JPH0886219A - Intake device for internal combustion engine - Google Patents
Intake device for internal combustion engineInfo
- Publication number
- JPH0886219A JPH0886219A JP6222909A JP22290994A JPH0886219A JP H0886219 A JPH0886219 A JP H0886219A JP 6222909 A JP6222909 A JP 6222909A JP 22290994 A JP22290994 A JP 22290994A JP H0886219 A JPH0886219 A JP H0886219A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- passage
- intake passage
- control valve
- valve
- 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.)
- Pending
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Characterised By The Charging Evacuation (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、一の吸気通路の途中に
他の吸気通路を合流させ、機関の運転条件に応じて体積
効率を調整できるようにした内燃機関の吸気装置に関
し、特に、スワールと体積効率との双方を制御できる内
燃機関の吸気装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake device for an internal combustion engine, in which another intake passage is joined in the middle of one intake passage so that the volumetric efficiency can be adjusted according to the operating conditions of the engine. The present invention relates to an intake device for an internal combustion engine that can control both swirl and volumetric efficiency.
【０００２】[0002]
【従来の技術】従来技術による内燃機関の吸気装置とし
ては、第１の吸気通路の途中に第２の吸気通路を合流さ
せ、バタフライ弁として構成された開閉弁を介して第２
の吸気通路を前記第１の吸気通路に連結することによ
り、運転条件に応じて体積効率を調整するようにしたも
のが、例えば実開平４−２７１２１号公報等によって知
られている。2. Description of the Related Art As an intake system for an internal combustion engine according to the prior art, a second intake passage is joined in the middle of the first intake passage, and a second intake passage is provided via an opening / closing valve configured as a butterfly valve.
A method in which the volume efficiency is adjusted according to operating conditions by connecting the intake passage of No. 1 to the first intake passage is known, for example, from Japanese Utility Model Laid-Open No. 4-27121.
【０００３】そして、従来技術によるものでは、低回転
域、中回転域等の運転条件で、開閉弁を閉じて第１の吸
気通路から第２の吸気通路を分離する一方、高回転域等
に達すると、開閉弁を開いて両吸気通路を連結する。こ
れにより、吸気系の長さを変えて、運転条件に応じた体
積効率を得るようになっている。According to the prior art, the operating valve is closed to close the second intake passage from the first intake passage under operating conditions such as a low rotation speed region and a medium rotation speed region. When it reaches, the on-off valve is opened to connect both intake passages. As a result, the length of the intake system is changed to obtain volumetric efficiency according to operating conditions.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、上述し
た従来技術によるものでは、中心に位置する弁軸の両側
に板状の弁体をそれぞれ設けてなるバタフライ弁を開閉
弁として用いるため、開閉弁が全開した場合でも、この
開閉弁の取付部に形成される空間がデッドボリュームと
なり易く、また流路抵抗も増加する。従って、この弁構
造に起因するデッドボリューム、流路抵抗のため、開弁
時の吸入空気量に限界があり、体積効率を十分に改善で
きないという欠点がある。However, according to the above-mentioned prior art, since the butterfly valve having plate-shaped valve bodies provided on both sides of the centrally located valve shaft is used as the opening / closing valve, the opening / closing valve is Even when fully opened, the space formed in the mounting portion of the on-off valve easily becomes dead volume, and the flow path resistance also increases. Therefore, due to the dead volume and flow path resistance due to this valve structure, there is a limit to the amount of intake air when the valve is opened, and there is a drawback that the volume efficiency cannot be improved sufficiently.
【０００５】ところで、吸気通路の途中にスワール制御
弁を設け、このスワール制御弁によってスワールを発生
させることにより、低負荷低回転域での燃焼状態の安定
化を図ることも広く行われている。しかし、このスワー
ル制御弁もバタフライ弁として構成されるため、吸気通
路内にデッドボリュームが生じ易い。従って、２個の吸
気通路を合流させてなる前記従来技術にスワール制御弁
を用いると、低負荷域での燃焼状態を安定化しうるもの
の、デッドボリュームや流路抵抗が一層増大するため、
高負荷域での体積効率が低下する。By the way, it is widely practiced to provide a swirl control valve in the middle of the intake passage and generate a swirl by the swirl control valve to stabilize the combustion state in a low load and low rotation range. However, since this swirl control valve is also configured as a butterfly valve, dead volume is likely to occur in the intake passage. Therefore, if a swirl control valve is used in the above-described conventional technology in which two intake passages are joined, the combustion state in the low load region can be stabilized, but the dead volume and the flow path resistance are further increased.
