JPH05156953A - Intake controller of internal combustion engine - Google Patents
Intake controller of internal combustion engineInfo
- Publication number
- JPH05156953A JPH05156953A JP3324262A JP32426291A JPH05156953A JP H05156953 A JPH05156953 A JP H05156953A JP 3324262 A JP3324262 A JP 3324262A JP 32426291 A JP32426291 A JP 32426291A JP H05156953 A JPH05156953 A JP H05156953A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- control valve
- intake passage
- passage
- 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
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/08—Modifying distribution valve timing for charging purposes
- F02B29/083—Cyclically operated valves disposed upstream of the cylinder intake valve, controlled by external means
-
- 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
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は内燃機関の吸気制御装置
に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake control system for an internal combustion engine.
【０００２】[0002]
【従来の技術】吸気弁を介して燃焼室内に通ずる機関吸
気通路内に吸気制御弁を配置し、機関低負荷運転時には
吸気弁開弁後に吸気制御弁を開弁せしめると共に吸気弁
閉弁前に吸気制御弁を閉弁せしめるようにした内燃機関
が公知である（特開昭６２−２９４７１９号公報参
照）。このように機関低負荷運転時に吸気制御弁の閉弁
時期を吸気弁の閉弁時期よりも早めるとそれに応じてス
ロットル弁の開度を大きくすることができ、斯くして機
関のポンピング損失を低減することができる。2. Description of the Related Art An intake control valve is arranged in an engine intake passage communicating with a combustion chamber through an intake valve, and during low engine load operation, the intake control valve is opened after the intake valve is opened and before the intake valve is closed. There is known an internal combustion engine in which an intake control valve is closed (see Japanese Patent Laid-Open No. 62-294719). In this way, when the intake control valve is closed earlier than the intake valve during the engine low load operation, the throttle valve opening can be increased accordingly, thus reducing the pumping loss of the engine. can do.
【０００３】[0003]
【発明が解決しようとする課題】ところで内燃機関では
燃焼室内に流入する吸入空気流によって燃焼室内に乱れ
が発生せしめられ、この乱れが圧縮行程末期まで持続す
るとこの乱れによって燃焼速度が速められるために良好
な燃焼を得ることができる。ところが上述のように吸気
制御弁の閉弁時期を早めると燃焼室内への吸入空気の流
入が停止してから圧縮行程末期までの時間が長くなるた
めに吸入空気流によって燃焼室内に発生した乱れが圧縮
行程末期までにかなり減衰してしまい、斯くして良好な
燃焼が得られなくなるという問題を生ずる。In an internal combustion engine, however, a turbulence is generated in the combustion chamber by the intake air flow flowing into the combustion chamber, and if the turbulence lasts until the end of the compression stroke, the turbulence accelerates the combustion speed. Good combustion can be obtained. However, as described above, if the closing timing of the intake control valve is advanced, the time from the stop of the inflow of intake air into the combustion chamber to the end of the compression stroke becomes longer. By the end of the compression stroke, there is a considerable amount of decay, thus giving rise to the problem that good combustion cannot be obtained.
【０００４】[0004]
【課題を解決するための手段】上記問題点を解決するた
めに本発明によれば、吸気弁を介して燃焼室内に通ずる
機関吸気通路を第１の吸気通路と第２の吸気通路に分割
し、第１の吸気通路内に吸気制御弁を配置して少くとも
機関低負荷運転時には吸気弁が開弁する前に吸気制御弁
を開弁させると共に吸気弁の開弁期間中における吸気制
御弁の開弁期間を制御して燃焼室内に供給される吸入空
気量を制御するようにし、第２の吸気通路内に吸気遮断
弁を配置して機関高負荷運転時には吸気遮断弁を開弁
し、機関低負荷運転時には吸気遮断弁を閉弁するように
している。In order to solve the above problems, according to the present invention, an engine intake passage communicating with a combustion chamber through an intake valve is divided into a first intake passage and a second intake passage. , The intake control valve is arranged in the first intake passage to open the intake control valve before the intake valve opens at least during engine low load operation, and to prevent the intake control valve from opening during the opening period of the intake valve. The valve opening period is controlled to control the amount of intake air supplied to the combustion chamber, the intake cutoff valve is arranged in the second intake passage, and the intake cutoff valve is opened during engine high load operation. The intake cutoff valve is closed during low load operation.
【０００５】[0005]
【作用】吸気通路を第１の吸気通路と第２の吸気通路に
分割し、第２の吸気通路内に配置された吸気遮断弁を閉
弁して第１の吸気通路内に配置された吸気制御弁により
吸入空気量を制御するようにした場合と、吸気通路を分
割することなく吸気通路を一つとし、この一つの吸気通
路内に配置された吸気制御弁により吸入空気量を制御す
るようにした場合とを比較してみると同一の吸入空気量
を得るためには吸気通路を分割した場合の吸気制御弁の
開弁期間が吸気通路を一つとした場合の吸気制御弁の開
弁期間に比べて長くなる。云い換えると吸気通路を分割
した場合には吸気通路を一つとした場合に比べて吸気制
御弁の閉弁時期が遅くなる。このように吸気遮断弁が閉
弁している機関低負荷運転時には吸気制御弁の閉弁時期
が遅らされるので吸入空気の流入作用によって燃焼室内
に発生せしめられた乱れがさほど減衰することなく圧縮
行程末期まで持続せしめられる。The intake passage is divided into a first intake passage and a second intake passage, and an intake cutoff valve arranged in the second intake passage is closed to close the intake passage arranged in the first intake passage. A case where the intake air amount is controlled by a control valve and a case where the intake passage is divided into one intake passage and the intake air amount is controlled by an intake control valve arranged in this one intake passage Compared with the case where the intake air flow rate is the same, in order to obtain the same amount of intake air, the intake control valve open period when the intake passage is divided is the intake control valve open period when there is one intake passage. It will be longer than. In other words, when the intake passage is divided, the closing timing of the intake control valve is delayed as compared with the case where only one intake passage is provided. In this way, the closing timing of the intake control valve is delayed during engine low load operation when the intake cutoff valve is closed, so the turbulence generated in the combustion chamber due to the inflow action of intake air is not significantly attenuated. It is maintained until the end of the compression stroke.
