JPH0689666B2 - Intake control device for internal combustion engine - Google Patents

Intake control device for internal combustion engine

Info

Publication number
JPH0689666B2
JPH0689666B2 JP27328884A JP27328884A JPH0689666B2 JP H0689666 B2 JPH0689666 B2 JP H0689666B2 JP 27328884 A JP27328884 A JP 27328884A JP 27328884 A JP27328884 A JP 27328884A JP H0689666 B2 JPH0689666 B2 JP H0689666B2
Authority
JP
Japan
Prior art keywords
intake
pipe
communication
internal combustion
combustion engine
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
JP27328884A
Other languages
Japanese (ja)
Other versions
JPS61152923A (en
Inventor
志郎 河合
明 井伊
博志 岡野
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.)
Toyota Motor Corp
Original Assignee
Toyota 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 Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP27328884A priority Critical patent/JPH0689666B2/en
Publication of JPS61152923A publication Critical patent/JPS61152923A/en
Publication of JPH0689666B2 publication Critical patent/JPH0689666B2/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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0268—Valves
    • F02B27/0284—Rotary slide valves
    • 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
    • F02D9/1035—Details of the valve housing
    • F02D9/1055—Details of the valve housing having a fluid by-pass
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1816—Number of cylinders four
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • 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)
  • Characterised By The Charging Evacuation (AREA)

Description

【発明の詳細な説明】 ［産業上の利用分野］ 本発明は、内燃機関のサージタンクまたはエアクリーナ
から気筒に至る吸気管が各気筒ごとに独立しており該独
立の吸気管にそれぞれスロットルバルブを備えた内燃機
関の独立吸気システムに対して設けられる連通管の連
通、非連通を制御する装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to an intake pipe from a surge tank or an air cleaner of an internal combustion engine to a cylinder, which is independent for each cylinder, and a throttle valve is provided to each of the independent intake pipes. The present invention relates to a device for controlling communication or non-communication of a communication pipe provided for an independent intake system of an internal combustion engine.

［従来の技術］ 内燃機関の独立吸気システムにおいては、サージタンク
またはエアクリーナから各気筒に吸気を導く吸気管が互
に独立しているが、各吸気管を連通させるものがある。
たとえば、各気筒への吸気通路の長さが異なるために、
各気筒への空気量が異なるので、とくにアイドル時の各
気筒の吸入空気量をバランスさせるために設けられるバ
ランスチューブ（たとえば特開昭54-137516号公報、特
開昭58-57066号公報）、ブレーキブースタの元圧を得る
ために、吸気圧力を平均させる吸気平均圧力を得るため
の連通管、冷間始動時の回転を上げるためのファースト
アイドルのための空気導入管（たとえば実開昭57-11772
1号公報）等がそうである。[Prior Art] In an independent intake system of an internal combustion engine, although intake pipes that guide intake air from a surge tank or an air cleaner to each cylinder are independent from each other, there is a system in which the intake pipes communicate with each other.
For example, because the length of the intake passage to each cylinder is different,
Since the air amount to each cylinder is different, a balance tube provided to balance the intake air amount of each cylinder particularly at the time of idling (for example, JP-A-54-137516 and JP-A-58-57066), In order to obtain the original pressure of the brake booster, a communicating pipe for averaging the intake pressure, a communication pipe for obtaining the intake average pressure, an air introduction pipe for the first idle to increase the rotation at cold start (for example, the actual open sho-57- 11772
No. 1) is the same.

［発明が解決しようとする問題点］ しかしながら、これらはそれぞれ吸気システムの単一の
要求機能を満足させることしかできなく、たとえばバラ
ンスチューブの例では各吸気管のアイドル時の吸入空気
量を各気筒に対してバランスさせることしかできなく、
内燃機関の運転状態に応じて種々に変化する吸気システ
ムの要求機能を複数満足させることはできない。このた
め、これらの吸気システムを電子制御と組合せて内燃機
関の種々の運転状態に合せて制御するということはでき
ないし、また制御もたとえ具備しても機械的なものであ
り、電子制御を適用することに適していない。[Problems to be Solved by the Invention] However, each of these can only satisfy a single required function of the intake system. For example, in the example of the balance tube, the intake air amount at the time of idling of each intake pipe is set to each cylinder. Can only be balanced against
It is not possible to satisfy a plurality of required functions of the intake system that change variously according to the operating state of the internal combustion engine. For this reason, it is not possible to combine these intake systems with electronic control to control them according to various operating states of the internal combustion engine, and even if control is provided, it is mechanical and electronic control is applied. Not suitable to do.

