JPH068609B2 - Engine intake system - Google Patents

Engine intake system

Info

Publication number
JPH068609B2
JPH068609B2 JP60011515A JP1151585A JPH068609B2 JP H068609 B2 JPH068609 B2 JP H068609B2 JP 60011515 A JP60011515 A JP 60011515A JP 1151585 A JP1151585 A JP 1151585A JP H068609 B2 JPH068609 B2 JP H068609B2
Authority
JP
Japan
Prior art keywords
control valve
intake
control
acceleration
swirl
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.)
Expired - Lifetime
Application number
JP60011515A
Other languages
Japanese (ja)
Other versions
JPS61169616A (en
Inventor
博之 山本
正法 三角
正志 丸原
次男 服平
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.)
Mazda Motor Corp
Original Assignee
Mazda Motor 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 Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP60011515A priority Critical patent/JPH068609B2/en
Publication of JPS61169616A publication Critical patent/JPS61169616A/en
Publication of JPH068609B2 publication Critical patent/JPH068609B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
    • 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

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  • 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)

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は吸気スワールを調整するスワール制御弁を吸気
通路に設けたエンジンの吸気装置の改良に関するもので
ある。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of an engine intake device in which a swirl control valve for adjusting intake swirl is provided in an intake passage.

（従来技術） 従来から、吸気スワールを調整するスワール制御弁を備
えたエンジンは種々知られている。例えば、低負荷用吸
気通路とスワール制御弁を備えた高負荷用吸気通路とを
形成し、低負荷時には上記スワール制御弁を閉じて上記
低負荷用吸気通路から吸気を供給することにより、吸気
流速を高めるとともに吸気スワールを生じさせて燃焼性
を向上し、高負荷時にはスワール制御弁を開いて両吸気
通路から吸気を供給することにより、吸気抵抗を軽減す
るとともに吸気スワールを抑制するようにしたエンジン
が知らられている。特に吸気流速、吸気スワール等の吸
気供給状態を種々の運転状態において適正に調整するた
め、例えば特開昭５９−１３８７２３号公報に示される
ように、エンジン回転数および負荷等の運転状態と、制
御弁の前後の差圧等の制御弁の開度に関連した信号とを
それぞれ検出し、上記差圧等の検出値と記憶装置から読
出した運転状態に適合する目標値とを比較し、上記検出
値が目標値となるように制御弁の開度をフィードバツク
制御するようにした装置も知られている。(Prior Art) Conventionally, various engines having a swirl control valve for adjusting an intake swirl are known. For example, by forming an intake passage for low load and an intake passage for high load equipped with a swirl control valve, and closing the swirl control valve at the time of low load to supply intake air from the intake passage for low load, The engine is designed to reduce intake resistance and suppress intake swirl by increasing intake air flow and improving intake quality by increasing intake swirl and opening the swirl control valve to supply intake air from both intake passages at high load. Is known. In particular, in order to properly adjust the intake air supply state such as the intake flow velocity and the intake swirl in various operating states, for example, as shown in JP-A-59-138723, the operating state such as engine speed and load, and control Signals related to the opening of the control valve, such as the differential pressure before and after the valve, are respectively detected, and the detected values of the differential pressure and the like are compared with the target values that match the operating conditions read from the storage device, and the detection is performed. There is also known a device in which the opening of the control valve is feed back controlled so that the value becomes a target value.

ところで、このように制御弁の開度をフィードバツク制
御する場合に、その制御利得を大きくすると、定常運転
時や運転状態の変動が緩かに行われるような場合にも制
御弁が過敏に変動してサージングを生じ、制御の安定性
が阻害されるため、一般にはこのような事態を避けるよ
うに制御利得をある程度抑えている。By the way, when the opening of the control valve is feed back controlled in this way, if the control gain is increased, the control valve fluctuates sensitively even during steady operation or when the operating state changes slowly. As a result, surging occurs and the control stability is impaired. Therefore, the control gain is generally suppressed to some extent to avoid such a situation.

しかしこのようにした場合、運転状態が急激に変化する
加速時には制御の応答性が低下し、つまり加速時にスワ
ール制御弁の開き遅れが生じ、吸気流速や吸気抵抗等が
要求値からずれる。そして、このような加速時に制御弁
の開き遅れにより、ノッキングが生じ易くなる。つま
り、一般にエンジンでは運転状態に応じて点火時期が調
節され、火炎伝播速度等との関係で適正な点火時期が与
えられるようになつているが、スワール制御弁開度が大
きくされてスワールが弱められるべき運転状態へ移行す
る加速時には、そのスワール制御弁の開方向の作動に応
答遅れが生じると、必要以上にスワールが強くなって、
火炎伝播速度が過度に速い状態となる。そして、上記の
ように調節された点火時期が、この状態での火炎伝播速
度にとつては早すぎることとなり、ノッキングが発生し
易くなる。However, in this case, the responsiveness of the control is deteriorated at the time of acceleration when the operating state changes abruptly, that is, the opening delay of the swirl control valve occurs at the time of acceleration, and the intake flow velocity, the intake resistance, etc. deviate from the required values. Then, due to the opening delay of the control valve during such acceleration, knocking easily occurs. In other words, generally, in the engine, the ignition timing is adjusted according to the operating state so that an appropriate ignition timing is given in relation to the flame propagation speed, etc., but the swirl control valve opening is increased and the swirl is weakened. If the response delay occurs in the operation of the swirl control valve in the opening direction during acceleration to shift to the operating state that should be performed, the swirl becomes stronger than necessary,
The flame propagation speed becomes excessively high. The ignition timing adjusted as described above is too early for the flame propagation speed in this state, and knocking easily occurs.