【０００６】[0006]
【実施例】図１および図２を参照すると、１はシリンダ
ブロック、２はピストン、３はシリンダヘッド、４は燃
焼室、５は一対の吸気弁、６は一対の吸気ポート、７は
一対の排気弁を夫々示す。各吸気ポート６は吸気枝管８
を介して共通のサージタンク９に接続され、サージタン
ク９はエアフローメータ１０を介してエアクリーナ１１
に連結される。図１に示されるように吸気枝管８内は第
１の吸気通路８ａと第２の吸気通路８ｂとに分割されて
おり、各吸気通路８ａ，８ｂは夫々対応する吸気ポート
６に連通せしめられる。1 and 2, reference numeral 1 is a cylinder block, 2 is a piston, 3 is a cylinder head, 4 is a combustion chamber, 5 is a pair of intake valves, 6 is a pair of intake ports, and 7 is a pair of intake ports. Exhaust valves are shown respectively. Each intake port 6 is an intake branch pipe 8
Is connected to a common surge tank 9 via an air flow meter 10 and an air cleaner 11
Connected to. As shown in FIG. 1, the inside of the intake branch pipe 8 is divided into a first intake passage 8a and a second intake passage 8b, and the respective intake passages 8a and 8b are connected to the corresponding intake ports 6. ..
【０００７】第１吸気通路８ａ内にはアクチュエータ１
２によって開閉制御される吸気制御弁１３が配置され、
第２吸気通路８ｂ内には負圧ダイアフラム装置１４によ
って開閉制御される吸気遮断弁１５が配置される。負圧
ダイアフラム装置１４のダイアフラム負圧室１４ａは大
気に連通可能な電磁切換弁１６を介して負圧タンク１７
に連結され、この負圧タンク１７は負圧ポンプ１７ａに
連結される。吸気制御弁１３および吸気制御弁１５下流
の吸気枝管８の上壁面には各吸気ポート６内に向けて燃
料を噴射するための燃料噴射弁１８が配置される。図１
に示す実施例では第１吸気通路８ａおよびこれに連通す
る吸気ポート６と第２吸気通路８ｂおよびこれに連通す
る吸気ポート６とは隔壁１９によってほぼ完全に分離さ
れているが燃料噴射弁１８の下流側において第１吸気通
路８ａおよびこれに連通する吸気ポート６と第２吸気通
路８ｂおよびこれに連通する吸気ポート６とを互いに連
通せしめることもできる。なお、図１および図２からわ
かるように図１および図２に示す実施例では機関吸気通
路にアクセルペダル２８に連結されたスロットル弁は配
置されていない。The actuator 1 is provided in the first intake passage 8a.
An intake control valve 13 whose opening and closing is controlled by 2 is arranged,
An intake cutoff valve 15 whose opening and closing is controlled by a negative pressure diaphragm device 14 is arranged in the second intake passage 8b. The diaphragm negative pressure chamber 14a of the negative pressure diaphragm device 14 is provided with a negative pressure tank 17 via an electromagnetic switching valve 16 that can communicate with the atmosphere.
The negative pressure tank 17 is connected to the negative pressure pump 17a. A fuel injection valve 18 for injecting fuel toward each intake port 6 is arranged on the upper wall surface of the intake branch pipe 8 downstream of the intake control valve 13 and the intake control valve 15. Figure 1
In the embodiment shown in FIG. 1, the first intake passage 8a and the intake port 6 communicating therewith and the second intake passage 8b and the intake port 6 communicating therewith are almost completely separated by the partition wall 19. On the downstream side, the first intake passage 8a and the intake port 6 communicating therewith, and the second intake passage 8b and the intake port 6 communicating therewith can also be made to communicate with each other. As can be seen from FIGS. 1 and 2, in the embodiment shown in FIGS. 1 and 2, the throttle valve connected to the accelerator pedal 28 is not arranged in the engine intake passage.