また、バランスチューブの容量を小さくすると十分な吸
気圧力が出ないことになり、大きくすると本来の独立吸
気の特徴である過渡レスポンスやエンジン出力性能向上
が得られにくい方向となる。Also, if the capacity of the balance tube is made smaller, sufficient intake pressure will not be produced, and if it is made larger, it will be difficult to obtain the transient response and engine output performance improvement which are the features of the original independent intake.

さらに、軽負荷時独立吸気では、各気筒のスロットルバ
ルブに吸気圧力がサイクル毎に繰り返しかかり、スロッ
トルシャフト、軸受部にそれなりの耐久性上からの配慮
が必要であった。Further, in the independent intake at the time of light load, the intake pressure is repeatedly applied to the throttle valve of each cylinder in each cycle, and it is necessary to consider the durability of the throttle shaft and the bearing part.

本発明は、上記のような問題を解消するために、独立吸
気システムを備えた内燃機関において、連通管に電子制
御を可能ならしめるエアコントロールバルブを設け、独
立吸気としての特徴であるレスポンス向上や性能向上を
犠牲にすることなく、軽負荷時の流量計算の精度向
上、ブレーキブースタ用の負圧確保、他制御系負圧源
確保、スロットルシャフトの信頼性向上、をはかるこ
とを目的とする。In order to solve the above problems, the present invention provides an air control valve that enables electronic control in a communication pipe in an internal combustion engine equipped with an independent intake system to improve response that is a characteristic of independent intake air. The objective is to improve the accuracy of flow rate calculation at light load, secure negative pressure for brake booster, secure negative pressure source for other control system, and improve reliability of throttle shaft without sacrificing performance improvement.

［問題点を解決するための手段］ この目的に沿う本発明の内燃機関の吸気制御装置は、次
の装置から成る。すなわち、 内燃機関の吸気管を各気筒毎に独立とするとともに各吸
気管毎にスロットルバルブを設け、該スロットルバルブ
下流に、各吸気管を連通する連通管を設け、該連通管に
各気筒の吸気圧力を平均化する程のボリュームを持た
せ、該連通管に連通状態と非連通状態の切替が可能なエ
アコントロールバルブを設け、該エアコントロールバル
ブによる前記連通管の切り替えを内燃機関の運転状態が
高負荷領域にあるときには非連通状態に軽負荷領域にあ
るときは連通状態に設定したことを特徴とする内燃機関
の吸気制御装置。[Means for Solving the Problems] An intake control device for an internal combustion engine according to the present invention, which meets this object, includes the following device. That is, the intake pipe of the internal combustion engine is independent for each cylinder, a throttle valve is provided for each intake pipe, a communication pipe for communicating each intake pipe is provided downstream of the throttle valve, and the communication pipe of each cylinder is provided. The communication pipe is provided with an air control valve capable of switching between a communicating state and a non-communicating state by providing a volume for averaging the intake pressure, and switching of the communicating pipe by the air control valve is performed in the operating state of the internal combustion engine. Is set to a non-communication state when the vehicle is in a high load region and a communication state when the vehicle is in a light load region.

［作用］ 上記構成を有する内燃機関の吸気制御装置では、機械的
制御によらず、電子制御装置の指令によりエアコントロ
ールバルブの制御が行なわれるので、制御の精度が向上
する。[Operation] In the intake control device for an internal combustion engine having the above-described configuration, the air control valve is controlled by a command from the electronic control device, not by mechanical control, so the control accuracy is improved.