Volume efficiency in the high load range is reduced.
【０００６】また、開閉弁の駆動機構等に加えて、スワ
ール制御弁の駆動機構等も新たに必要となるため、全体
構造が大幅に複雑化して、製造コストが増大する。Further, in addition to the drive mechanism for the on-off valve and the like, a drive mechanism for the swirl control valve and the like are newly required, so that the entire structure is greatly complicated and the manufacturing cost is increased.
【０００７】そこで、本発明は、かかる問題点に鑑みて
なされたもので、その目的は、スワールによる燃焼状態
の改善と体積効率の増大とを両立できるようにした内燃
機関の吸気装置を提供することにある。また、本発明の
他の目的は、デッドボリュームや流路抵抗を低減するこ
とにより、吸入空気量を増大させ、体積効率の一層の向
上を図ることにある。Therefore, the present invention has been made in view of the above problems, and an object thereof is to provide an intake system for an internal combustion engine capable of simultaneously improving the combustion state by swirl and increasing the volumetric efficiency. Especially. Another object of the present invention is to reduce the dead volume and the flow path resistance, thereby increasing the intake air amount and further improving the volumetric efficiency.
【０００８】[0008]
【課題を解決するための手段】そこで、本発明に係る内
燃機関の吸気装置は、吸気ポートとコレクタとの間を連
通して各シリンダ毎に設けられた第１の吸気通路と、こ
の第１の吸気通路に隣接して設けられ、吸気ポートの上
流側で第１の吸気通路と合流する第２の吸気通路と、前
記第１の吸気通路と第２の吸気通路との合流部に回動可
能に設けられ、板状の弁体の一側に切欠部が形成されて
なる吸気制御弁と、この吸気制御弁を前記第１の吸気通
路を閉じるスワール位置から前記合流部を開く全開位置
までの間で回動させる駆動手段と、この駆動手段に制御
信号を出力することにより、機関の運転条件に応じて前
記吸気制御弁の回動位置を制御する制御手段と、を備え
て構成されている。In view of the above, an intake system for an internal combustion engine according to the present invention includes a first intake passage which is provided for each cylinder and which communicates between an intake port and a collector, and the first intake passage. A second intake passage that is provided adjacent to the first intake passage on the upstream side of the intake port and that joins the first intake passage and the second intake passage. An intake control valve that is provided so that a notch is formed on one side of a plate-shaped valve body, and that this intake control valve is from a swirl position that closes the first intake passage to a fully open position that opens the confluence part. Between the intake control valve and the drive means for rotating the intake control valve according to the operating conditions of the engine by outputting a control signal to the drive means. There is.
【０００９】また、請求項２に係るものでは、吸気ポー
トとコレクタとの間を連通して各シリンダ毎に設けられ
た第１の吸気通路と、この第１の吸気通路に隣接して設
けられ、吸気ポートの上流側で第１の吸気通路と合流す
る第２の吸気通路と、前記第１の吸気通路と第２の吸気
通路とが合流する合流部の下流側に設けられ、前記第１
の吸気通路内を一側通路と他側通路とに分離する分離部
材と、前記合流部に回動可能に設けられ、板状の弁体を
有する吸気制御弁と、この吸気制御弁を前記他側通路の
上流側を閉じるスワール位置から前記合流部を開く全開
位置までの間で回動させる駆動手段と、この駆動手段に
制御信号を出力することにより、機関の運転条件に応じ
て前記吸気制御弁の回動位置を制御する制御手段と、を
備えて構成されている。Further, according to the second aspect of the present invention, the first intake passage is provided for each cylinder so as to communicate between the intake port and the collector, and is provided adjacent to the first intake passage. A second intake passage that joins the first intake passage on the upstream side of the intake port, and a downstream side of the joining portion that joins the first intake passage and the second intake passage.
