.

ＤＥ１０２００９０１３８１５Ａ１DE102009013815A1

ところで、本発明の車両の排気バルブ構造では、高温（例えば800°程度）の排気通路内に配設された排気バルブを開閉するために、その近接位置にアクチュエータが配設されてジョイント部材を介して連結されている。そして、アクチュエータに内蔵されたモータやプラスチック製のギヤ等は熱に弱いことから、ジョイント部材には高い断熱性が要求される。   By the way, in the exhaust valve structure for a vehicle according to the present invention, an actuator is disposed in the vicinity of the exhaust valve disposed in the exhaust passage at a high temperature (for example, about 800 °) via a joint member. Are connected. And since the motor built in the actuator, the plastic gear, etc. are weak to heat, the joint member is required to have high heat insulation.

しかしながら、特許文献１に記載の排気バルブ構造では、ジョイント部材を介して多量の熱がアクチュエータに伝達され、故障等のトラブルを引き起こしてしまうという問題があった。   However, the exhaust valve structure described in Patent Document 1 has a problem that a large amount of heat is transmitted to the actuator via the joint member, causing troubles such as failure.

本発明はこのような問題点を解決するためになされたもので、その目的とするところは、高い断熱性を達成してアクチュエータを保護することができる車両の排気バルブ構造を提供することにある。   The present invention has been made to solve such problems, and an object of the present invention is to provide a vehicle exhaust valve structure that can achieve high heat insulation and protect an actuator. .

上記の目的を達成するため、本発明の車両の排気バルブ構造は、排気通路内で排気バルブを回動軸により開閉可能に支持し、該排気バルブの駆動用のアクチュエータを前記排気通路の近傍に配設し、該アクチュエータの出力軸を前記回動軸に対して軸線を一致させて相対向させると共に、該出力軸と前記回動軸とをジョイント部材を介して連結した車両の排気バルブ構造において、前記ジョイント部材は金属材料からなり、その外側面に前記軸線に対して異なる位相で複数のスリットが前記軸線方向に並設されることにより、前記各スリットの最奧部に残された連結部を介して各スリット間の板状伝導部が互いに連結されて前記軸線方向に連なった形状をなしたことを特徴とする（請求項１）。   In order to achieve the above object, an exhaust valve structure for a vehicle according to the present invention supports an exhaust valve in an exhaust passage so that the exhaust valve can be opened and closed by a rotating shaft, and an actuator for driving the exhaust valve is located near the exhaust passage. In an exhaust valve structure for a vehicle in which the output shaft of the actuator is opposed to the rotation shaft with the axis line coincident with each other, and the output shaft and the rotation shaft are connected via a joint member. The joint member is made of a metal material, and a plurality of slits arranged in parallel in the axial direction with different phases with respect to the axial line on the outer surface thereof, the connecting portion left at the most distal portion of each slit The plate-like conductive portions between the slits are connected to each other via a gap to form a shape that is continuous in the axial direction (Claim 1).

このように構成した車両の排気バルブ構造によれば、各連結部を介して板状伝導部が互いに連結されて軸線方向に連なっているため、排気バルブからの熱がジグザグ状の経路を辿って熱伝導されて熱伝導経路が延長化される。これと共に熱伝導面積が板状伝導部や連結部の断面積相当に制限されて縮小されることから、ジョイント部材の断熱性が高いものとなる。また、ジョイント部材の表面積の増加により熱の多くが走行風に奪われる。これらの要因により、ジョイント部材を介してアクチュエータに伝達される熱量を減少可能となる。   According to the exhaust valve structure for a vehicle configured as described above, the plate-like conductive portions are connected to each other via the connecting portions and are connected in the axial direction, so that the heat from the exhaust valve follows a zigzag path. Heat conduction is performed to extend the heat conduction path. At the same time, the heat conduction area is limited to be equivalent to the cross-sectional areas of the plate-like conduction part and the connecting part and is reduced, so that the heat insulating property of the joint member becomes high. Moreover, much heat is taken away by the traveling wind due to the increase in the surface area of the joint member. Due to these factors, the amount of heat transferred to the actuator via the joint member can be reduced.

その他の態様として、前記ジョイント部材が、弾性変形を抑制しつつ前記アクチュエータの出力軸の回転を前記排気バルブの回動軸に伝達可能な剛性を備えることが好ましい（請求項２）。
このように構成した車両の排気バルブ構造によれば、十分な剛性を有するジョイント部材を介してアクチュエータの出力軸の回転が正確に排気バルブの回動軸に伝達されるため、高い制御性を実現可能となる。 As another aspect, it is preferable that the joint member has rigidity capable of transmitting the rotation of the output shaft of the actuator to the rotation shaft of the exhaust valve while suppressing elastic deformation.
According to the exhaust valve structure of the vehicle configured as described above, the rotation of the output shaft of the actuator is accurately transmitted to the rotation shaft of the exhaust valve via the joint member having sufficient rigidity, thereby realizing high controllability. It becomes possible.

その他の態様として、前記板状伝導部を介して隣り合う前記連結部が、前記軸線方向から見て互いに重なることなく配置されることが好ましい（請求項３）。
このように構成した車両の排気バルブ構造によれば、板状伝導部を介して隣り合う連結部が軸線方向から見て互いに重なっていないため、熱伝導経路が延長化される。 As another aspect, it is preferable that the connecting portions adjacent to each other via the plate-like conductive portion are arranged so as not to overlap each other when viewed from the axial direction.
According to the exhaust valve structure for a vehicle configured as described above, the connecting portions adjacent to each other via the plate-like conductive portion do not overlap each other when viewed from the axial direction, and thus the heat conduction path is extended.