そして、運転状態が軽負荷時には連通管が連通状態とさ
れて、各吸気管の吸気圧力が平均化され、軽負荷時の、
流量計算の精度向上、ブレーキブースタ用の負圧確保、
他制御系負圧源確保がなされる他、圧力脈動の減少を通
してスロットルシャフト、軸受部の負荷の減少とそれら
の信頼性の向上がはかられる。Then, when the operating condition is light load, the communication pipe is brought into a communication state, the intake pressure of each intake pipe is averaged, and at the time of light load,
Improved accuracy of flow rate calculation, securing negative pressure for brake booster,
In addition to securing a negative pressure source for another control system, it is possible to reduce the load on the throttle shaft and the bearing and to improve their reliability by reducing the pressure pulsation.

また、運転状態が高負荷時には連通管が非連通状態とさ
れ、各気筒の吸気管が独立となるので、各気筒の独立吸
気システム本来のメリットである高速時の過渡レスポン
ス性能および良好なる出力性能が確保される。Also, when the operating condition is high load, the communication pipe is not connected and the intake pipe of each cylinder is independent, so the transient response performance at high speed and good output performance, which are the original merits of the independent intake system of each cylinder. Is secured.

［実施例］ 以下に、本発明の一実施例に係る内燃機関の吸気制御装
置を、図面を参照して説明する。[Embodiment] An intake control device for an internal combustion engine according to an embodiment of the present invention will be described below with reference to the drawings.

まず、第１図および第２図は本発明を４気筒エンジンに
適用した場合を示している。図において、内燃機関１の
各気筒２は、サージタンクまたはエアクリーナ３と、各
気筒毎に独立の吸気管４によって接続されている。符号
4a、4b、4c、4dは独立の吸気管を示している。各吸気管
4a、4b、4c、4dにはそれぞれスロットルバルブ５が設け
られており、ロッド６により同時に開閉される。符号5
a、5b、5c、5dは各吸気管4a、4b、4c、4d毎に設けたそ
れぞれのスロットルバルブを示している。各気筒毎に独
立の吸気管４、各吸気管毎に設けたスロットルバルブ５
は独立吸気システムを構成している。独立の吸気管4a,4
b,4c,4dはスロットルバルブ５の下流において、連通管
８により互に連通、非連通可能に、連通されている。連
通管８のボリュームは、連通管８の連通状態において各
気筒の吸気圧力を平均化する程のボリュームに設定され
ている。First, FIGS. 1 and 2 show a case where the present invention is applied to a four-cylinder engine. In the figure, each cylinder 2 of the internal combustion engine 1 is connected to a surge tank or air cleaner 3 and an independent intake pipe 4 for each cylinder. Sign
4a, 4b, 4c and 4d show independent intake pipes. Each intake pipe
A throttle valve 5 is provided on each of 4a, 4b, 4c and 4d, and they are simultaneously opened and closed by a rod 6. Code 5
Reference numerals a, 5b, 5c and 5d denote throttle valves provided for the intake pipes 4a, 4b, 4c and 4d, respectively. Independent intake pipe 4 for each cylinder, throttle valve 5 provided for each intake pipe
Constitutes an independent intake system. Independent intake pipe 4a, 4
The b, 4c, and 4d are connected downstream of the throttle valve 5 by a communication pipe 8 so that they can communicate with each other and can not communicate with each other. The volume of the communication pipe 8 is set to a volume that averages the intake pressure of each cylinder in the communication state of the communication pipe 8.