A separating member for separating the inside of the intake passage into one side passage and the other side passage, an intake control valve rotatably provided at the confluence portion and having a plate-shaped valve body, and this intake control valve Driving means for rotating between a swirl position that closes the upstream side of the side passage to a fully open position that opens the merging portion, and a control signal is output to this driving means to control the intake air according to the operating conditions of the engine. And a control means for controlling the turning position of the valve.
【００１０】さらに、前記分離部材は、前記第１の吸気
通路内を前記シリンダの中心寄りに開口する一側通路と
前記シリンダの外周側寄りに開口する他側通路とに分離
する構成とするのが好ましい。Further, the separating member is configured to separate the inside of the first intake passage into one side passage opening toward the center of the cylinder and another side passage opening toward the outer peripheral side of the cylinder. Is preferred.
【００１１】また、前記制御手段は、機関の運転条件に
応じて、前記吸気制御弁を、前記スワール位置と、前記
合流部を閉じる全閉位置と、前記全開位置との３位置で
回動させる構成とするのが好ましい。Further, the control means rotates the intake control valve in three positions of the swirl position, a fully closed position for closing the merging portion, and the fully open position in accordance with operating conditions of the engine. It is preferable to have a structure.
【００１２】さらに、前記吸気制御弁は、板状の弁体
と、該板状の弁体の一側に設けられた切欠部と、前記板
状の弁体の他側に設けられた弁軸とからフラップ弁とし
て構成するのが好ましい。Further, the intake control valve includes a plate-shaped valve body, a cutout portion provided on one side of the plate-shaped valve body, and a valve shaft provided on the other side of the plate-shaped valve body. Therefore, it is preferable that the flap valve is formed.
【００１３】[0013]
【作用】吸気制御弁が第１の吸気通路を閉じるスワール
位置に回動すると、空気は吸気制御弁の弁体に形成され
た切欠部を介して吸気ポートに流入するため、吸入空気
にスワールがかかる。また、吸気制御弁が合流部を全開
する全開位置に回動すると、第１の吸気通路と第２の吸
気通路とが連結し、体積効率が増大する。従って、単一
の吸気制御弁によってスワールの制御と体積効率の制御
とを行うことができる。When the intake control valve turns to the swirl position where it closes the first intake passage, air flows into the intake port through the notch formed in the valve body of the intake control valve, so that the swirl is introduced into the intake air. It takes. Further, when the intake control valve is rotated to the fully open position where the merging portion is fully opened, the first intake passage and the second intake passage are connected, and the volume efficiency is increased. Therefore, swirl control and volumetric efficiency control can be performed with a single intake control valve.
【００１４】また、請求項２の構成によれば、吸気制御
弁が第１の吸気通路内に形成された他側通路の上流側を
閉じるスワール位置に回動すると、空気は一側通路のみ
を介してシリンダ内に流入するため、吸入空気流に偏り
が生じ、これによりスワールが発生する。また、吸気制
御弁が合流部を開く全開位置に回動すると、第１の吸気
通路と第２の吸気通路とが連結し、体積効率が増大す
る。従って、請求項１に係るものと同様に、単一の吸気
制御弁でスワールと体積効率の双方を制御することがで
きる。Further, according to the second aspect of the invention, when the intake control valve is rotated to the swirl position where the upstream side of the other side passage formed in the first intake passage is closed, the air flows through the one side passage only. Since the air flows into the cylinder through the intake air flow, a deviation occurs in the intake air flow, which causes swirl. Further, when the intake control valve is rotated to the fully open position where the merging portion is opened, the first intake passage and the second intake passage are connected, and the volumetric efficiency is increased. Therefore, as in the first aspect, both the swirl and the volumetric efficiency can be controlled by the single intake control valve.
【００１５】さらに、前記分離部材は、第１の吸気通路
内をシリンダの中心寄りに開口する一側通路とシリンダ
の外周側寄りに開口する他側通路とに分離する構成とす
れば、吸気制御弁がスワール位置に回動して他側通路を
閉じると、吸入空気は専ら一側通路を介して流れるた
め、縦方向の旋回流（タンブル）が発生する。Further, if the separating member separates the inside of the first intake passage into one side passage opening toward the center of the cylinder and another passage opening toward the outer peripheral side of the cylinder, intake control When the valve is rotated to the swirl position to close the other side passage, the intake air flows exclusively through the one side passage, so that a vertical swirling flow (tumble) is generated.