その他の態様として、前記スリットが、前記ジョイント部材の軸線に対して略180°位相を対向させた２方向から交互に形成されることが好ましい（請求項４）。
このように構成した車両の排気バルブ構造によれば、スリットが軸線に対して略180°位相を対向させた２方向から交互に形成されるため、板状伝導部を介して隣り合う連結部が最も離間した位置に配置されて熱伝導経路が延長化される。 As another aspect, it is preferable that the slits are alternately formed from two directions in which a phase of approximately 180 ° is opposed to the axis of the joint member.
According to the exhaust valve structure for a vehicle configured as described above, since the slits are alternately formed from two directions whose phases are opposed to each other by approximately 180 ° with respect to the axis, the adjacent connecting portions are interposed via the plate-like conductive portions. The heat conduction path is extended by being arranged at the most separated position.

その他の態様として、前記ジョイント部材を、メタルインジェクション法により製作することが好ましい（請求項５）。
このように構成した車両の排気バルブ構造によれば、メタルインジェクション法の適用によりジョイント部材を容易且つ安価に製造可能となる。 As another aspect, the joint member is preferably manufactured by a metal injection method (Claim 5).
According to the exhaust valve structure for a vehicle configured as described above, the joint member can be easily and inexpensively manufactured by applying the metal injection method.

その他の態様として、前記ジョイント部材を、ロストワックス法により製作することが好ましい（請求項６）。
このように構成した車両の排気バルブ構造によれば、ロストワックス法の適用によりジョイント部材を容易且つ安価に製造可能となる。 As another aspect, the joint member is preferably manufactured by a lost wax method.
According to the exhaust valve structure for a vehicle configured as described above, the joint member can be easily and inexpensively manufactured by applying the lost wax method.

本発明の車両の排気バルブ構造によれば、高い断熱性を達成してアクチュエータを保護することができる。   According to the exhaust valve structure for a vehicle of the present invention, high heat insulation can be achieved and the actuator can be protected.

実施形態の排気バルブ構造が適用された４輪車両の排気通路を後方より見た断面図である。It is sectional drawing which looked at the exhaust passage of the four-wheeled vehicle to which the exhaust valve structure of embodiment was applied from back. 第１実施形態のジョイント部材を示す正面図である。It is a front view which shows the joint member of 1st Embodiment. 同じくジョイント部材を示す図２のIII−III線断面図である。FIG. 3 is a cross-sectional view taken along line III-III in FIG. 2, similarly showing a joint member. 回転伝達時のジョイント部材の捩り方向の変形量を従来技術と比較した試験結果である。It is the test result which compared the deformation amount of the twist direction of the joint member at the time of rotation transmission with the prior art. ジョイント部材を経てアクチュエータに伝達される熱量を従来技術と比較した試験結果である。It is a test result which compared with the prior art the amount of heat transmitted to an actuator via a joint member. 第２実施形態のジョイント部材を示す正面図である。It is a front view which shows the joint member of 2nd Embodiment. 同じくジョイント部材を示す図６のVII−VII線断面図である。FIG. 7 is a sectional view taken along the line VII-VII in FIG. 6, similarly showing the joint member. 第３実施形態のジョイント部材を示す正面図である。It is a front view which shows the joint member of 3rd Embodiment. 同じくジョイント部材を示す縦断面図である。It is a longitudinal cross-sectional view which similarly shows a joint member. 同じくジョイント部材を示す図８のX−X線断面図である。FIG. 9 is a cross-sectional view taken along the line XX of FIG. 8 showing the joint member.

［第１実施形態］
以下、本発明を４輪車両の排気バルブ構造に具体化した第１実施形態を説明する。
図１は本実施形態の排気バルブ構造１が適用された４輪車両の排気通路を後方より見た断面図である。なお、以下の説明の上下に関する記載は、あくまで図面上の方向であり、構造的な限定ではない。 [First Embodiment]
Hereinafter, a first embodiment in which the present invention is embodied in an exhaust valve structure of a four-wheel vehicle will be described.
FIG. 1 is a cross-sectional view of an exhaust passage of a four-wheel vehicle to which the exhaust valve structure 1 of the present embodiment is applied as viewed from the rear. In addition, the description regarding the upper and lower sides of the following description is a direction on drawing to the last, and is not structural limitation.

排気通路２は車両の床下で前後方向に延設されており、図示はしないが、その前端はエンジンの排気マニホールドに連結され、後端は消音器に連結されている。排気通路２は円筒断面のパイプ状をなし、図１ではその上側約半分が示されている。排気通路２には上下方向に貫通するように回動軸３が配設され、回動軸３の上下両端は軸受け４（上側のみ示す）に回動可能に支持されている。   The exhaust passage 2 extends in the front-rear direction under the floor of the vehicle. Although not shown, the front end is connected to the exhaust manifold of the engine and the rear end is connected to the silencer. The exhaust passage 2 is in the form of a pipe having a cylindrical cross section, and its upper half is shown in FIG. A rotation shaft 3 is disposed in the exhaust passage 2 so as to penetrate in the vertical direction, and both upper and lower ends of the rotation shaft 3 are rotatably supported by a bearing 4 (only the upper side is shown).