【０００８】電子制御ユニット２０はディジタルコンピ
ュータからなり、双方向性バス２１によって相互に接続
されたＲＯＭ（リードオンリメモリ）２２，ＲＡＭ（ラ
ンダムアクセスメモリ）２３，ＣＰＵ（マイクロプロセ
ッサ）２４、入力ポート２５および出力ポート２６を具
備する。エアフローメータ１０は吸入空気量に比例した
出力電圧を発生し、この出力電圧はＡＤ変換器２７を介
して入力ポート２５に入力される。また、アクセルペダ
ル２８にはアクセルペダル２８の踏込み量に比例した出
力電圧を発生する負荷センサ２９が取付けられ、この負
荷センサ２９の出力電圧はＡＤ変換器３０を介して入力
ポート２５に入力される。更に入力ポート２５には機関
回転数を表わす出力パルスを発生する回転数センサ３１
が接続される。一方、出力ポート２６は対応する駆動回
路３２，３３を介して吸気制御弁１３のアクチュエータ
１２および電磁切換弁１６に接続される。The electronic control unit 20 is composed of a digital computer and has a ROM (read only memory) 22, a RAM (random access memory) 23, a CPU (microprocessor) 24, and an input port 25 which are mutually connected by a bidirectional bus 21. And an output port 26. The air flow meter 10 generates an output voltage proportional to the intake air amount, and this output voltage is input to the input port 25 via the AD converter 27. A load sensor 29 that generates an output voltage proportional to the depression amount of the accelerator pedal 28 is attached to the accelerator pedal 28, and the output voltage of the load sensor 29 is input to the input port 25 via the AD converter 30. .. Further, the input port 25 has a rotation speed sensor 31 for generating an output pulse representing the engine rotation speed.
Are connected. On the other hand, the output port 26 is connected to the actuator 12 of the intake control valve 13 and the electromagnetic switching valve 16 via the corresponding drive circuits 32 and 33.
【０００９】図３（Ａ）および（Ｂ）にアクチュエータ
１２および駆動回路３２を概略的に示す。図１および図
２に示されるように吸気制御弁１３の弁軸４０の下端部
には円筒状の永久磁石４１が固定されており、図３
（Ａ）および（Ｂ）に示すようにこの永久磁石４１には
弁軸４０の軸線に対して互いに反対側にＮ極とＳ極が形
成される。永久磁石４１に周囲には９０度の角度間隔を
隔てて永久磁石４２、電磁石４３、永久磁石４４、電磁
石４５が順次配列されている。永久磁石４２には永久磁
石４１の外周面に対面する側にＳ極が形成されており、
永久磁石４４には永久磁石４１の外周面に対面する側に
Ｎ極が形成されている。The actuator 12 and the drive circuit 32 are schematically shown in FIGS. As shown in FIGS. 1 and 2, a cylindrical permanent magnet 41 is fixed to the lower end of the valve shaft 40 of the intake control valve 13,
As shown in (A) and (B), an N pole and an S pole are formed on the permanent magnet 41 on opposite sides to the axis of the valve shaft 40. Permanent magnets 41, electromagnets 43, permanent magnets 44, and electromagnets 45 are sequentially arranged around the permanent magnets 41 at intervals of 90 degrees. The permanent magnet 42 has an S pole formed on the side facing the outer peripheral surface of the permanent magnet 41,
An N pole is formed on the permanent magnet 44 on the side facing the outer peripheral surface of the permanent magnet 41.
【００１０】電磁石４３の励磁コイル４６の一端および
電磁石４５の励磁コイル４７の一端は互いに接続され、
励磁コイル４６の他端および励磁コイル４７の他端は夫
々駆動回路３２の可動接点４８，４９に接続される。駆
動回路３２は実際には電子回路からなるが図３（Ａ）お
よび（Ｂ）ではこれを簡略化して可動接点４８，４９で
表わしている。これら可動接点４８，４９の切換え作用
は電子制御ユニット２０の出力信号に基いて行われる。One end of the exciting coil 46 of the electromagnet 43 and one end of the exciting coil 47 of the electromagnet 45 are connected to each other,
The other end of the exciting coil 46 and the other end of the exciting coil 47 are connected to the movable contacts 48 and 49 of the drive circuit 32, respectively. The drive circuit 32 is actually composed of an electronic circuit, but in FIGS. 3A and 3B, it is represented by movable contacts 48 and 49 in a simplified form. The switching operation of the movable contacts 48 and 49 is performed based on the output signal of the electronic control unit 20.
【００１１】図３（Ａ）に示されるように可動接点４８
が電源に接続され、可動接点４９が接地されると電磁石
４３は永久磁石４１の外周面に対面する側がＮ極とな
り、電磁石４５は永久磁石４１の外周面に対面する側が
Ｓ極となる。このとき吸気制御弁１３は図１において破
線で示されるように全開する。これに対して図３（Ｂ）
に示されるように可動接点４８が接地され、可動接点４
９が電源に接続されると電磁石４３は永久磁石４１の外
周面に対面する側がＳ極となり、電磁石４５は永久磁石
４１に対面する側がＮ極となる。従ってこのときには吸
気制御弁１３が９０度回転し、吸気制御弁１３は図１に
おいて実線で示されるように吸気枝管８内の通路を全閉
する。従って可動接点４８，４９を切換えることによっ
て吸気制御弁１３を全開又は全閉せしめることができる
ことがわかる。As shown in FIG. 3A, the movable contact 48
Is connected to a power source and the movable contact 49 is grounded, the electromagnet 43 has an N pole on the side facing the outer peripheral surface of the permanent magnet 41, and the electromagnet 45 has an S pole on the side facing the outer peripheral surface of the permanent magnet 41. At this time, the intake control valve 13 is fully opened as shown by the broken line in FIG. On the other hand, FIG. 3 (B)
The movable contact 48 is grounded as shown in FIG.
When 9 is connected to a power source, the electromagnet 43 has an S pole on the side facing the outer peripheral surface of the permanent magnet 41, and the electromagnet 45 has an N pole on the side facing the permanent magnet 41. Therefore, at this time, the intake control valve 13 rotates 90 degrees, and the intake control valve 13 fully closes the passage in the intake branch pipe 8 as shown by the solid line in FIG. Therefore, it is understood that the intake control valve 13 can be fully opened or fully closed by switching the movable contacts 48, 49.