（発明の目的） 本発明はこのような事情に鑑み、スワール制御弁の開度
を運転状態に適合するようにフィードバツク制御する場
合に、定常運転時の制御の安定性を保ちつつ、加速時の
制御の応答性を適度に高め、上記スワール制御弁の作動
の応答遅れに起因したノッキングの発生を効果的に防止
することができるエンジンの吸気装置を提供するもので
ある。(Object of the Invention) In view of the above situation, the present invention provides a feedback control so that the opening degree of the swirl control valve is adapted to the operating condition, and maintains the stability of the control during steady operation, while accelerating. (EN) An intake device for an engine capable of appropriately increasing the control response of the engine and effectively preventing the occurrence of knocking due to the response delay of the operation of the swirl control valve.

（発明の構成） 本発明は、吸気スワールを調整するスワール制御弁を吸
気通路に設けたエンジンの吸気装置において、エンジン
の運転状態を検出する運転状態検出手段と、エンジンの
加速時を検出する加速検出手段と、エンジンに発生する
ノッキングの強さを検出するノッキング検出手段と、上
記スワール制御弁の開度に関連する信号を検出する開度
検出手段と、上記信号の運転状態に適合した目標値を記
憶した記憶手段と、上記運転状態検出手段および開度検
出手段の出力を受け、上記信号の検出値と運転状態に応
じて上記記憶手段から読出した目標値とを比較して上記
スワール制御弁の開度をフィードバツク制御するフィー
ドバツク制御手段と、上記加速検出手段およびノッキン
グ検出手段の出力を受け、加速時に、ノッキングの強さ
の検出値に基づいて求めた制御利得増加量だけ、上記フ
ィードバツク制御手段によるフィードバツク制御の制御
利得を大きくする制御利得変更手段とを設けたものであ
る。(Structure of the Invention) The present invention relates to an engine intake device having a swirl control valve for adjusting an intake swirl in an intake passage, and an operating state detecting means for detecting an operating state of the engine, and an acceleration for detecting an engine acceleration time. Detection means, knocking detection means for detecting the strength of knocking generated in the engine, opening detection means for detecting a signal related to the opening degree of the swirl control valve, and a target value suitable for the operating state of the signal The swirl control valve that receives the outputs of the operating state detecting means and the opening degree detecting means and compares the detected value of the signal with the target value read from the storing means according to the operating state. Feedback control means for controlling the opening degree of the engine and the outputs of the acceleration detection means and the knocking detection means, and at the time of acceleration, the strength of knocking is controlled. The control gain changing means for increasing the control gain of the feedback control by the feedback control means is provided by the control gain increase amount obtained based on the detected value.

つまり、通常時は制御の安定性を保つため上記制御利得
をあまり大きくせず、運転状態が急激に変化する加速時
には、ノッキングの強さの検出に基づいて上記制御利得
を大きくすることにより、ノッキングを抑えることがで
きる程度に、加速時の運転状態の変化に対するスワール
制御弁の開度が変化の応答性を高めるようにしたもので
ある。In other words, the control gain is not increased so much in order to maintain the stability of the control during normal operation, and during acceleration when the operating state changes abruptly, the control gain is increased based on the detection of the strength of knocking to increase the knocking. The opening degree of the swirl control valve with respect to the change in the operating state at the time of acceleration is increased to such an extent that the change can be suppressed.