排気通路２内において回動軸３には円盤状をなすバタフライ式の排気バルブ５が固定され、回動軸３と共に軸線Ｌ（後述するジョイント部材９の軸線でもある）を中心として回動し得る。本実施形態の排気バルブ５は排気騒音の低減を目的としたものであり、通常時には図に示す排気流通方向に沿った開位置に切り換えられて排ガスの流通を許容している。そして、例えばエンジンの高回転域では排気バルブ５が所定開度まで閉じた閉位置に切り換えられ、排ガスの流通を制限して排気騒音を低減する。但し、本発明の排気バルブ５の機能はこれに限るものではなく、種々の用途に適用可能である。   A disk-shaped butterfly exhaust valve 5 is fixed to the rotation shaft 3 in the exhaust passage 2 and can rotate about the axis L (also an axis of a joint member 9 described later) together with the rotation shaft 3. . The exhaust valve 5 of the present embodiment is intended to reduce exhaust noise, and is normally switched to an open position along the exhaust circulation direction shown in the drawing to allow the exhaust gas to flow. Then, for example, in a high engine speed range, the exhaust valve 5 is switched to a closed position where the exhaust valve 5 is closed to a predetermined opening, thereby restricting the flow of exhaust gas and reducing exhaust noise. However, the function of the exhaust valve 5 of the present invention is not limited to this, and can be applied to various uses.

排気通路２上には鋼板を折曲形成したブラケット６の一対の脚部６ａが溶接され、両脚部６ａの上部を連結する本体面６ｂ上にはベース板７が溶接されている。ベース板７上には排気バルブ５を開閉駆動するためのアクチュエータ８が図示しないビスにより固定され、アクチュエータ８の出力軸８ａは上記軸線Ｌと一致した位置でベース板７及びブラケット６の本体面６ｂを貫通して下方に突出している。結果として出力軸８ａは、排気通路２から上方に突出した排気バルブ５の回動軸３に対して所定の間隔をおいて相対向し、これらの出力軸８ａと回動軸３との間には軸線Ｌ上に位置するようにジョイント部材９が配設されている。   A pair of leg portions 6a of a bracket 6 formed by bending a steel plate is welded on the exhaust passage 2, and a base plate 7 is welded on a main body surface 6b connecting the upper portions of both leg portions 6a. An actuator 8 for opening and closing the exhaust valve 5 is fixed on the base plate 7 with a screw (not shown). And protrudes downward. As a result, the output shaft 8a opposes the rotational shaft 3 of the exhaust valve 5 protruding upward from the exhaust passage 2 with a predetermined interval, and between the output shaft 8a and the rotational shaft 3. The joint member 9 is disposed so as to be positioned on the axis L.

ジョイント部材９の構成については後述するが、このジョイント部材９によりアクチュエータ８の出力軸８ａと排気バルブ５の回動軸３とが連結されている。即ち、ジョイント部材９の上部には板状の係合片１０が突設され、アクチュエータ８の出力軸８ａの先端には係合溝１１が形成され、係合片１０が係合溝１１内に嵌め込まれることにより出力軸８ａの回転がジョイント部材９の伝達されるようになっている。   Although the configuration of the joint member 9 will be described later, the output shaft 8 a of the actuator 8 and the rotating shaft 3 of the exhaust valve 5 are connected by the joint member 9. That is, a plate-like engagement piece 10 projects from the upper portion of the joint member 9, an engagement groove 11 is formed at the tip of the output shaft 8 a of the actuator 8, and the engagement piece 10 is placed in the engagement groove 11. The rotation of the output shaft 8a is transmitted to the joint member 9 by being fitted.

また、ジョイント部材９の下部には断面四角状の係合孔１２が凹設され、排気バルブ５の回動軸３の上端は同じく断面四角状の係合片１３が形成され、係合片１３が係合孔１２内に嵌め込まれることによりジョイント部材９の回転が回動軸３に伝達されるようになっている。   In addition, an engagement hole 12 having a square section is formed in the lower portion of the joint member 9, and an engagement piece 13 having a square section is formed on the upper end of the rotation shaft 3 of the exhaust valve 5. Is inserted into the engagement hole 12 so that the rotation of the joint member 9 is transmitted to the rotation shaft 3.

次いで、ジョイント部材９の構成について説明する。
まず、ジョイント部材９の形状について述べる。
図２は第１実施形態のジョイント部材９を示す正面図、図３は同じくジョイント部材９を示す図２のIII−III線断面図である。 Next, the configuration of the joint member 9 will be described.
First, the shape of the joint member 9 will be described.
2 is a front view showing the joint member 9 of the first embodiment, and FIG. 3 is a sectional view taken along the line III-III of FIG.