【００１２】一方、電磁切換弁１６の切替え作用によっ
てダイアフラム負圧室１４ａを大気に開放すると吸気遮
断弁１５は図１に示されるように全閉する。これに対し
て電磁切換弁１６の切換え作用によってダイアフラム負
圧室１４ａが負圧タンク１７に連結されると吸気遮断弁
１５は全開する。従って電磁切換弁１６を切換えること
によって吸気遮断弁１５を全開又は全閉せしめることが
できることがわかる。On the other hand, when the diaphragm negative pressure chamber 14a is opened to the atmosphere by the switching action of the electromagnetic switching valve 16, the intake cutoff valve 15 is fully closed as shown in FIG. On the other hand, when the diaphragm negative pressure chamber 14a is connected to the negative pressure tank 17 by the switching action of the electromagnetic switching valve 16, the intake cutoff valve 15 is fully opened. Therefore, it is understood that the intake cutoff valve 15 can be fully opened or fully closed by switching the electromagnetic switching valve 16.
【００１３】本発明において採用されている吸気制御方
法では基本的には各気筒に対して１個の吸気通路を設け
ると共にこの吸気通路内に吸気制御弁１３を設け、この
吸気制御弁１３を図４のＡ，Ｂで示されるように吸気弁
５が開弁せしめられる前に全開せしめ、吸気弁５が閉弁
する前に閉弁せしめる。更に、吸気弁５の開弁期間およ
び吸気制御弁１３の開弁時期θ０は固定しておき、吸気
制御弁１３の閉弁時期θＣを制御する。燃焼室４内に吸
入空気が供給されるのは吸気弁５および吸気制御弁１３
が共に開弁している期間たけであり、従って吸気制御弁
１３の閉弁時期θＣを制御することによって燃焼室４内
に供給される吸入空気量が制御されることになる。従っ
て吸入空気量の多い機関高負荷運転時には図４において
Ａで示されるように吸気制御弁１３の閉弁時期が遅くな
り、吸入空気量の少ない機関低負荷運転時には図４にお
いてＢで示されるように吸気制御弁１３の閉弁時期が早
められる。In the intake control method adopted in the present invention, basically, one intake passage is provided for each cylinder, and an intake control valve 13 is provided in the intake passage. 4, the intake valve 5 is fully opened before being opened, and the intake valve 5 is closed before being closed. Further, the opening period of the intake valve 5 and the opening timing θ0 of the intake control valve 13 are fixed, and the closing timing θC of the intake control valve 13 is controlled. The intake air is supplied into the combustion chamber 4 by the intake valve 5 and the intake control valve 13.
Are only open for a while, and therefore the amount of intake air supplied into the combustion chamber 4 is controlled by controlling the closing timing θC of the intake control valve 13. Therefore, the closing timing of the intake control valve 13 is delayed as shown by A in FIG. 4 during engine high load operation with a large intake air amount, and as shown by B in FIG. 4 during engine low load operation with a small intake air amount. Then, the closing timing of the intake control valve 13 is advanced.
【００１４】ところで本発明において採用されている吸
気制御方法では基本的には機関吸気通路内にアクセルペ
ダルに連結されたスロットル弁は設けられておらず、ま
た上述したように吸気制御弁１３は吸気弁５が開弁する
前に開弁せしめられる。従って吸気弁５が開弁する直前
には吸気ポート６内は大気圧となっている。次いで吸気
弁５が開弁して燃焼室４内に吸入空気の流入が開始され
ても吸気制御弁１３は全開しているので燃焼室４内は大
きな負圧が発生することなくほぼ大気圧に維持され、斯
くしてポンピング損失を低減することができることにな
る。By the way, in the intake control method employed in the present invention, basically, no throttle valve connected to the accelerator pedal is provided in the engine intake passage, and as described above, the intake control valve 13 is the intake valve. The valve 5 is opened before it is opened. Therefore, immediately before the intake valve 5 opens, the inside of the intake port 6 is at atmospheric pressure. Next, even if the intake valve 5 is opened and the intake air is started to flow into the combustion chamber 4, the intake control valve 13 is fully opened, so that the inside of the combustion chamber 4 does not generate a large negative pressure and becomes almost atmospheric pressure. It will be maintained and thus the pumping losses can be reduced.
【００１５】ところが機関負荷が低くなると図４におい
てＢで示されるように吸気制御弁１３の閉弁時期が早め
られる。ところが吸気制御弁１３の閉弁時期が早められ
ると燃焼室４内への吸入空気の流入が停止してから圧縮
行程末期までの期間が長くなる。その結果、燃焼室４内
に流入した空気によって燃焼室４内に発生した乱れが圧
縮行程末期までにかなり減衰し、斯くしてポンピング損
失は低減できるものの、良好な燃焼を得ることができな
くなる。図５はこのことを示している。即ち、図５にお
いて破線はスロットル弁を具えた通常の内燃機関におけ
るトルク変動を示しており、吸気制御弁１３を用いた場
合には図５において実線で示されるように機関負荷が低
くなると燃焼が悪化してトルク変動が大きくなる。However, when the engine load decreases, the closing timing of the intake control valve 13 is advanced as indicated by B in FIG. However, if the closing timing of the intake control valve 13 is advanced, the period from the stop of the inflow of intake air into the combustion chamber 4 to the end of the compression stroke becomes longer. As a result, the turbulence generated in the combustion chamber 4 due to the air flowing into the combustion chamber 4 is considerably attenuated by the end of the compression stroke. Therefore, although pumping loss can be reduced, good combustion cannot be obtained. FIG. 5 illustrates this. That is, the broken line in FIG. 5 shows the torque fluctuation in a normal internal combustion engine equipped with a throttle valve, and when the intake control valve 13 is used, combustion will occur when the engine load becomes low as shown by the solid line in FIG. It deteriorates and the torque fluctuation increases.