（実施例） 第１図は本発明装置の全体構造の一実施例を示す。この
図において、エンジンのシリンダ１に形成された燃焼室
２に吸気を供給する吸気通路３には、スロットル弁４の
下流に高負荷用吸気通路５および低負荷用吸気通路６が
形成されており、吸気通路３の下流端は上記燃焼室２に
開口し、その開口部７に吸気弁８が装備されている。上
記高負荷用吸気通路５は通路面積が比較的大きく形成さ
れ、上記開口部７に連通しており、この高負荷用吸気通
路５中には蝶形弁等からなるスワール制御弁（以下、実
施例では制御弁という）９が介設されている。また、低
負荷用吸気通路６は、高負荷用吸気通路５と比べて通路
面積が小さく、高負荷用吸気通路５に沿つてその下方に
形成されており、上記制御弁９の上流の高負荷用吸気通
路５から分岐し、下流端が上記吸気弁８の直上流で高負
荷用吸気通路５に開口している。(Embodiment) FIG. 1 shows an embodiment of the overall structure of the device of the present invention. In this figure, a high load intake passage 5 and a low load intake passage 6 are formed downstream of a throttle valve 4 in an intake passage 3 that supplies intake air to a combustion chamber 2 formed in a cylinder 1 of an engine. The downstream end of the intake passage 3 opens into the combustion chamber 2, and the opening 7 is equipped with an intake valve 8. The high load intake passage 5 is formed to have a relatively large passage area and communicates with the opening 7. The high load intake passage 5 has a swirl control valve (hereinafter, referred to as a butterfly valve) formed in the high load intake passage 5. In the example, a control valve 9 is provided. The low-load intake passage 6 has a smaller passage area than the high-load intake passage 5, is formed below the high-load intake passage 5 along the high-load intake passage 5, and has a high load upstream of the control valve 9. It branches from the intake passage 5 for intake, and the downstream end is opened to the intake passage 5 for high load just upstream of the intake valve 8.

上記低負荷用吸気通路６の下流端はシリンダ１の接線方
向に向けて開口し、この低負荷用吸気通路６を通る吸気
を燃焼室２の周方向に供給するようにしている。一方、
上記高負荷用吸気通路５の下流端付近は、吸気通路３に
対してシリンダ１の軸線方向に開口するように屈曲もし
くは湾曲した形状となつている。したがつて、上記制御
弁９が閉じられたときには、この制御弁９によつて高負
荷用吸気通路５が遮断された状態で低負荷用吸気通路６
のみから燃焼室２に吸気が供給されることにより、吸気
流速が高められるとともに燃焼室２内に強い吸気スワー
ルが生じ、制御弁９が開かれると、高負荷用吸気通路５
から吸気が供給されることにより吸気抵抗が軽減される
とともに吸気スワールが抑制され、制御弁９の開度に応
じて吸気流速、吸気抵抗および吸気スワールの強さが調
節される構造となっている。The downstream end of the low load intake passage 6 opens in the tangential direction of the cylinder 1 so that intake air passing through the low load intake passage 6 is supplied in the circumferential direction of the combustion chamber 2. on the other hand,
The vicinity of the downstream end of the high load intake passage 5 is bent or curved so as to open in the axial direction of the cylinder 1 with respect to the intake passage 3. Therefore, when the control valve 9 is closed, the low load intake passage 6 is blocked by the control valve 9 while the high load intake passage 5 is blocked.
By supplying intake air to the combustion chamber 2 from only the intake air flow velocity is increased, a strong intake swirl is generated in the combustion chamber 2, and when the control valve 9 is opened, the high load intake passage 5 is opened.
The intake resistance is reduced by the intake air being supplied from the intake manifold, the intake swirl is suppressed, and the intake flow velocity, the intake resistance, and the strength of the intake swirl are adjusted according to the opening of the control valve 9. .

上記制御弁９は、低負荷時に閉じ、運転状態に応じて開
度が変化するように、リニアソレノイド等からなるアク
チユエータ１０を介し、マイクロコンピュータ等で構成
したコントロールユニット１１により制御されている。
上記コントロールユニット１１には、スロットル弁４下
流の吸気負圧を検出することによって負荷を検出する負
圧センサ１２と、エンジン回転数を検出する回転数セン
サ１３と、前記アクチュエータ１０の作動量を検出する
ことによって制御弁９の開度を検出するポテンショメー
タ１１４と、エンジンに発生するノッキングの強さを検
出するノッキングセンサ（ノッキング検出手段）１５と
からの各検出信号が入力されている。上記負圧センサ１
２および回転数センサ１３は運転状態検出手段を構成
し、ポテンショメータ１４は制御弁９の開度に関連する
信号を検出する開度検出手段とからなる。また、コント
ロールユニット１１内では、上記負圧センサ１２の出力
に基いて吸気負圧の変化率を調べることによりエンジン
の加速状態を検出するようにし、加速検出手段を構成し
ている。The control valve 9 is controlled by a control unit 11 composed of a microcomputer or the like via an actuator 10 composed of a linear solenoid or the like so that the control valve 9 is closed when the load is low and the opening degree changes according to the operating state.
The control unit 11 includes a negative pressure sensor 12 that detects a load by detecting an intake negative pressure downstream of the throttle valve 4, a rotation speed sensor 13 that detects an engine speed, and an operation amount of the actuator 10. By doing so, the respective detection signals from the potentiometer 114 for detecting the opening degree of the control valve 9 and the knocking sensor (knocking detection means) 15 for detecting the strength of knocking generated in the engine are input. The negative pressure sensor 1
2 and the rotation speed sensor 13 constitute an operating state detecting means, and the potentiometer 14 comprises an opening degree detecting means for detecting a signal related to the opening degree of the control valve 9. Further, in the control unit 11, the acceleration state of the engine is detected by checking the change rate of the intake negative pressure on the basis of the output of the negative pressure sensor 12, and the acceleration detecting means is configured.