全体としてジョイント部材９は軸線Ｌに沿って上下方向に延びる円筒状をなし、上記したように上部には係合片１０が突設され、下部には係合孔１２が凹設されている。ジョイント部材９の外周面には、軸線Ｌに対して180°位相を対向させた２方向から交互にスリット９ａが形成され、各スリット９ａは軸線Ｌ方向に並設されている。軸線Ｌ方向において隣り合うスリット９ａ間には板状伝導部９ｂが形成され、軸線Ｌと直交する方向では各スリット９ａの深さがジョイント部材９の直径よりも浅いことから、各スリット９ａの最奧部に連結部９ｃが残されている。   As a whole, the joint member 9 has a cylindrical shape extending in the vertical direction along the axis L, and as described above, the engaging piece 10 protrudes from the upper part and the engaging hole 12 is recessed from the lower part. On the outer peripheral surface of the joint member 9, slits 9 a are alternately formed from two directions whose phases are opposed to the axis L by 180 °, and the slits 9 a are arranged in parallel in the direction of the axis L. A plate-like conductive portion 9b is formed between the slits 9a adjacent to each other in the axis L direction, and the depth of each slit 9a is shallower than the diameter of the joint member 9 in the direction orthogonal to the axis L. The connecting part 9c is left in the collar part.

結果として、板状伝導部９ｂは各スリット９ａにより軸線Ｌ方向に分断されると共に、各連結部９ｃを介して互いに連結されており、このような複数の板状伝導部９ｂが軸線Ｌ方向に連なることでジョイント部材９が構成されている。   As a result, the plate-like conductive portions 9b are divided in the direction of the axis L by the respective slits 9a and are connected to each other via the respective connecting portions 9c, and such a plurality of plate-like conductive portions 9b are connected in the direction of the axis L. The joint member 9 is configured by being connected.

なお本実施形態では、スリット９ａの最奧部側ほど幅狭となるようにスリット９ａがテーパ状断面に形成されているが、スリット９ａの断面形状はこれに限定されるものではない。また本実施形態では、軸線Ｌに対して直交する方向からスリット９ａを形成したが、完全な直交方向である必要はなく、スリット９ａの形成方向を直交方向以外としてもよい。   In the present embodiment, the slit 9a is formed in a tapered cross section so as to be narrower toward the extrememost side of the slit 9a, but the cross-sectional shape of the slit 9a is not limited to this. In the present embodiment, the slit 9a is formed from a direction orthogonal to the axis L, but it is not necessary to be a complete orthogonal direction, and the formation direction of the slit 9a may be other than the orthogonal direction.

そして、以下に述べるジョイント部材９の材質を前提として、各スリット９ａの形成後においてもジョイント部材９に十分な剛性が確保されるように、スリット９ａの形状や配置等が設定されている。より具体的には、回転伝達の際のジョイント部材９の軸線Ｌを中心とした捩り方向への弾性変形は、板状伝導部９ｂや連結部９ｃの撓みに起因することから、スリット９ａの形成により板状伝導部９ｂや連結部９ｃの肉厚が必要以上に減少しないように、スリット９ａの形状や配置等が設定されている。但し、以下に述べるように板状伝導部９ｂや連結部９ｃの過剰な肉厚は熱伝達面積の増大による断熱性の低下を引き起こすことから、両者のバランスを考慮した上で設定されている。   Based on the material of the joint member 9 described below, the shape, arrangement, and the like of the slit 9a are set so that sufficient rigidity is secured to the joint member 9 even after the formation of each slit 9a. More specifically, since the elastic deformation in the torsional direction around the axis L of the joint member 9 at the time of rotation transmission is caused by the bending of the plate-like conductive portion 9b and the connecting portion 9c, the slit 9a is formed. Therefore, the shape and arrangement of the slits 9a are set so that the thickness of the plate-like conductive portion 9b and the connecting portion 9c is not reduced more than necessary. However, as described below, an excessive thickness of the plate-like conductive portion 9b and the connecting portion 9c causes a decrease in heat insulation due to an increase in the heat transfer area, and thus is set in consideration of the balance between the two.

次いで、ジョイント部材９の材質及び製造方法について述べる。
ジョイント部材９の材質としては、高温環境での使用を考慮して耐熱性及び耐腐食性に優れたステンレス鋼（ＳＵＳ）や耐熱鋼（ＳＵＨ）等の金属材料、具体的には、ＳＵＳ３０３、ＳＵＳ３０４、ＳＵＳ３１６、ＳＵＳ４１０、ＳＵＳ４２０、ＳＵＳ４３０、ＳＵＳ４３１、ＳＵＳ６３０等が用いられている。 Next, the material and manufacturing method of the joint member 9 will be described.
The material of the joint member 9 is a metal material such as stainless steel (SUS) or heat resistant steel (SUH) that is excellent in heat resistance and corrosion resistance in consideration of use in a high temperature environment, specifically, SUS303, SUS304. SUS316, SUS410, SUS420, SUS430, SUS431, SUS630, etc. are used.

またジョイント部材９の製造方法としては、メタルインジェクション法（金属粉末射出成形法）が適用されている。当該製法は周知技術であるため概略説明にとどめるが、原料となる金属粉末とバインダー（結合剤）とを混合し、その混合物を金型に射出成形した後、成型品を真空炉で脱脂及び高温焼結して完成させる製法である。このメタルインジェクション法の適用により、例えば切削加工による製作等に比較してジョイント部材９を容易且つ安価に製造可能となる。なお、メタルインジェクション法に代えてロストワックス法による精密鋳造を適用してもよく、この場合でもジョイント部材９を容易且つ安価に製造可能となる。   Moreover, as a manufacturing method of the joint member 9, the metal injection method (metal powder injection molding method) is applied. Since the manufacturing method is a well-known technique, only a brief description will be given, but after mixing the raw metal powder and a binder (binder), the mixture is injection-molded into a mold, and then the molded product is degreased in a vacuum furnace and heated to a high temperature. It is a manufacturing method that is completed by sintering. Application of this metal injection method makes it possible to manufacture the joint member 9 easily and inexpensively, for example, as compared with production by cutting. Note that precision casting by the lost wax method may be applied instead of the metal injection method, and even in this case, the joint member 9 can be manufactured easily and inexpensively.