【００１６】また、前記制御手段は、機関の運転条件に
応じて、吸気制御弁を、スワール位置と、合流部を閉じ
る全閉位置と、全開位置との３位置で回動させる構成と
すれば、スワールの生成と体積効率の増大とを効率的に
行うことができる。Further, if the control means is configured to rotate the intake control valve in three positions of a swirl position, a fully closed position for closing the merging portion, and a fully open position, according to the operating conditions of the engine. , Swirl can be efficiently generated and volumetric efficiency can be increased.
【００１７】さらに、前記吸気制御弁は、板状の弁体
と、該板状の弁体の一側に設けられた切欠部と、前記板
状の弁体の他側に設けられた弁軸とからフラップ弁とし
て構成すれば、弁軸の両側に弁体を羽のように設けてな
るバタフライ弁とは異なり、弁軸の一方の側にのみ弁体
を設けてなるフラップ弁であるため、この回動中心であ
る弁軸を吸気通路の壁面側に寄せて取り付けることがで
きる。従って、弁構造上、必然的に弁軸が吸気通路の略
中央部に位置するバタフライ弁よりも、デッドボリュー
ムや流路抵抗を小さくすることができる。Further, the intake control valve includes a plate-shaped valve body, a cutout portion provided on one side of the plate-shaped valve body, and a valve shaft provided on the other side of the plate-shaped valve body. If it is configured as a flap valve from and, unlike a butterfly valve in which valve bodies are provided like wings on both sides of the valve shaft, it is a flap valve in which the valve body is provided only on one side of the valve shaft. The valve shaft, which is the center of rotation, can be attached to the wall surface side of the intake passage. Therefore, due to the valve structure, the dead volume and the flow passage resistance can be made smaller than those of the butterfly valve in which the valve shaft is inevitably located at the substantially central portion of the intake passage.
【００１８】[0018]
【実施例】以下、本発明の実施例を図１〜図１３に基づ
いて詳細に説明する。Embodiments of the present invention will now be described in detail with reference to FIGS.
【００１９】まず、図１は本発明の第１の実施例に係る
内燃機関の吸気装置の全体構成を示す構成説明図であっ
て、例えば４個等の複数個設けられた各シリンダ１（１
個のみ図示）内にはピストン２が移動可能に設けられ、
このピストン２の冠面とシリンダ１の上側開口部を施蓋
するシリンダヘッド３との間には燃焼室４が画成されて
いる。また、シリンダヘッド３には、吸気ポート３Ａと
排気ポート３Ｂとが互いに対向してそれぞれ２個ずつ設
けられ（各１個のみ図示）、これら各吸気ポート３Ａ，
排気ポート３Ｂには後述する第１の吸気通路５，排気通
路１５がそれぞれ接続されている。なお、前記各吸気ポ
ート３Ａは、湾曲したヘリカルポートとは異なり、第１
の吸気通路５との接続部からシリンダ１の軸方向に向け
て略垂直に傾斜している。First, FIG. 1 is a structural explanatory view showing the overall structure of an intake device for an internal combustion engine according to a first embodiment of the present invention. For example, a plurality of cylinders 1 (1) such as four cylinders are provided.
The piston 2 is movably provided in the
A combustion chamber 4 is defined between the crown surface of the piston 2 and the cylinder head 3 that covers the upper opening of the cylinder 1. Further, the cylinder head 3 is provided with two intake ports 3A and two exhaust ports 3B facing each other (only one of each is shown).
A first intake passage 5 and an exhaust passage 15 described later are connected to the exhaust port 3B, respectively. It should be noted that each of the intake ports 3A is different from the curved helical port in the first
From the connection portion with the intake passage 5 is inclined substantially vertically toward the axial direction of the cylinder 1.