上記コントロールユニット１１は、メモリ（記憶手段）
１６と、ＣＰＵ等からなる制御部１７とを有し、上記メ
モリ１６に、第２図に示すように、制御弁９の目標開度
φ０が吸気負圧Ｐｉおよびエンジン回転数Ｎに対応づけ
たマップとして予め記憶されている。上記目標開度φ０
は基本的には低負荷時に最小開度とされ、高負荷高回転
時に開度が大きくなるようにし、種々の運転状態に適合
するように設定されている。The control unit 11 is a memory (storage means).
16 and a control unit 17 including a CPU, etc., and in the memory 16, the target opening φ 0 of the control valve 9 is associated with the intake negative pressure Pi and the engine speed N, as shown in FIG. Are stored in advance as a map. Above target opening φ 0
Is basically set to a minimum opening when the load is low, and the opening is set to be large when the load is high and the rotation is high, and is set to suit various operating conditions.

また、上記制御部１７は、制御弁９の開度をフィードバ
ツク制御するフィードバツク制御手段と、制御利得変更
手段とを構成している。すなわち、この制御部１７は、
上記負圧センサ１２および回転数センサ１３によって検
出される運転状態に応じた目標開度φ０をメモリから読
出し、この目標開度φ０とポテンショメータ１４の出力
とを比較して制御弁９の開度をフィードバツク制御する
とともに、その制御利得Ｇを、加速時には通常時よりも
大きくしている。Further, the control section 17 constitutes a feedback control means for feedback controlling the opening degree of the control valve 9 and a control gain changing means. That is, the control unit 17
The target opening φ 0 corresponding to the operating state detected by the negative pressure sensor 12 and the rotation speed sensor 13 is read from the memory, and the target opening φ 0 is compared with the output of the potentiometer 14 to open the control valve 9. Feedback control, and its control gain G is made larger during acceleration than in normal operation.

当実施例では、通常時の制御利得となる基本的な制御利
得Ｇを、第３図に示すように、制御弁９の目標開度φ０
が小さくときには比較的小さくして目標開度φ０が大き
くなるほど大きくするように設定している。In this embodiment, the basic control gain G, which is the normal control gain, is set to the target opening φ 0 of the control valve 9 as shown in FIG.
When is small, it is set to be relatively small and is set to be larger as the target opening φ 0 becomes larger.

基本的な制御利得Ｇを上記のように制御弁９の目標開度
φ０に応じて変えているのは、燃焼室２内に生じるスワ
ールの強さが、制御弁９の開度が小さい範囲にあるとき
にはその開度変化に伴つて大きく変動することから、制
御弁９の開度が小さいときに急激に制御弁９の開度が変
化すると制御の安定性が悪くなり、一方、制御弁９の開
度が大きいときに制御弁９の開度変化が緩慢であると応
答性が悪くなるためである。この制御弁９の目標開度φ
０に応じた基本的な制御利得Ｇも予め前記メモリ１６に
記憶され、メモリ１６によつて読出されるようにしてい
る。The basic control gain G is changed according to the target opening φ 0 of the control valve 9 as described above because the swirl strength generated in the combustion chamber 2 is in a range where the opening of the control valve 9 is small. When the opening of the control valve 9 is small, the stability of the control is deteriorated when the opening of the control valve 9 is suddenly changed. This is because if the opening degree of the control valve 9 is slow when the opening degree is large, the responsiveness deteriorates. Target opening φ of this control valve 9
The basic control gain G corresponding to 0 is also stored in the memory 16 in advance and read by the memory 16.