メタルインジェクション法は射出成形の一種であるため、少ない金型数で成形可能な製品形状が望ましく、上記したジョイント部材９の形状は剛性の確保のみならず、この点も考慮した結果である。即ち、図３に示すようにスリット９ａの形成方向に沿った金型のパーティングラインＰＬを設定することで、一対の金型によりジョイント部材９を形成可能としている。   Since the metal injection method is a kind of injection molding, a product shape that can be molded with a small number of molds is desirable, and the shape of the joint member 9 described above is a result of considering not only ensuring rigidity but also this point. That is, the joint member 9 can be formed by a pair of molds by setting a mold parting line PL along the formation direction of the slits 9a as shown in FIG.

以上のように構成されたジョイント部材９は十分な剛性を有するが故に、軸線Ｌを中心とした捩り方向への弾性変形を抑制しつつ、アクチュエータ８の出力軸８ａの回転を正確に排気バルブ５の回動軸３に伝達可能である。よって、常にアクチュエータ８の制御量に対応して排気バルブ５を開閉駆動でき、これにより高い制御性を実現することができる。   Since the joint member 9 configured as described above has sufficient rigidity, the exhaust valve 5 can accurately rotate the output shaft 8a of the actuator 8 while suppressing elastic deformation in the torsional direction about the axis L. Can be transmitted to the rotary shaft 3. Therefore, the exhaust valve 5 can always be driven to open and close in accordance with the control amount of the actuator 8, thereby realizing high controllability.

また、排ガスで昇温された排気バルブ５からジョイント部材９に伝達された熱は、ジョイント部材９の最下段の板状伝導部９ｂからこれと連続する連結部９ｃを経て直上の板状伝導部９ｂに伝達され、さらにその板状伝導部９ｂからこれと連続する連結部９ｃを経て直上の板状伝導部９ｂに伝達され、以上を繰り返した後にアクチュエータ８の出力軸８ａに伝達される。   Further, the heat transmitted to the joint member 9 from the exhaust valve 5 heated by the exhaust gas flows from the lowermost plate-like conductive portion 9b of the joint member 9 to the plate-like conductive portion directly above via the connecting portion 9c continuous therewith. 9b, and further transmitted from the plate-like conductive portion 9b to the plate-like conductive portion 9b immediately above through the connecting portion 9c continuous therewith. After repeating the above, it is transmitted to the output shaft 8a of the actuator 8.

結果として排気バルブ５からの熱は、図２中に矢印で示すように、ジョイント部材９の下部から板状伝導部９ｂ、連結部９ｃ、板状伝導部９ｂ、連結部９ｃの順にジグザグ状の経路を辿って熱伝導されるため、熱伝導経路が大幅に延長化されると共に、熱伝導面積が板状伝導部９ｂや連結部９ｃの断面積相当に制限されて大幅に縮小される。これらの要因によりジョイント部材９の断熱性は非常に高いものとなり、ジョイント部材９を介してアクチュエータ８に伝達される熱量を減少させてアクチュエータ８を保護でき、これにより故障等のトラブルを未然に防止することができる。   As a result, the heat from the exhaust valve 5 is zigzag in the order of the plate-like conductive portion 9b, the connecting portion 9c, the plate-like conductive portion 9b, and the connecting portion 9c from the lower part of the joint member 9, as shown by the arrows in FIG. Since the heat conduction follows the path, the heat conduction path is greatly extended, and the heat conduction area is limited to the cross-sectional area of the plate-like conduction part 9b and the connecting part 9c to be greatly reduced. Due to these factors, the heat insulating property of the joint member 9 becomes very high, and the amount of heat transmitted to the actuator 8 through the joint member 9 can be reduced to protect the actuator 8, thereby preventing troubles such as failure. can do.

特に図３から明らかなように、本実施形態のジョイント部材９では、板状伝導部９ｂを介して隣り合う連結部９ｃが、軸線Ｌ方向から見て互いに重なることなく最も離間した位置（ジョイント部材９の直径方向の反対側）に配置されている。このためジョイント部材９の直径にほぼ相当する長い板状伝導部９ｂが形成され、同一のスリット数において最も熱伝導経路を延長化できることから、断熱性に関して非常に優れたものとなっている。   As is apparent from FIG. 3 in particular, in the joint member 9 of the present embodiment, the adjacent connecting portions 9c via the plate-like conductive portions 9b are located at the most spaced positions (joint members without overlapping each other when viewed from the axis L direction). 9 on the opposite side of the diameter direction). For this reason, a long plate-like conductive portion 9b substantially corresponding to the diameter of the joint member 9 is formed, and the heat conduction path can be extended most with the same number of slits, so that the heat insulation is very excellent.