【００１６】そこで本発明による実施例では機関低負荷
運転時にトルク変動が大きくなるのを阻止するために吸
気通路を第１吸気通路８ａと第２吸気通路８ｂとに分割
し、第１吸気通路８ａ内に吸気制御弁１３を配置すると
共に第２吸気通路８ｂ内に吸気遮断弁１５を配置し、機
関低負荷運転時には吸気遮断弁１５を全閉すると共に吸
気制御弁１３の閉弁時期を制御して燃焼室４内に供給さ
れる吸入空気量を制御するようにしている。このように
吸気通路を２分割して片方の吸気通路を吸気遮断弁１５
によって閉弁すると吸入空気の流れ面積は１個の吸気通
路を用いた場合に比べてかなり小さくなる。従って吸入
空気が流入しずらくなるために同一吸入空気量を得るた
めには１個の吸気通路を用いた場合に比べて吸気制御弁
１３の閉弁時期を遅くしなければならないことになる。
云い換えると吸気制御弁１３の閉弁時期を遅くすること
ができ、斯くして吸入空気流により燃焼室４内に発生し
た乱れを圧縮行程末期までさほど減衰することなく持続
することができるようになるので機関低負荷運転時であ
っても良好な燃焼が得られることになる。これが本発明
の基本的な考え方である。Therefore, in the embodiment according to the present invention, the intake passage is divided into the first intake passage 8a and the second intake passage 8b in order to prevent the torque fluctuation from increasing during low engine load operation. The intake control valve 13 is disposed therein, and the intake cutoff valve 15 is disposed in the second intake passage 8b. The intake cutoff valve 15 is fully closed and the closing timing of the intake control valve 13 is controlled during engine low load operation. Therefore, the amount of intake air supplied into the combustion chamber 4 is controlled. Thus, the intake passage is divided into two, and one intake passage is connected to the intake cutoff valve 15
When the valve is closed by, the flow area of the intake air becomes considerably smaller than the case where one intake passage is used. Therefore, since the intake air becomes difficult to flow in, in order to obtain the same intake air amount, it is necessary to delay the closing timing of the intake control valve 13 as compared with the case where one intake passage is used.
In other words, the closing timing of the intake control valve 13 can be delayed, so that the turbulence generated in the combustion chamber 4 due to the intake air flow can be maintained until the end of the compression stroke without being significantly attenuated. Therefore, good combustion can be obtained even during engine low load operation. This is the basic idea of the present invention.
【００１７】ところで本発明による実施例ではトルク変
動が大きくなる機関低負荷運転時ばかりでなく、第１吸
気通路８ａのみから吸入空気を流入させていたのでは吸
入空気量が不足する限界まで吸気遮断弁１５を全閉せし
めるようにしている。この限界は吸入空気量Ｑと機関回
転数Ｎの関数であり、この限界が図６においてＱｎｌｉ
ｍｉｔで示されている。図６からわかるように吸入空気
量ＱがＱｎｌｉｍｉｔよりも少ないときは吸気遮断弁１
５が全閉せしめられ、吸入空気量ＱがＱｎｌｉｍｉｔよ
りも多くなると吸気制御弁１５が全開せしめられる。By the way, in the embodiment according to the present invention, not only during engine low load operation where torque fluctuation becomes large, but intake air is cut off to the limit where the intake air amount becomes insufficient if intake air is introduced only from the first intake passage 8a. The valve 15 is fully closed. This limit is a function of the intake air amount Q and the engine speed N, and this limit is Qnli in FIG.
It is shown in mit. As can be seen from FIG. 6, when the intake air amount Q is smaller than Qnlimit, the intake cutoff valve 1
5 is fully closed, and when the intake air amount Q becomes larger than Qnlimit, the intake control valve 15 is fully opened.
【００１８】図７は本発明による実施例において用いら
れている吸気制御弁１３の開度制御を示している。図７
において吸気制御弁１３はクランク角θ０において開弁
せしめられ、クランクθＣにおいて閉弁せしめられる。
この場合、吸気制御弁１３の開弁時期θ０は吸気弁５が
開弁する前の一定クランク角に固定されており、吸気制
御弁１３の閉弁時期θＣが制御される。FIG. 7 shows the opening control of the intake control valve 13 used in the embodiment according to the present invention. Figure 7
In, the intake control valve 13 is opened at the crank angle θ0 and closed at the crank θC.
In this case, the opening timing θ0 of the intake control valve 13 is fixed to a constant crank angle before the intake valve 5 opens, and the closing timing θC of the intake control valve 13 is controlled.