７はエアコントロールバルブを示しており、第３図ない
し第５図に示すように、該エアコントロールバルブ７は
各吸気管4a、4b、4c、4dにわたって延びる筒状体の連通
管８と、該連通管８内に回動可能に装着されたバルブ９
を有する。バルブ９は両端をめくら手段10、11により閉
塞されている。連通管８は各気筒の吸気管４に連通され
る連結口12を有している。符号12a、12b、12c、12dはそ
れぞれ吸気管4a、4b、4c、4dに連通される連結口を示し
ている。バルブ９は筒状体の両端を前記メクラ手段10、
11により閉塞したものから成り、内部に連通空間部13を
有している。さらにバルブ９は、連通管８の連結口12に
対応する位置に円周方向に長く延びる連結用のポート15
を有している。符号15a、15b、15c、15dはそれぞれ連結
口12a、12b、12c、12dに対応するポートを示している。
バルブ９のポート15は、連通管８の連結口12に対する位
置関係によりエアコントロールバルブ７は次の２つの状
態を現出することができるような位置に設けられる。す
なわち、第４図はバルブ９を連通管８内に回転させるこ
とにより、連結口12a、12b、12c、12dがバルブ９の壁9a
によって非連通状態に遮断され、各吸気管4a、4b、4c、
4dが独立吸気として作動する状態を示している。第５図
はバルブ９を連通管８内に回転させることにより、各連
結口12a、12b、12c、12dが各連結用のポート15a、15b、
15c、15dによって開けられて各気筒が連通された状態を
示している。Reference numeral 7 denotes an air control valve. As shown in FIGS. 3 to 5, the air control valve 7 includes a cylindrical communication pipe 8 extending over the intake pipes 4a, 4b, 4c, 4d. A valve 9 rotatably mounted in the communication pipe 8.
Have. The valve 9 is closed at both ends by blind means 10, 11. The communication pipe 8 has a connection port 12 that communicates with the intake pipe 4 of each cylinder. Reference numerals 12a, 12b, 12c, and 12d denote connection ports that communicate with the intake pipes 4a, 4b, 4c, and 4d, respectively. The valve 9 has both ends of the tubular body provided with the blind means 10,
It is closed by 11, and has a communication space 13 inside. Further, the valve 9 has a connection port 15 extending in the circumferential direction at a position corresponding to the connection port 12 of the communication pipe 8.
have. Reference numerals 15a, 15b, 15c, and 15d indicate ports corresponding to the connection ports 12a, 12b, 12c, and 12d, respectively.
The port 15 of the valve 9 is provided at a position where the air control valve 7 can exhibit the following two states depending on the positional relationship between the communication pipe 8 and the connection port 12. That is, in FIG. 4, by rotating the valve 9 into the communication pipe 8, the connection ports 12a, 12b, 12c, 12d are moved to the wall 9a of the valve 9.
Is cut off by the non-communication state by each intake pipe 4a, 4b, 4c,
4d shows the state of operating as an independent intake. In FIG. 5, by rotating the valve 9 into the communication pipe 8, the connection ports 12a, 12b, 12c, 12d are connected to ports 15a, 15b for connection,
It shows a state in which the cylinders are opened by 15c and 15d and communicated with each other.

バルブ９の一端は連通管８外に延びて出ており、そこに
レバー16がナット14により固定されている。該レバー16
は第１図に示すように、アクチュエータ17によって作動
されるバルブ９を連通管８内に回動させる。アクチュエ
ータ17は電子制御装置（ECU）18と電気的に接続されて
おり、該ECU18によって回動を電子制御される。ECU18に
はエンジン運転条件の検知手段19としての、エンジン回
転数センサおよび吸気圧センサ21、またはスロットル開
度センサ22、またはエアフロメータ23、または噴射パル
ス巾センサ24（第１図参照）と電気的に接続されてい
る。ECU18は、これらからの信号に基いてエンジンの運
転状態を判断し、それに応じた回度信号をアクチュエー
タ17に送る。One end of the valve 9 extends to the outside of the communication pipe 8 and a lever 16 is fixed to the lever 16 by a nut 14. The lever 16
Rotates the valve 9 operated by the actuator 17 into the communication pipe 8 as shown in FIG. The actuator 17 is electrically connected to an electronic control unit (ECU) 18, and its rotation is electronically controlled by the ECU 18. The ECU 18 includes an engine speed sensor and an intake pressure sensor 21, a throttle opening sensor 22, an air flow meter 23, or an injection pulse width sensor 24 (see FIG. 1) as an engine operating condition detection means 19. It is connected to the. The ECU 18 determines the operating state of the engine based on the signals from these, and sends a frequency signal corresponding to it to the actuator 17.