加えて、スリット９ａの形成によりジョイント部材９の表面積は大幅に増加している。車両の走行中にジョイント部材９は常に走行風に晒されて冷却されており、その冷却作用は走行風との接触面積が広いほど高まる。このため本実施形態ではジョイント部材９の内部を伝達される熱の多くが走行風に奪われ、その分だけアクチュエータ８に伝達される熱量がさらに減少するため、この要因もトラブル未然に貢献する。   In addition, the surface area of the joint member 9 is greatly increased by the formation of the slits 9a. During traveling of the vehicle, the joint member 9 is always exposed to the traveling wind and cooled, and the cooling action increases as the contact area with the traveling wind increases. For this reason, in this embodiment, most of the heat transmitted through the inside of the joint member 9 is taken away by the traveling wind, and the amount of heat transmitted to the actuator 8 is further reduced by that amount. This factor also contributes to trouble.

図４は回転伝達時のジョイント部材９の捩り方向の変形量を従来技術（特許文献１）と比較した試験結果である。この図に示すように、本実施形態のジョイント部材９によれば捩り方向の変形量が従来技術のものと比較して３％にまで減少しており、この試験結果からも制御性の向上を証明できる。   FIG. 4 is a test result comparing the amount of deformation in the torsional direction of the joint member 9 during rotation transmission with that of the prior art (Patent Document 1). As shown in this figure, according to the joint member 9 of the present embodiment, the amount of deformation in the torsional direction is reduced to 3% compared to that of the prior art, and from this test result, the controllability is improved. I can prove it.

また、図５はジョイント部材９を経てアクチュエータ８に伝達される熱量を従来技術（特許文献１）と比較した試験結果である。この図に示すように、本実施形態のジョイント部材９によれば伝熱量が従来技術のものよりもさらに減少しており、この試験結果からも断熱性の向上を証明できる。   FIG. 5 is a test result comparing the amount of heat transferred to the actuator 8 through the joint member 9 with that of the prior art (Patent Document 1). As shown in this figure, according to the joint member 9 of the present embodiment, the amount of heat transfer is further reduced as compared with that of the prior art, and the improvement in heat insulation can be proved from this test result.

［第２実施形態］
次に、本発明を別の４輪車両の排気バルブ構造１に具体化した第２実施形態を説明する。
図６は第２実施形態のジョイント部材を示す正面図、図７は同じくジョイント部材を示す図６のVII−VII線断面図である。 [Second Embodiment]
Next, a second embodiment in which the present invention is embodied in another four-wheel vehicle exhaust valve structure 1 will be described.
FIG. 6 is a front view showing the joint member of the second embodiment, and FIG. 7 is a sectional view taken along the line VII-VII of FIG. 6 showing the joint member.

本実施形態のジョイント部材２１も、その上部をアクチュエータ８の出力軸８ａに、下部を排気バルブ５の回動軸３に連結するための連結構造が設けられている。連結構造の構成は第１実施形態と同様の連結構造を採用してもよいし、他の連結構造を採用してもよい。この点は、後述する第３実施形態についても同様である。   The joint member 21 of this embodiment is also provided with a connection structure for connecting the upper part to the output shaft 8 a of the actuator 8 and the lower part to the rotating shaft 3 of the exhaust valve 5. The connection structure may be the same connection structure as in the first embodiment, or another connection structure. This also applies to a third embodiment described later.

円筒状をなすジョイント部材２１の外周面には、軸線Ｌに対して90°位相をずらした３方向から交互にスリット２１ａが形成され、各スリット２１ａは軸線Ｌ方向に並設されている。第１実施形態と同じく隣り合うスリット２１ａ間の領域を板状伝導部２１ｂとし、各スリット２１ａの最奧部に残された領域を連結部２１ｃとし、各連結部２１ｃを介して各板状伝導部２１ｂが連結されて軸線Ｌ方向に連なっている。   On the outer peripheral surface of the joint member 21 having a cylindrical shape, slits 21a are alternately formed from three directions shifted in phase by 90 ° with respect to the axis L, and the slits 21a are arranged in parallel in the direction of the axis L. Similarly to the first embodiment, a region between adjacent slits 21a is a plate-like conductive portion 21b, and a region left at the most end of each slit 21a is a connecting portion 21c, and each plate-like conduction is made via each connecting portion 21c. The part 21b is connected and continues in the axis L direction.

ジョイント部材２１の材質としては、例えば第１実施形態で例示した金属が適宜選択され、また製造方法については、例えば特許文献２のカップリングと同様に、メタルソーにより各スリットを切削加工して製作されている。但し、金型数が増加するものの、第１実施形態のメタルインジェクション法を適用してもよい。この点も、後述する第３実施形態についても同様である。   As the material of the joint member 21, for example, the metal exemplified in the first embodiment is appropriately selected, and the manufacturing method is manufactured by cutting each slit with a metal saw, for example, similarly to the coupling of Patent Document 2. ing. However, although the number of molds increases, the metal injection method of the first embodiment may be applied. This also applies to a third embodiment described later.

そして本実施形態においても、ジョイント部材２１に十分な剛性が確保されるようにスリット２１ａの形状や配置等が設定されている。従って、重複する説明はしないが、捩り方向への弾性変形を抑制しつつアクチュエータ８の出力軸８ａの回転を正確に排気バルブ５の回動軸３に伝達して、その制御性を向上することができる。   Also in the present embodiment, the shape, arrangement, and the like of the slits 21a are set so that sufficient rigidity is ensured for the joint member 21. Therefore, although not redundantly described, the controllability is improved by accurately transmitting the rotation of the output shaft 8a of the actuator 8 to the rotating shaft 3 of the exhaust valve 5 while suppressing elastic deformation in the torsional direction. Can do.