【００２０】各シリンダ１毎に設けられた第１の吸気通
路５は、その上流側がコレクタ６を介して吸気集合通路
７に接続され、その下流側は二股に分岐して各吸気ポー
ト３Ａにそれぞれ接続されている。この第１の吸気通路
５の下流側には、二股の分岐点よりも上流側に位置して
燃料噴射弁８が設けられ、吸気集合通路７にはスロット
ル弁９と図示せぬエアフローメータ等が設けられてい
る。The first intake passage 5 provided for each cylinder 1 has its upstream side connected to the intake collecting passage 7 via a collector 6, and its downstream side is bifurcated into each intake port 3A. It is connected. A fuel injection valve 8 is provided on the downstream side of the first intake passage 5 and upstream of the bifurcating branch point, and a throttle valve 9 and an air flow meter (not shown) are provided in the intake collecting passage 7. It is provided.
【００２１】第２の吸気通路１０は、第１の吸気通路５
に隣接して一体的に設けられており、その上流側はコレ
クタ６に接続され、その下流側は燃料噴射弁８の上流側
で第１の吸気通路５に下側から合流している。より具体
的には、図２の拡大断面図に示す如く、第２の吸気通路
１０は、第１の吸気通路５の途中に隔壁１１を介して一
体的に形成されたもので、その下流側の外壁１０Ａは吸
入空気の流れ方向に沿って傾斜し、第１の吸気通路５の
外壁５Ａに連続している。なお、これに限らず、各吸気
通路５，１０を別体に形成して接続してもよい。The second intake passage 10 includes the first intake passage 5
Is integrally provided adjacent to the first intake passage 5. The upstream side thereof is connected to the collector 6, and the downstream side thereof is upstream of the fuel injection valve 8 and joins the first intake passage 5 from below. More specifically, as shown in the enlarged cross-sectional view of FIG. 2, the second intake passage 10 is integrally formed in the middle of the first intake passage 5 via the partition wall 11, and the downstream side thereof. The outer wall 10A is inclined along the flow direction of the intake air and is continuous with the outer wall 5A of the first intake passage 5. However, not limited to this, the intake passages 5 and 10 may be separately formed and connected.
【００２２】ここで、体積効率は、吸入系の長さ等によ
って定まるため、予め第１の吸気通路５は、高負荷低回
転域と高負荷中回転域とにおける体積効率が増大するよ
うに設計されており、第２の吸気通路１０は、第１の吸
気通路５と合流して吸気系を形成したときに、高負荷高
回転域における体積効率が増大するように設計されてい
る。Here, since the volume efficiency is determined by the length of the suction system, etc., the first intake passage 5 is designed in advance so that the volume efficiency in the high load low rotation range and the high load medium rotation range increases. The second intake passage 10 is designed so that the volume efficiency in the high load and high rotation range is increased when the second intake passage 10 joins with the first intake passage 5 to form an intake system.
【００２３】第１の吸気通路５と第２の吸気通路１０と
が合流する合流部１２には、後述の如くスワール制御と
体積効率制御の双方を行う吸気制御弁１３が回動可能に
設けられている。この吸気制御弁１３は、図３の斜視図
にも示す通り、板状の弁体１３Ａと、弁体１３Ａの一側
を切り欠いて形成された切欠部１３Ｂと、弁体１３Ａの
他側に設けられた小径棒状の弁軸１３Ｃとから、いわゆ
るフラップ弁として構成されている。また、吸気制御弁
１３の切欠部１３Ｂは、図示を省略した一方の吸気ポー
ト３Ａ側に対応して弁体１３Ａの斜め一側を略円弧状に
切り欠くことにより形成されたもので、合流部１２には
切欠部１３Ｂに対応する円弧状の突起１２Ａが形成され
ている。さらに、吸気制御弁１３の弁軸１３Ｃは、第１
の吸気通路５の外壁５Ａと第２の吸気通路１０の外壁１
０Ａとが接続される部分、即ち合流部１２の下流側端部
に回動可能に設けられ、その一方の端部は外部に突出し
てステッピングモータ等からなる駆動手段としての駆動
機構１４に連結されていると共に、その他方の端部は図
示せぬ軸受等により支持されている。At the merging portion 12 where the first intake passage 5 and the second intake passage 10 join, an intake control valve 13 for performing both swirl control and volume efficiency control is rotatably provided as described later. ing. As shown in the perspective view of FIG. 3, the intake control valve 13 has a plate-shaped valve body 13A, a cutout portion 13B formed by cutting out one side of the valve body 13A, and another side of the valve body 13A. The small-diameter rod-shaped valve shaft 13C is provided so as to constitute a so-called flap valve. Further, the cutout portion 13B of the intake control valve 13 is formed by cutting out one oblique side of the valve body 13A in a substantially arcuate shape so as to correspond to one intake port 3A side (not shown). An arc-shaped projection 12A corresponding to the notch 13B is formed on the groove 12. Further, the valve shaft 13C of the intake control valve 13 has the first
5A of the intake passage 5 and the outer wall 1 of the second intake passage 10
0A is connected rotatably, that is, the downstream end of the merging portion 12, and one end of the merging portion 12 is projected to the outside and connected to a driving mechanism 14 as a driving means including a stepping motor or the like. In addition, the other end is supported by a bearing or the like (not shown).