ECU18は、第６図に示すように、たとえば、前記エンジ
ン運転条件検知手段19からのアナログ信号をディジタル
信号に変換するA/D変換器18a、入力ポート18b、予じめ
定められた運転条件を記憶しているROM18c、計算中の値
を一時記憶するRAM18d、予じめ定められた運転条件と各
種センサからの実際の運転条件の信号とを比較してエア
コントロールバルブ７の開閉を運転条件に合せて最適に
算出するCPU18e、CPU18eの作動期間を定めるCLOCK18f、
CPU18eからの出力信号を出力する出力ポート18g、出力
ポート18gからの信号をアクチュエータ17に適した出力
信号にして出力する出力回路18hを有している。As shown in FIG. 6, the ECU 18 controls, for example, an A / D converter 18a for converting an analog signal from the engine operating condition detecting means 19 into a digital signal, an input port 18b, and a predetermined operating condition. The stored ROM 18c, the RAM 18d for temporarily storing the value being calculated, the predetermined operating conditions are compared with the signals of the actual operating conditions from various sensors, and the opening / closing of the air control valve 7 is set as the operating condition. CPU18e that calculates optimally together, CLOCK18f that determines the operating period of CPU18e,
It has an output port 18g for outputting an output signal from the CPU 18e and an output circuit 18h for outputting a signal from the output port 18g as an output signal suitable for the actuator 17.

第７図および第８図はECU18における制御のフローを示
している。第７図はスロットル開度が入力信号の場合で
あり、実際のスロットル開度TAがROM18cに記憶された所
定のスロットル開度TBより大か小かをCPU18eにて演算
し、TA＞TB（高負荷）の場合はアクチュエータ17をオ
ン、すなわちポート15a、15b、15c、15dを閉にし、非連
通状態を生成する。7 and 8 show a control flow in the ECU 18. FIG. 7 shows the case where the throttle opening is the input signal. The CPU 18e calculates whether the actual throttle opening TA is larger or smaller than the predetermined throttle opening TB stored in the ROM 18c, and TA> TB (high Load), the actuator 17 is turned on, that is, the ports 15a, 15b, 15c and 15d are closed to generate a non-communication state.

第８図はエンジン回転数と吸気圧力の両者が入力信号の
場合であり、実際のエンジン回転数NEがROM18cに記憶さ
れた所定のエンジン回転数NEBより大か小かをCPU18eに
て演算し、NE＞NEBの場合は、実際の吸気圧力PMが所定
の圧力PMBより大か小かをCPU18eにて演算し、PM＞PMBの
場合は高負荷のためアクチュエータ17をオン、すなわち
ポート15a、15b、15c、15dを閉にし、非連通状態を算出
する。FIG. 8 shows the case where both the engine speed and the intake pressure are input signals, and the CPU 18e calculates whether the actual engine speed NE is higher or lower than the predetermined engine speed NEB stored in the ROM 18c, If NE> NEB, the CPU 18e calculates whether the actual intake pressure PM is larger or smaller than a predetermined pressure PMB. If PM> PMB, the actuator 17 is turned on because of high load, that is, the ports 15a, 15b, Close 15c and 15d and calculate the non-communication state.

つぎに、このように構成された内燃機関の吸気制御装置
における作用について説明する。Next, the operation of the intake control device for the internal combustion engine configured as described above will be described.

ECU18は、運転条件検知手段19からの信号を受け、内燃
機関の負荷状態、回転数、暖機状態等の運転状態を判断
し、それぞれ運転状態に必要なエアコントロールバルブ
７の要求機能を満足させるようにアクチュエータ17に信
号を送り、アクチュエータ17の作動によりエアコントロ
ールバルブ７のバルブ９位置を変化させる。The ECU 18 receives the signal from the operating condition detecting means 19 and judges the operating condition such as the load condition, the rotational speed, the warm-up condition of the internal combustion engine, and satisfies the required function of the air control valve 7 required for each operating condition. The actuator 17 is actuated to change the position of the valve 9 of the air control valve 7 as described above.