【００１９】吸気制御弁１３の開弁時期θＣはアクセル
ペダル２８の踏込み量Ｌと機関回転数Ｎとの関数であ
り、これが図８に示されている。なお、図８において実
線Ｘは吸気遮断弁１５が閉弁せしめられているときの吸
気制御弁１３の閉弁時期θＣを示しており、破線Ｙは吸
気遮断弁１５が開弁せしめられているときの吸気制御弁
１３の閉弁時期θＣを示している。また図８（Ａ）は機
関回転数Ｎを一定とした場合の、図８（Ｂ）はアクセル
ペダル２８の踏込み量Ｌを一定とした場合の吸気制御弁
１３の閉弁時期θＣの変化を示している。The valve opening timing θC of the intake control valve 13 is a function of the depression amount L of the accelerator pedal 28 and the engine speed N, which is shown in FIG. In FIG. 8, a solid line X indicates the closing timing θC of the intake control valve 13 when the intake cutoff valve 15 is closed, and a broken line Y indicates when the intake cutoff valve 15 is opened. The closing timing θC of the intake control valve 13 is shown. Further, FIG. 8A shows a change in the closing timing θC of the intake control valve 13 when the engine speed N is constant, and FIG. 8B is when the depression amount L of the accelerator pedal 28 is constant. ing.
【００２０】図８（Ａ）からわかるように吸気遮断弁１
５が閉弁せしめられていようと開弁せしめられていよう
とアクセルペダル２８の踏込み量Ｌが大きくなるほど吸
気制御弁１３の閉弁時期θＣが大きくなり、即ち吸気制
御弁１３の閉弁時期θＣが遅くなり、斯くして燃焼室４
内に供給される吸入空気量が増大せしめられる。一方、
アクセルペダル２８の踏込み量Ｌが一定の場合には、即
ち吸気制御弁１３の閉弁時期θＣが一定の場合には機関
回転数Ｎが高くなるほど吸入空気量が減少する。従って
機関回転数Ｎが高くなっても吸入空気量が減少しないよ
うに、即ち吸入空気量が機関回転数Ｎにかかわらずにア
クセルペダル２８の踏込み量Ｌによって定まる最適な吸
入空気量となるように図８（Ｂ）に示す如く機関回転数
Ｎが高くなるにつれて吸気制御弁１３の閉弁時期θＣが
遅くされる。As can be seen from FIG. 8 (A), the intake cutoff valve 1
5 is closed or opened, the larger the depression amount L of the accelerator pedal 28, the larger the closing timing θC of the intake control valve 13, that is, the closing timing θC of the intake control valve 13. Slower, thus combustion chamber 4
The amount of intake air supplied to the inside is increased. on the other hand,
When the depression amount L of the accelerator pedal 28 is constant, that is, when the closing timing θC of the intake control valve 13 is constant, the intake air amount decreases as the engine speed N increases. Therefore, even if the engine speed N becomes high, the intake air amount does not decrease, that is, the intake air amount becomes an optimum intake air amount determined by the depression amount L of the accelerator pedal 28 regardless of the engine speed N. As shown in FIG. 8B, the closing timing θC of the intake control valve 13 is delayed as the engine speed N increases.
【００２１】なお、図８においてＸで示される吸気遮断
弁１５が閉弁せしめられているときの吸気制御弁１３の
閉弁時期θＣはアクセルペダル踏込み量Ｌと機関回転数
Ｎの関数として図９（Ａ）に示すマップの形で予めＲＯ
Ｍ２２内に記憶されており、図８においてＹで示される
吸気遮断弁１５が開弁せしめられているときの吸気制御
弁１３の閉弁時期θＣはアクセルペダル踏込み量Ｌと機
関回転数Ｎの関数として図９（Ｂ）に示すマップの形で
予めＲＯＭ２２内に記憶されている。なお、吸気遮断弁
１５が閉弁せしめられているときの吸気制御弁１３の閉
弁時期θＣは一個の吸気通路を設けた場合に比べて遅く
なっている。It should be noted that the closing timing θC of the intake control valve 13 when the intake cutoff valve 15 shown by X in FIG. 8 is closed is a function of the accelerator pedal depression amount L and the engine speed N as shown in FIG. RO in advance in the form of the map shown in (A)
The valve closing timing θC of the intake control valve 13 stored in M22 and indicated by Y in FIG. 8 when the intake cutoff valve 15 is opened is a function of the accelerator pedal depression amount L and the engine speed N. Is stored in advance in the ROM 22 in the form of the map shown in FIG. The closing timing θC of the intake control valve 13 when the intake cutoff valve 15 is closed is delayed as compared with the case where one intake passage is provided.
【００２２】図１０は吸気制御弁１３および吸気遮断弁
１５の制御ルーチンを示しており、このルーチンは例え
ば一定クランク角度毎の割込みによって実行される。図
１０を参照するとまず初めにステップ６０において吸入
空気量Ｑ、機関回転数Ｎおよびアクセルペダル踏込み量
Ｌが読込まれる。次いでステップ６１では吸入空気量Ｑ
および機関回転数Ｎに基いて図６からＱｎｌｉｍｉｔが
算出される。次いでステップ６２では吸入空気量ＱがＱ
ｎｌｉｍｉｔよりも小さいか否かが判別される。Ｑ≦Ｑ
ｎｌｉｍｉｔのときにはステップ６３に進んで吸気制御
弁１３の開弁時期θ０が読込まれる。この開弁時期θ０
は固定値である。次いでステップ６４ではアクセルペダ
ル踏込み量Ｌおよび機関回転数Ｎに基いて図９（Ａ）に
示すマップから吸気制御弁１３の閉弁時期θＣが算出さ
れる。FIG. 10 shows a control routine for the intake control valve 13 and the intake cutoff valve 15. This routine is executed, for example, by interruption every fixed crank angle. Referring to FIG. 10, first, at step 60, the intake air amount Q, the engine speed N and the accelerator pedal depression amount L are read. Next, at step 61, the intake air amount Q
And Qnlimit is calculated from FIG. 6 based on the engine speed N. Next, at step 62, the intake air amount Q is Q
It is determined whether it is smaller than nlimit. Q ≦ Q
When it is nlimit, the routine proceeds to step 63, where the opening timing θ0 of the intake control valve 13 is read. This valve opening timing θ0
Is a fixed value. Next, at step 64, the valve closing timing θC of the intake control valve 13 is calculated from the map shown in FIG. 9A based on the accelerator pedal depression amount L and the engine speed N.