また図７に示すように、軸線Ｌ方向で隣り合う連結部２１ｃは僅かな領域が互いに重なるだけで、大部分の領域は重なっていない。よって第１実施形態と同じく、排気バルブ５からの熱がジョイント部材２１の下部から板状伝導部２１ｂ、連結部２１ｃ、板状伝導部２１ｂ、連結部２１ｃの順にジグザグ状の経路を辿って熱伝導されて熱伝導経路が長くなり、且つ熱伝導面積が板状伝導部２１ｂや連結部２１ｃの断面積相当に制限されて縮小され、これにより断熱性が向上している。また、スリット２１ａの形成によりジョイント部材２１の表面積が増加しているため、走行風による冷却も期待できる。結果としてジョイント部材２１を介してアクチュエータ８に伝達される熱量を減少させて、故障等のトラブルを未然に防止することができる。   Further, as shown in FIG. 7, the connecting portions 21c adjacent in the direction of the axis L only have a few regions overlapping each other, and most of the regions do not overlap. Therefore, as in the first embodiment, heat from the exhaust valve 5 follows the zigzag path from the lower part of the joint member 21 in the order of the plate-like conductive portion 21b, the connecting portion 21c, the plate-like conductive portion 21b, and the connecting portion 21c. The heat conduction path is lengthened by conduction, and the heat conduction area is limited to be equivalent to the cross-sectional areas of the plate-like conduction part 21b and the coupling part 21c, thereby reducing heat insulation. Further, since the surface area of the joint member 21 is increased due to the formation of the slits 21a, cooling by running wind can be expected. As a result, the amount of heat transmitted to the actuator 8 via the joint member 21 can be reduced, and troubles such as failure can be prevented.

［第３実施形態］
次に、本発明を別の４輪車両の排気バルブ構造１に具体化した第３実施形態を説明する。
図８は第３実施形態のジョイント部材を示す正面図、図９は同じくジョイント部材を示す縦断面図、図１０は同じくジョイント部材を示す図８のX−X線断面図である。 [Third Embodiment]
Next, a third embodiment in which the present invention is embodied in another exhaust valve structure 1 for a four-wheel vehicle will be described.
FIG. 8 is a front view showing the joint member of the third embodiment, FIG. 9 is a longitudinal sectional view showing the joint member, and FIG. 10 is a sectional view taken along the line XX of FIG.

ジョイント部材３１は円筒状をなし、その中心には軸線Ｌに沿って貫通孔３１ｄが形成されている。ジョイント部材３１の外周面には、軸線Ｌ方向で一致する位置で軸線Ｌに対して180°位相を対向させた２方向から一対のスリット３１ａが形成され、これらのスリット３１ａを１組として、各組のスリット３１ａが軸線Ｌに対して交互に90°位相をずらしながら軸線Ｌ方向に並設されている。第１実施形態と同じく隣り合う各組のスリット３１ａ間の領域を板状伝導部３１ｂとし、各組のスリット３１ａ間に残された一対の領域を連結部３１ｃとし、各連結部３１ｃを介して各板状伝導部３１ｂが連結されて軸線Ｌ方向に連なっている。   The joint member 31 has a cylindrical shape, and a through hole 31d is formed along the axis L at the center thereof. On the outer peripheral surface of the joint member 31, a pair of slits 31a are formed from two directions with a phase opposite to the axis L at a position coincident with the axis L, and each of the slits 31a is set as one set. A pair of slits 31 a are arranged in parallel in the direction of the axis L while shifting the phase by 90 ° alternately with respect to the axis L. Similarly to the first embodiment, a region between adjacent sets of slits 31a is a plate-like conductive portion 31b, and a pair of regions remaining between the sets of slits 31a is a connecting portion 31c, and each connecting portion 31c is interposed via each connecting portion 31c. Each plate-like conduction part 31b is connected and continues in the direction of the axis L.

そして本実施形態においても、ジョイント部材３１に十分な剛性が確保されるようにスリット３１ａの形状や配置及び貫通孔３１ｄの内径等が設定されているため、捩り方向への弾性変形を抑制しつつアクチュエータ８の出力軸８ａの回転を正確に排気バルブ５の回動軸３に伝達して、その制御性を向上することができる。   Also in the present embodiment, the shape and arrangement of the slit 31a and the inner diameter of the through hole 31d are set so that sufficient rigidity is ensured in the joint member 31, so that elastic deformation in the twisting direction is suppressed. The rotation of the output shaft 8a of the actuator 8 can be accurately transmitted to the rotation shaft 3 of the exhaust valve 5, and the controllability can be improved.