まず、高負荷運転状態ではバルブ９は第４図の位置にあ
り、各吸気管4a、4b、4c、4dは独立吸気として作動する
状態にされ、このとき各気筒の圧力は第９図のように他
の気筒に影響されることなく脈動する状態になる。これ
によって良好な出力性能およびレスポンス性能が得られ
る。First, in the high load operation state, the valve 9 is at the position shown in FIG. 4, and the intake pipes 4a, 4b, 4c, 4d are made to operate as independent intake air, and the pressure of each cylinder at this time is as shown in FIG. The pulsating state is not affected by the other cylinders. As a result, good output performance and response performance can be obtained.

つぎにアイドル時を含む軽負荷時にはバルブ９は第５図
の位置にあり、各吸気管4a、4b、4c、4dは連通された状
態にあり、独立吸気でない状態にある。軽負荷時は気筒
２への吸入空気量も少なく、各気筒の吸入空気量がばら
つこうとするが、エアコントロールバルブ７の連通空間
部13を介して各吸気管4a、4b、4c、4dが連通された状態
にあるので、各吸気管4a、4b、4c、4dの吸気圧力および
吸入空気量が第10図に示すように、平均化され、軽負荷
時の、流量計算の精度向上、ブレーキブースタ用の負圧
確保、他制御系負圧源確保がなされる他、圧力脈動の減
少を通してスロットルシャフト、軸受部の負荷の減少と
それらの信頼性向上がはかられる。Next, when the load is light, including during idling, the valve 9 is in the position shown in FIG. 5, and the intake pipes 4a, 4b, 4c, 4d are in communication with each other and are not in independent intake. When the load is light, the amount of intake air into the cylinder 2 is small, and the intake air amount of each cylinder tends to vary. However, the intake pipes 4a, 4b, 4c, 4d are connected via the communication space 13 of the air control valve 7. , The intake pressure and intake air amount of each intake pipe 4a, 4b, 4c, 4d are averaged as shown in FIG. 10, and the accuracy of the flow rate calculation at the time of a light load is improved, In addition to securing a negative pressure for the brake booster and securing a negative pressure source for other control system, it is possible to reduce the load on the throttle shaft and the bearing and improve their reliability by reducing the pressure pulsation.

［発明の効果］ 本発明の内燃機関の吸気制御装置によれば、独立吸気の
メリットである高負荷時のレスポンスおよび出力性能を
犠牲にすることなく、低負荷時の気筒間圧力のバランス
の修正、ブレーキブースタなどの吸気負圧の確保、１気
筒で吸気圧力検出するものにおける低回転域の空気量計
算精度向上をはかることができる他、吸気負圧変化によ
るスロットルシャフトへの繰返し応力変化も軽減でき
て、スロットルシャフトおよび軸受部の信頼性の向上を
はかることができる。EFFECTS OF THE INVENTION According to the intake control device for an internal combustion engine of the present invention, the balance between the cylinder pressures at low load is corrected without sacrificing the response and output performance at high load, which are the advantages of independent intake. , Securing intake negative pressure such as brake booster can improve the accuracy of air amount calculation in the low revolution range in the one that detects intake pressure in one cylinder, and also reduces repetitive stress change on the throttle shaft due to intake negative pressure change. As a result, the reliability of the throttle shaft and the bearing can be improved.