【００２３】次いでステップ６５ではダイアフラム負圧
室１４ａを大気に開放するように電磁切換弁１６が切換
えられ、斯くして吸気遮断弁１５が閉弁せしめられる。
次いでステップ６６では吸気制御弁１３を開弁時期θ０
から開弁時期θＣまで全開せしめるための処理が行われ
る。一方、ステップ６２においてＱ＞Ｑｎｌｉｍｉｔで
あると判別されたときにはステップ６７に進んで吸気制
御弁１３の開弁時期θ０が読込まれる。この開弁時期θ
０は前述したように固定値である。次いでステップ６８
では図９（Ｂ）に示すマップに基いてアクセルペダル踏
込み量Ｌおよび機関回転数Ｎに応じた吸気制御弁１３の
閉弁時期θＣが算出される。次いでステップ６９ではダ
イアフラム負圧室１４ａを負圧タンク１７に連結するよ
うに電磁切換弁１６が切換えられ、斯くして吸気遮断弁
１５が全開せしめられる。次いでステップ６６では吸気
制御弁１３を開弁時期θ０から開弁時期θＣまで全開せ
しめるための処理が行われる。Next, at step 65, the electromagnetic switching valve 16 is switched so as to open the diaphragm negative pressure chamber 14a to the atmosphere, and thus the intake cutoff valve 15 is closed.
Next, at step 66, the intake control valve 13 is opened at the timing θ0.
To the valve opening timing θC is performed. On the other hand, when it is determined in step 62 that Q> Qnlimit, the routine proceeds to step 67, where the valve opening timing θ0 of the intake control valve 13 is read. This valve opening timing θ
0 is a fixed value as described above. Then step 68
Then, the valve closing timing θC of the intake control valve 13 is calculated according to the accelerator pedal depression amount L and the engine speed N based on the map shown in FIG. 9B. Next, at step 69, the electromagnetic switching valve 16 is switched so as to connect the diaphragm negative pressure chamber 14a to the negative pressure tank 17, and thus the intake cutoff valve 15 is fully opened. Next, at step 66, processing is performed to fully open the intake control valve 13 from the valve opening timing θ0 to the valve opening timing θC.
【００２４】吸入空気量ＱがＱｎｌｉｍｉｔよりも大き
くなって吸気遮断弁１５が開弁せしめられるような高吸
入空気量時には本来的にポンピング損失が小さくなる。
従ってこのときにはこれまで述べたように吸気制御弁１
３の閉弁時期θＣを制御することなく吸気制御弁１３を
全開状態に保持し、エアフローメータ１０とサージタン
ク９間にスロットル弁を設けてこのスロットル弁により
吸入空気量を制御するようにしてもよい。ただし、この
場合には吸入空気量ＱがＱｎｌｉｍｉｔよりも小さいと
きにはスロットル弁は全開又は全開近くに保持される。When the intake air amount Q is larger than Qnlimit and the intake cutoff valve 15 is opened, the pumping loss is essentially reduced when the intake air amount is high.
Therefore, at this time, as described above, the intake control valve 1
Even if the intake control valve 13 is kept fully open without controlling the valve closing timing θC of No. 3, a throttle valve is provided between the air flow meter 10 and the surge tank 9, and the intake air amount is controlled by this throttle valve. Good. However, in this case, when the intake air amount Q is smaller than Qnlimit, the throttle valve is held at or near full opening.
【００２５】[0025]
【発明の効果】機関の全運転領域に亘ってポンピング損
失を低減しつつ良好な燃焼を得ることができる。As described above, good combustion can be obtained while reducing pumping loss over the entire operating region of the engine.
【図１】内燃機関の平面断面図である。FIG. 1 is a plan sectional view of an internal combustion engine.
【図２】図１に示す内燃機関の全体図である。FIG. 2 is an overall view of the internal combustion engine shown in FIG.
【図３】アクチュエータおよび駆動回路を概略的に示す
図である。FIG. 3 is a diagram schematically showing an actuator and a drive circuit.
【図４】吸気制御弁の開度変化を示す図である。FIG. 4 is a diagram showing changes in the opening of the intake control valve.
【図５】トルク変動を示す図である。FIG. 5 is a diagram showing torque fluctuations.
【図６】吸気遮断弁の開閉領域を示す図である。FIG. 6 is a diagram showing an opening / closing region of an intake cutoff valve.
【図７】吸気制御弁の開度変化を示す線図である。FIG. 7 is a diagram showing a change in the opening of the intake control valve.
【図８】吸気制御弁の閉弁時期を示す線図である。FIG. 8 is a diagram showing a valve closing timing of an intake control valve.