また図１０に示すように、軸線Ｌ方向で隣り合う連結部３１ｃが重なっていないため、排気バルブ５からの熱がジョイント部材３１の下部から板状伝導部３１ｂ、一対の連結部３１ｃ、板状伝導部３１ｂ、一対の連結部３１ｃの順にジグザグ状の経路を辿って熱伝導されて熱伝導経路が長くなり、且つ熱伝導面積が板状伝導部３１ｂや連結部３１ｃの断面積相当に制限されて縮小され、これにより断熱性が向上している。また、スリット３１ａの形成によりジョイント部材３１の表面積が増加しているため、走行風による冷却も期待できる。結果としてジョイント部材３１を介してアクチュエータ８に伝達される熱量を減少させて、故障等のトラブルを未然に防止することができる。   Further, as shown in FIG. 10, since the connecting portions 31c adjacent in the direction of the axis L do not overlap, the heat from the exhaust valve 5 flows from the lower part of the joint member 31 to the plate-like conductive portion 31b, the pair of connecting portions 31c, and the plate-like shape. The conduction portion 31b and the pair of connecting portions 31c follow the zigzag path in this order to conduct heat, the heat conduction path becomes long, and the heat conduction area is limited to the cross-sectional area of the plate-like conduction portion 31b and the connecting portion 31c. Thus, the heat insulation is improved. Moreover, since the surface area of the joint member 31 is increased by the formation of the slit 31a, cooling by traveling wind can be expected. As a result, the amount of heat transmitted to the actuator 8 via the joint member 31 can be reduced, and troubles such as failure can be prevented.

以上で実施形態の説明を終えるが、本発明の態様はこの実施形態に限定されるものではない。例えば上記実施形態では、４輪車両用の排気バルブ構造に具体化したが、これらに代えて２輪車両や３輪車両に適用してもよい。またジョイント部材９，２１，３１の材質や形状等についても、上記実施形態に限定されるものではなく任意に変更可能である。   This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above-described embodiment, the exhaust valve structure for a four-wheel vehicle is embodied, but the present invention may be applied to a two-wheel vehicle or a three-wheel vehicle instead. Further, the materials, shapes, and the like of the joint members 9, 21, and 31 are not limited to the above embodiment, and can be arbitrarily changed.

２ 排気通路
３ 回動軸
５ 排気バルブ
８ アクチュエータ
８ａ 出力軸
９ ジョイント部材
９ａ スリット
９ｂ 板状伝導部
９ｃ 連結部 2 Exhaust passage 3 Rotating shaft 5 Exhaust valve 8 Actuator 8a Output shaft 9 Joint member 9a Slit 9b Plate-shaped conductive portion 9c Connecting portion

Claims (6)

排気通路内で排気バルブを回動軸により開閉可能に支持し、該排気バルブの駆動用のアクチュエータを前記排気通路の近傍に配設し、該アクチュエータの出力軸を前記回動軸に対して軸線を一致させて相対向させると共に、該出力軸と前記回動軸とをジョイント部材を介して連結した車両の排気バルブ構造において、
前記ジョイント部材は金属材料からなり、その外側面に前記軸線に対して異なる位相で複数のスリットが前記軸線方向に並設されることにより、前記各スリットの最奧部に残された連結部を介して各スリット間の板状伝導部が互いに連結されて前記軸線方向に連なった形状をなした
ことを特徴とする車両の排気バルブ構造。 An exhaust valve is supported in the exhaust passage so as to be openable and closable by a rotation shaft, an actuator for driving the exhaust valve is disposed in the vicinity of the exhaust passage, and an output shaft of the actuator is aligned with the rotation shaft. In the exhaust valve structure for a vehicle in which the output shaft and the rotating shaft are connected via a joint member,
The joint member is made of a metal material, and a plurality of slits are arranged in parallel in the axial direction with different phases with respect to the axis on the outer side surface thereof, so that a connecting portion left at the most distal portion of each slit is provided. An exhaust valve structure for a vehicle, characterized in that plate-like conductive portions between the slits are connected to each other to form a continuous shape in the axial direction. 前記ジョイント部材は、弾性変形を抑制しつつ前記アクチュエータの出力軸の回転を前記排気バルブの回動軸に伝達可能な剛性を備えた
ことを特徴とする請求項１に記載の車両の排気バルブ構造。 The exhaust valve structure for a vehicle according to claim 1, wherein the joint member has rigidity capable of transmitting rotation of the output shaft of the actuator to a rotation shaft of the exhaust valve while suppressing elastic deformation. . 前記板状伝導部を介して隣り合う前記連結部は、前記軸線方向から見て互いに重なることなく配置されている
ことを特徴とする請求項１または２に記載の車両の排気バルブ構造。 3. The exhaust valve structure for a vehicle according to claim 1, wherein the connecting portions adjacent to each other through the plate-like conductive portion are disposed so as not to overlap each other when viewed in the axial direction. 前記スリットは、前記ジョイント部材の軸線に対して略180°位相を対向させた２方向から交互に形成されている
ことを特徴とする請求項１乃至３の何れか１項に記載の車両の排気バルブ構造。 4. The vehicle exhaust according to claim 1, wherein the slits are alternately formed from two directions having a phase of approximately 180 ° opposite to an axis of the joint member. 5. Valve structure. 前記ジョイント部材は、メタルインジェクション法により製作された
ことを特徴とする請求項１乃至４の何れか１項に記載の車両の排気バルブ構造。 The exhaust valve structure for a vehicle according to any one of claims 1 to 4, wherein the joint member is manufactured by a metal injection method. 前記ジョイント部材は、ロストワックス法により製作された
ことを特徴とする請求項１乃至４の何れか１項に記載の車両の排気バルブ構造。 The exhaust valve structure for a vehicle according to any one of claims 1 to 4, wherein the joint member is manufactured by a lost wax method.
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