また、加速時の制御利得Ｇの増加量ΔＧを適正に調整で
きるように、加速時に前記ノッキングセンサ１５の出力
を受け、その出力（ノッキングの強さの検出値）に基づ
いて適正な制御利得増加量ΔＧを求めるようにしてい
る。つまり加速時には負荷の増大に伴つて制御弁９が開
方向に制御されることになるが、この際に、点火時期は
制御弁９が開かれてスワールが抑制される状態での適正
時期となるように調節されるのに対し、応答遅れが生じ
ると、制御弁９が適正値よりも閉じぎみとなって吸気流
速および吸気スワールが必要以上に高くなることによ
り、火炎伝播速度が過度に速い状態で比較的早めに点火
が行われてノッキングが生じ易くなる。このため、ノッ
キングセンサ１５の出力に応じて上記増加量を加減すれ
ば適正な調整を行い得る。そして、このようにして求め
た上記増加量は、学習値としてメモリ１６内の学習マッ
プに書込み、その後はこの学習マップから上記増加量を
読み出すようにしている。上記学習マップは運転状態
（吸気負圧、エンジン回転数）および加速度に対応させ
て上記増加量を書換え可能に記憶するものである。Further, in order to properly adjust the increase amount ΔG of the control gain G at the time of acceleration, the output of the knocking sensor 15 is received at the time of acceleration, and an appropriate control gain increase is made based on the output (knocking strength detection value). The amount ΔG is calculated. That is, at the time of acceleration, the control valve 9 is controlled in the opening direction as the load increases. At this time, the ignition timing is an appropriate timing when the control valve 9 is opened and the swirl is suppressed. On the other hand, when the response delay occurs, the control valve 9 is closed more than the appropriate value, and the intake flow velocity and the intake swirl become higher than necessary, so that the flame propagation speed is excessively high. Therefore, ignition is performed relatively early and knocking is likely to occur. Therefore, if the increase amount is adjusted according to the output of the knocking sensor 15, proper adjustment can be performed. The increase amount thus obtained is written as a learning value in the learning map in the memory 16, and thereafter, the increase amount is read from the learning map. The learning map rewritably stores the increased amount corresponding to the operating state (intake negative pressure, engine speed) and acceleration.

第４図は上記制御部１７による制御の具体例を示すフロ
ーチャートである。このフローチャートはエンジンが作
動されたときにスタートし、先ずステップＳ１で吸気負
圧Ｐｉ、エンジン回転数Ｎおよび制御弁９の開度φを読
込む。次にステツプＳ２で、現実の吸気負圧Ｐｉおよび
エンジン回転数Ｎに応じて第２図のマップから読出した
値ｆ（Ｎ，Ｐｉ）を目標開度φ０と設定する。続いてス
テップＳ３では、第３図に示すような対応関係を以つ
て、ステップＳ２で設定された目標開度φ０に対応する
値ｆ′（φ０）を制御利得Ｇと設定する。FIG. 4 is a flow chart showing a specific example of control by the control unit 17. This flow chart starts when the engine is operated, and first, in step S 1 , the intake negative pressure Pi, the engine speed N and the opening degree φ of the control valve 9 are read. Next, in step S 2, sets the map of Figure 2 in accordance with the actual intake negative pressure Pi and the engine speed N read out the value f (N, Pi) and the target opening phi 0. Then, in step S 3 , a value f ′ (φ 0 ) corresponding to the target opening φ 0 set in step S 2 is set as the control gain G with the correspondence relationship shown in FIG.

次にステップＳ４，Ｓ５で、吸気負圧の前回検出値Ｐ
i-1と今回補正値Ｐｉとから吸気負圧の変化率（Ｐｉ−
Ｐi-1）／Ｐｉを加速度αとして求め、この加速度αが
所定の基準値Ｃ１より大きいか否かを調べ、基準値Ｃ１
より大きいときに加速状態であると判定する。そして、
加速状態でないときはステップＳ６で後述の制御利得増
加量ΔＧを０とする。Next Step S 4, in S 5, the previously detected value of the intake negative pressure P
i-1 and the current correction value Pi, the rate of change in intake negative pressure (Pi-
P i-1 ) / Pi is obtained as an acceleration α, and it is checked whether or not this acceleration α is larger than a predetermined reference value C 1 to obtain a reference value C 1
When it is larger, it is determined that the vehicle is in an accelerating state. And
When it is not in the acceleration state, the control gain increase amount ΔG described later is set to 0 in step S 6 .

加速状態にあるときは、ステップＳ７で、そのときの運
転状態および加速度αに応じた制御利得増加量ΔＧがす
でに学習されたか否かを調べ、例えば後述のステップＳ
８〜Ｓ10による処理が同一運転状態で所定数回行なわれ
たか否かによって学習の有無を調べる。そして未学習の
状態であれば、ステップＳ８〜ステップＳ10で、ノッキ
ングセンサ１５の出力Ｖに所定の係数Ｃ２を乗算するこ
とによって制御利得増加量ΔＧを求めるとともに、この
制御利得増加量ΔＧを、そのときの運転状態および加速
度αに応じた学習値として学習マップに書込み、既学習
の状態であれば、ステップＳ11で学習マップから制御利
得増加量ΔＧを読出す。When in the acceleration state, in step S 7, examines whether or not the control gain increment ΔG corresponding to the operating state and the acceleration α of the time has already been learned, for example, below the step S
Treatment with 8 to S 10 it is checked whether the learning by whether or not performed for a predetermined number of times with the same operating conditions. Then, in the unlearned state, in steps S 8 to S 10 , the control gain increase amount ΔG is obtained by multiplying the output V of the knocking sensor 15 by a predetermined coefficient C 2, and the control gain increase amount ΔG is obtained. Is written in the learning map as a learning value according to the driving state and the acceleration α at that time, and if it is a learned state, the control gain increase amount ΔG is read from the learning map in step S 11 .