【図９】マップを示す図である。FIG. 9 is a diagram showing a map.
【図１０】吸気制御弁および吸気遮断弁を制御するため
のフローチャートである。FIG. 10 is a flowchart for controlling an intake control valve and an intake cutoff valve.
５…吸気弁 ６…吸気ポート ８ａ…第１吸気通路 ８ｂ…第２吸気通路 １３…吸気制御弁 １５…吸気遮断弁 5 ... Intake valve 6 ... Intake port 8a ... 1st intake passage 8b ... 2nd intake passage 13 ... Intake control valve 15 ... Intake cutoff valve
Claims (1)
気通路を第１の吸気通路と第２の吸気通路に分割し、該
第１の吸気通路内に吸気制御弁を配置して少くとも機関
低負荷運転時には吸気弁が開弁する前に吸気制御弁を開
弁させると共に吸気弁の開弁期間中における吸気制御弁
の開弁期間を制御して燃焼室内に供給される吸入空気量
を制御するようにし、該第２の吸気通路内に吸気遮断弁
を配置して機関高負荷運転時には該吸気遮断弁を開弁
し、機関低負荷運転時には該吸気遮断弁を閉弁するよう
にした内燃機関の吸気制御装置。1. An engine intake passage communicating with a combustion chamber through an intake valve is divided into a first intake passage and a second intake passage, and an intake control valve is disposed in the first intake passage at least. During low engine load operation, the intake control valve is opened before the intake valve is opened, and the opening period of the intake control valve during the opening period of the intake valve is controlled to control the intake air amount supplied to the combustion chamber. The intake cutoff valve is arranged in the second intake passage so that the intake cutoff valve is opened during high engine load operation and the intake cutoff valve is closed during engine low load operation. Intake control device for internal combustion engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3324262A JP2738190B2 (en) | 1991-12-09 | 1991-12-09 | Intake control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3324262A JP2738190B2 (en) | 1991-12-09 | 1991-12-09 | Intake control device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH05156953A true JPH05156953A (en) | 1993-06-22 |
| JP2738190B2 JP2738190B2 (en) | 1998-04-08 |
Family
ID=18163845
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3324262A Expired - Fee Related JP2738190B2 (en) | 1991-12-09 | 1991-12-09 | Intake control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2738190B2 (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5564384A (en) * | 1993-11-08 | 1996-10-15 | Hitachi, Ltd. | Intake system for internal combustion engine |
| JP2002285852A (en) * | 2001-03-27 | 2002-10-03 | Denso Corp | Valve device for controlling intake air for internal combustion engine |
| DE4447938B4 (en) * | 1993-11-08 | 2005-03-10 | Hitachi Ltd | Intake system for IC engine - has high speed air admitted to combustion chamber to give swirl to air- fuel mixture |
| JP2008025562A (en) * | 2006-06-20 | 2008-02-07 | Mitsubishi Electric Corp | Control device for internal combustion engine |
| JP2010196590A (en) * | 2009-02-25 | 2010-09-09 | Denso Corp | Intake valve drive unit and intake valve device |
| US7917279B2 (en) | 2006-07-25 | 2011-03-29 | Toyota Jidosha Kabushiki Kaisha | Method of controlling a mechanical compression ratio, a closing timing of an intake valve and air stream |
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| JPS57173526A (en) * | 1981-04-20 | 1982-10-25 | Mazda Motor Corp | Intake device of engine |
| JPS58117317A (en) * | 1981-12-29 | 1983-07-12 | Yamaha Motor Co Ltd | Suction device for four-cycle engine |
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| JPS5698536A (en) * | 1980-01-07 | 1981-08-08 | Isao Matsui | Internal combustion engine |
| JPS57173526A (en) * | 1981-04-20 | 1982-10-25 | Mazda Motor Corp | Intake device of engine |
| JPS58117317A (en) * | 1981-12-29 | 1983-07-12 | Yamaha Motor Co Ltd | Suction device for four-cycle engine |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5564384A (en) * | 1993-11-08 | 1996-10-15 | Hitachi, Ltd. | Intake system for internal combustion engine |
| US5645029A (en) * | 1993-11-08 | 1997-07-08 | Hitachi, Ltd. | Intake system for internal combustion engine |
| US5765524A (en) * | 1993-11-08 | 1998-06-16 | Hitachi, Ltd. | Intake system for internal combustion engine |
| DE4447938B4 (en) * | 1993-11-08 | 2005-03-10 | Hitachi Ltd | Intake system for IC engine - has high speed air admitted to combustion chamber to give swirl to air- fuel mixture |
| JP2002285852A (en) * | 2001-03-27 | 2002-10-03 | Denso Corp | Valve device for controlling intake air for internal combustion engine |
| JP4557116B2 (en) * | 2001-03-27 | 2010-10-06 | 株式会社デンソー | Valve device for intake control of internal combustion engine |
| JP2008025562A (en) * | 2006-06-20 | 2008-02-07 | Mitsubishi Electric Corp | Control device for internal combustion engine |
| US7917279B2 (en) | 2006-07-25 | 2011-03-29 | Toyota Jidosha Kabushiki Kaisha | Method of controlling a mechanical compression ratio, a closing timing of an intake valve and air stream |
| JP2010196590A (en) * | 2009-02-25 | 2010-09-09 | Denso Corp | Intake valve drive unit and intake valve device |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2738190B2 (en) | 1998-04-08 |
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| LAPS | Cancellation because of no payment of annual fees |