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

第１図は本発明の一実施例に係る内燃機関の吸気制御装
置の断面図、 第２図は第１図の装置の平面図、 第３図は連通管に設けられたエアコントロールバルブの
断面図、 第４図は第３図のエアコントロールバルブが非連通状態
にあるときの横断面図、 第５図は第３図のエアコントロールバルブが連通状態に
あるときの横断面図、 第６図はエアコントロールバルブの制御に用いられるEC
Uのブロック図、 第７図はECUの作動フローの一例を示す流れ線図、 第８図はECUの作動フローの他例を示す流れ線図、 第９図は非連通状態の各吸気管内圧力の変化図、 第10図は連通状態の各吸気管内圧力の変化図、である。 １……内燃機関 ２……気筒 ４、4a、4b、4c、4d……吸気管 ５、5a、5b、5c、5d……スロットルバルブ ７……エアコントロールバルブ ８……連通管 ９……バルブ 9a……バルブの壁 12、12a、12b、12c、12d……連結口 13……連通空間部 14、15、15a、15b、15c、15d……ポート 17……アクチュエータ 18……ECUFIG. 1 is a cross-sectional view of an intake control device for an internal combustion engine according to an embodiment of the present invention, FIG. 2 is a plan view of the device of FIG. 1, and FIG. 3 is a cross-section of an air control valve provided in a communication pipe. Fig. 4, Fig. 4 is a cross-sectional view of the air control valve of Fig. 3 in a non-communication state, and Fig. 5 is a cross-sectional view of the air control valve of Fig. 3 in a communication state, Fig. 6 EC used to control the air control valve
Fig. 7 is a block diagram of U, Fig. 7 is a flow diagram showing an example of the operation flow of the ECU, Fig. 8 is a flow diagram showing another example of the operation flow of the ECU, and Fig. 9 is each intake pipe internal pressure in a non-communication state. FIG. 10 is a change diagram of the pressure in each intake pipe in a communicating state. 1 ... Internal combustion engine 2 ... Cylinder 4, 4a, 4b, 4c, 4d ... Intake pipe 5, 5a, 5b, 5c, 5d ... Throttle valve 7 ... Air control valve 8 ... Communication pipe 9 ... Valve 9a …… Valve wall 12,12a, 12b, 12c, 12d …… Connection port 13 …… Communication space 14,15,15a, 15b, 15c, 15d …… Port 17 …… Actuator 18 …… ECU

Claims (1)

【特許請求の範囲】[Claims] 【請求項１】内燃機関の吸気管を各気筒毎に独立とする
とともに各吸気管毎にスロットルバルブを設け、該スロ
ットルバルブ下流に、各吸気管を連通する連通管を設
け、該連通管に各気筒の吸気圧力を平均化する程のボリ
ュームを持たせ、該連通管に連通状態と非連通状態の切
替が可能なエアコントロールバルブを設け、該エアコン
トロールバルブによる前記連通管の切り替えを内燃機関
の運転状態が高負荷領域にあるときには非連通状態に軽
負荷領域にあるときは連通状態に設定したことを特徴と
する内燃機関の吸気制御装置。1. An intake pipe of an internal combustion engine is independent for each cylinder, a throttle valve is provided for each intake pipe, and a communication pipe communicating with each intake pipe is provided downstream of the throttle valve. An air control valve capable of switching the communication pipe to a communication state and a non-communication state is provided with a volume enough to average the intake pressure of each cylinder, and the communication pipe is switched by the air control valve. Is set to a non-communicating state when the operating state is in the high load region, and is set to a communicating state when the operating state is in the light load region.
JP27328884A 1984-12-26 1984-12-26 Intake control device for internal combustion engine Expired - Lifetime JPH0689666B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP27328884A JPH0689666B2 (en) 1984-12-26 1984-12-26 Intake control device for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP27328884A JPH0689666B2 (en) 1984-12-26 1984-12-26 Intake control device for internal combustion engine

Publications (2)

Publication Number Publication Date
JPS61152923A JPS61152923A (en) 1986-07-11
JPH0689666B2 true JPH0689666B2 (en) 1994-11-09

Family

ID=17525759

Family Applications (1)

Application Number Title Priority Date Filing Date
JP27328884A Expired - Lifetime JPH0689666B2 (en) 1984-12-26 1984-12-26 Intake control device for internal combustion engine

Country Status (1)

Country Link
JP (1) JPH0689666B2 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2613428B1 (en) * 1987-03-30 1992-05-22 Peugeot INJECTION-FEED ENGINE WITH IMPROVED INTAKE CIRCUIT
JPH10110619A (en) * 1996-10-08 1998-04-28 Yamaha Motor Co Ltd Intake device for engine

Also Published As

Publication number Publication date
JPS61152923A (en) 1986-07-11

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