ステップＳ６，Ｓ10，Ｓ11のいずれかに続いて、ステッ
プＳ12で、基本の制御利得に制御利得増加量ΔＧを加算
し、これによって加速時には制御利得Ｇを大きくする。Subsequent to any of steps S 6 , S 10 and S 11 , in step S 12 , the control gain increase amount ΔG is added to the basic control gain, thereby increasing the control gain G during acceleration.

次にステップＳ13〜ステップＳ15で、制御弁９の現実の
開度（ポテンショメータ１４の出力）φと目標開度φ０
とを比較し、いずれが大きいかに応じ、制御弁９を開方
向に作動させるか閉方向に作動させるかを決める符号値
ｉを１または−１とし、つまり目標開度に近付ける方向
に制御弁９を作動させるように符号値ｉを決める。続い
てステップＳ16で［φ＝φ＋ｉＧ］と演算し、つまり制
御弁９の開度φを上記制御利得Ｇ分だけ閉方向または開
方向に変化させる演算を行い、ステップＳ17でこの演算
結果に応じて制御弁９を駆動する。そして、以上のステ
ップＳ１〜Ｓ17の処理を繰返すことによつて制御弁９の
開度が目標開度となるようにフィードバツク制御を行
う。Next steps S 13 ~ in step S 15, the control valve the actual (output of the potentiometer 14) the opening degree of the 9 phi and the target opening degree phi 0
And the code value i for deciding whether to operate the control valve 9 in the opening direction or in the closing direction is set to 1 or -1, that is, the control valve 9 is moved toward the target opening degree. Determine the sign value i to activate 9. Then, in step S 16 , [φ = φ + iG] is calculated, that is, the opening φ of the control valve 9 is changed in the closing direction or the opening direction by the control gain G, and this calculation result is obtained in step S 17. The control valve 9 is driven accordingly. Then, the Fidobatsuku controlled so that the opening degree of the O connexion control valve 9 to repeat the processing of steps S 1 to S 17 becomes a target opening degree.

以上のフローチャートに従つた制御により、運転状態に
応じて制御弁９の開度が適正に制御され、吸気流速、吸
気スワール、吸気抵抗等の吸気供給状態が運転状態に適
合するように制御されることとなる。特に本発明では、
通常時に制御の安定性を阻害しない程度に基本の制御利
得Ｇを設定するとともに、加速時には制御利得Ｇを大き
くしているので、加速時の運転状態の変化に対して応答
性良く制御弁９の開度が変化し、従って吸気流速、吸気
スワールおよび吸気抵抗等の吸気供給状態が応答性良く
変動し、応答遅れに起因したノッキングの発生や出力低
下を防止することができる。By the control according to the above flow chart, the opening degree of the control valve 9 is appropriately controlled according to the operating state, and the intake air supply speed, the intake swirl, the intake resistance, and the like are controlled so as to match the operating state. It will be. Particularly in the present invention,
Since the basic control gain G is set to such an extent that the control stability is not impaired during normal operation, and the control gain G is increased during acceleration, the response of the control valve 9 to the change of the operating state during acceleration is good. The degree of opening changes, so that the intake air supply states such as the intake flow velocity, the intake swirl, and the intake resistance fluctuate with good responsiveness, and it is possible to prevent knocking or output reduction due to response delay.

とくに、加速時における制御利得の増加量ΔＧを、ノッ
キングの強さの検出値に基づいて求めているため、確実
にノッキングを回避することができる。In particular, since the increase amount ΔG of the control gain during acceleration is obtained based on the detected value of knocking strength, knocking can be reliably avoided.

なお、上記実施例では制御弁９の制御についてのみ示し
たが、第５図に示すように、上記の制御に加えて点火時
期も補正するようにすれば、より確実にノッキングの発
生を防止することができる。すなわち、第５図（Ａ）〜
（Ｃ）は負荷に相当するスロットル弁４の開度と、制御
弁９の開度、点火時期の時間変化を対応づけて示したも
ので、ｔ１〜ｔ２は加速状態にある時期であり、この期
間はスロットル弁４の開度変化に応じて制御弁９の開度
が変えられる。そしてこの場合、制御利得を変えない従
来装置によれば、第５図（Ｂ）に２点鎖線２１で示すよ
うに制御弁９の開度変化が要求値（破線２２）から大き
く遅れるのに対し、加速時の制御利得を大きくした本発
明によれば、実線２３に示すように制御弁９の開度変化
の応答性が高められる。但しこのようにしても、制御弁
９の作動の機械的な応答遅れにより、加速初期には多少
の開き遅れが生じる。これに対し、加速時には、点火時
期を、第５図（Ｃ）に実線２４で示すように、本来の運
転状態に応じた点火時期（破線２５）よりも遅角側に補
正し、加速後に本来の点火時期に復帰させるようにすれ
ば、上記制御弁９の作動の機械的な応答遅れによつて燃
焼速度が速くなるときそれに見合うように点火時期が遅
らされることにより、ノッキングがより確実に防止され
ることとなる。Although only the control of the control valve 9 is shown in the above-mentioned embodiment, as shown in FIG. 5, if the ignition timing is corrected in addition to the above-mentioned control, the occurrence of knocking can be prevented more reliably. be able to. That is, FIG. 5 (A)-
(C) shows the opening of the throttle valve 4 corresponding to the load, the opening of the control valve 9, and the time change of the ignition timing in association with each other, and t 1 to t 2 are the timings in the acceleration state. During this period, the opening degree of the control valve 9 is changed according to the opening degree change of the throttle valve 4. In this case, according to the conventional device that does not change the control gain, the change in the opening degree of the control valve 9 is greatly delayed from the required value (broken line 22) as shown by the chain double-dashed line 21 in FIG. 5 (B). According to the present invention in which the control gain during acceleration is increased, the responsiveness of the opening change of the control valve 9 is enhanced as shown by the solid line 23. However, even in this case, due to the mechanical response delay of the operation of the control valve 9, there is some opening delay in the initial stage of acceleration. On the other hand, at the time of acceleration, the ignition timing is corrected to be retarded from the ignition timing (broken line 25) corresponding to the original operating state as shown by the solid line 24 in FIG. If the ignition timing is returned to the ignition timing, the ignition timing is delayed to correspond to the increase in the combustion speed due to the mechanical response delay in the operation of the control valve 9, so that knocking is more reliable. Will be prevented.

このほかにも本発明装置の具体的構造は種々変更可能で
ある。例えば、制御弁９の開度に関連する信号を検出す
る検出手段としては、上記実施例に示すポテンショメー
タ１４の代りに、制御弁９の弁軸の回動量を検出するも
の、あるいは制御弁９の前後の差圧を検出するもの等を
用いてもよい。また運転状態検出手段も上記実施例に限
定されず、例えば負圧センサ１２の代りに、スロットル
弁４の開度を検出するスロットル開度センサを用いても
よい。Besides this, the concrete structure of the device of the present invention can be variously modified. For example, as the detection means for detecting the signal related to the opening degree of the control valve 9, instead of the potentiometer 14 shown in the above embodiment, a means for detecting the rotation amount of the valve shaft of the control valve 9 or the control valve 9 is used. You may use the thing etc. which detect the front-back differential pressure. Further, the operating state detecting means is not limited to the above embodiment, and instead of the negative pressure sensor 12, for example, a throttle opening sensor for detecting the opening of the throttle valve 4 may be used.

また、本発明は、上記実施例のように低負荷用吸気通路
６の下流端が吸気弁８の直上流の高負荷用吸気通路５に
開口した形式のエンジンに限らず、低負荷用および高負
荷用の両吸気通路が独立してそれぞれ燃焼室に開口し、
その各開口部に吸気弁が装備された形式のエンジンにも
適用し得るものである。Further, the present invention is not limited to the engine of the type in which the downstream end of the low load intake passage 6 is opened to the high load intake passage 5 immediately upstream of the intake valve 8 as in the above-described embodiment, but is not limited to the low load and high load type. Both intake passages for load open independently to the combustion chamber,
It can also be applied to an engine of the type in which each opening is equipped with an intake valve.

（発明の効果） 以上のように本発明は、スワール制御弁の開度を運転状
態に応じてフィードバツク制御する場合に、その制御利
得を加速時に大きくしているため、通常時の制御の安定
性を保ちつつ、加速時の運転状態の変化に応じたスワー
ル制御弁の開度変化の応答性を高めることができ、加速
時の応答遅れに起因したノッキングの発生や出力低下を
防止することができる。とくに、ノッキングの強さの検
出値に基づいて求めた増加量だけ加速時における制御利
得を大きくしているため、加速時のスワール制御弁の開
度変化の応答性を適度に高め、確実にノッキングを抑制
することができるものである。(Advantages of the Invention) As described above, according to the present invention, when the opening degree of the swirl control valve is feedback controlled according to the operating state, the control gain is increased during acceleration, so that the control during normal operation is stable. The responsiveness of the opening change of the swirl control valve according to the change of the operating state at the time of acceleration can be improved while maintaining the performance, and the occurrence of knocking and the reduction of the output due to the response delay at the time of acceleration can be prevented. it can. In particular, because the control gain during acceleration is increased by the amount of increase determined based on the detected value of knocking strength, the responsiveness of the opening change of the swirl control valve during acceleration is appropriately increased to ensure knocking. Can be suppressed.

【図面の簡単な説明】[Brief description of drawings]

第１図は本発明装置の一実施例を示す概略図、第２図お
よび第３図はメモリに記憶された目標開度および制御利
得の説明図、第４図は制御のフローチャート、第５図
（Ａ）〜（Ｃ）は上記制御に加えて点火時期も制御する
場合のスロットル弁の開度、制御弁の開度および点火時
期の変動関係説明図である。 ３…吸気通路、４…スロットル弁、５…高負荷用吸気通
路、６…低負荷用吸気通路、９…制御弁、１１…コント
ロールユニット、１２…負圧センサ、１３…回転数セン
サ、１４…ポテンショメータ、１５…ノッキングセン
サ、１６…メモリ、１７…制御部（フィードバツク制御
手段および制御利得変更手段）。FIG. 1 is a schematic view showing an embodiment of the device of the present invention, FIGS. 2 and 3 are explanatory views of a target opening and a control gain stored in a memory, FIG. 4 is a control flowchart, and FIG. (A)-(C) are explanatory views of a variation relationship between the opening of the throttle valve, the opening of the control valve and the ignition timing when the ignition timing is controlled in addition to the above control. 3 ... Intake passage, 4 ... Throttle valve, 5 ... High load intake passage, 6 ... Low load intake passage, 9 ... Control valve, 11 ... Control unit, 12 ... Negative pressure sensor, 13 ... Rotation speed sensor, 14 ... Potentiometer, 15 ... Knocking sensor, 16 ... Memory, 17 ... Control unit (feedback control means and control gain changing means).

───────────────────────────────────────────────────── フロントページの続き (72)発明者 服平 次男 広島県安芸郡府中町新地３番１号 マツダ 株式会社内 (56)参考文献 特開 昭59−138723（ＪＰ，Ａ) 特開 昭59−60032（ＪＰ，Ａ) ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Tsuguo Hatahira 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (56) References JP-A-59-138723 (JP, A) JP-A-59 -60032 (JP, A)

Claims (1)

【特許請求の範囲】[Claims] 【請求項１】吸気スワールを調整するスワール制御弁を
吸気通路に設けたエンジンの吸気装置において、エンジ
ンの運転状態を検出する運転状態検出手段と、エンジン
の加速時を検出する加速検出手段と、エンジンに発生す
るノッキングの強さを検出するノッキング検出手段と、
上記スワール制御弁の開度に関連する信号を検出する開
度検出手段と、上記信号の運転状態に適合した目標値を
記憶した記憶手段と、上記運転状態検出手段および開度
検出手段の出力を受け、上記信号の検出値と運転状態に
応じて上記記憶手段から読出した目標値とを比較して上
記スワール制御弁の開度をフィードバツク制御するフィ
ードバツク制御手段と、上記加速検出手段およびノッキ
ング検出手段の出力を受け、加速時に、ノッキングの強
さの検出値に基づいて求めた制御利得増加量だけ、上記
フィードバツク制御手段によるフィードバツク制御の制
御利得を大きくする制御利得変更手段とを設けたことを
特徴とするエンジンの吸気装置。1. An engine intake system having a swirl control valve for adjusting an intake swirl in an intake passage, wherein an operating condition detecting means for detecting an operating condition of the engine, and an acceleration detecting means for detecting a time of acceleration of the engine. Knocking detection means for detecting the strength of knocking generated in the engine,
An opening degree detection means for detecting a signal related to the opening degree of the swirl control valve, a storage means for storing a target value suitable for the operation state of the signal, and outputs of the operation state detection means and the opening degree detection means. In response, the detected value of the signal is compared with the target value read from the storage means according to the operating state, and the feedback control means for feedback controlling the opening degree of the swirl control valve, the acceleration detection means, and the knocking. Control gain changing means for receiving the output of the detecting means and increasing the control gain of the feedback control by the feedback control means by the control gain increase amount obtained based on the detected value of the knocking strength during acceleration is provided. The engine intake system is characterized by
JP60011515A 1985-01-23 1985-01-23 Engine intake system Expired - Lifetime JPH068609B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP60011515A JPH068609B2 (en) 1985-01-23 1985-01-23 Engine intake system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP60011515A JPH068609B2 (en) 1985-01-23 1985-01-23 Engine intake system

Publications (2)

Publication Number Publication Date
JPS61169616A JPS61169616A (en) 1986-07-31
JPH068609B2 true JPH068609B2 (en) 1994-02-02

Family

ID=11780136

Family Applications (1)

Application Number Title Priority Date Filing Date
JP60011515A Expired - Lifetime JPH068609B2 (en) 1985-01-23 1985-01-23 Engine intake system

Country Status (1)

Country Link
JP (1) JPH068609B2 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4874192B2 (en) * 2007-08-10 2012-02-15 株式会社デンソー Vehicle control apparatus and control system

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5960032A (en) * 1982-09-30 1984-04-05 Mazda Motor Corp Intake apparatus for engine
JPS59138723A (en) * 1983-01-28 1984-08-09 Mazda Motor Corp Suction device for engine

Also Published As

Publication number Publication date
JPS61169616A (en) 1986-07-31

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