【００２４】そして、この吸気制御弁１３は、弁軸１３
Ｃが駆動機構１４によって回動されることにより、図２
中に示す如く、略垂直の姿勢をとって第１の吸気通路５
の途中を合流部１２の下流側で閉じるスワール位置と、
略水平の姿勢をとって合流部１２を閉じる全閉位置と、
全閉位置よりもさらに第２の吸気通路１０側に向けて回
動し、外壁１０Ａに当接して合流部１２の流路面積を最
大にする全開位置と、の合計３位置で段階的に回動する
ようになっている。また、弁体１３Ａは、全閉位置に達
したときに、合流部１２内に収容されてデッドボリュー
ムや流路抵抗が小さくなるように、その厚さ寸法が隔壁
１１の厚さ寸法と略等しいか、あるいは若干小さくなる
ように形成されている。The intake control valve 13 has a valve shaft 13
When C is rotated by the drive mechanism 14, the C
As shown in the inside, the first intake passage 5 is held in a substantially vertical posture.
A swirl position that closes on the downstream side of the confluence section 12,
A fully closed position where the merging portion 12 is closed in a substantially horizontal posture,
It rotates in a direction further toward the second intake passage 10 side than the fully closed position and comes into contact with the outer wall 10A to fully open the position where the flow passage area of the merging portion 12 is maximized. It is designed to move. Further, the valve body 13A has a thickness dimension substantially equal to that of the partition wall 11 so that when the valve body 13A reaches the fully closed position, the valve body 13A is accommodated in the confluence portion 12 to reduce dead volume and flow path resistance. Or, it is formed to be slightly smaller.
【００２５】一方、排気通路１５も各シリンダ１毎に設
けられており、その上流側は二股に分岐して各排気ポー
ト３Ｂに接続され、その下流側は集合して図外のマフラ
に接続されており、集合部の途中には、例えばジルコニ
ア管に電極を設けてなる空燃比センサと、例えば三元触
媒等からなる触媒コンバータ（図示せず）とが設けられ
ている。On the other hand, an exhaust passage 15 is also provided for each cylinder 1. The upstream side of the exhaust passage 15 is bifurcated and connected to each exhaust port 3B, and the downstream side thereof is collectively connected to a muffler (not shown). In the middle of the collecting portion, an air-fuel ratio sensor, for example, an electrode is provided on a zirconia tube, and a catalytic converter (not shown) made of, for example, a three-way catalyst, etc.
【００２６】また、各吸気ポート３Ａ，排気ポート３Ｂ
は、吸気弁１６，排気弁１７（各１個のみ図示）によっ
てそれぞれ開閉されるようになっており、これら各吸気
弁１６，排気弁１７は、図外の動弁機構によって駆動さ
れる。Further, each intake port 3A, exhaust port 3B
Are opened and closed by an intake valve 16 and an exhaust valve 17 (only one of each is shown), and each of the intake valve 16 and the exhaust valve 17 is driven by a valve operating mechanism (not shown).
【００２７】さらに、１８はスロットル弁９のスロット
ル開度を検出するスロットルセンサであって、このスロ
ットルセンサ１８は、機関の回転数を検出するクランク
角センサ１９、冷却水温を検出する水温センサ（図示せ
ず）、上述した空燃比センサ及びエアフローメータ等と
共に、後述のコントロールユニット２０に接続されてい
る。Further, 18 is a throttle sensor for detecting the throttle opening of the throttle valve 9. The throttle sensor 18 includes a crank angle sensor 19 for detecting the engine speed and a water temperature sensor for detecting the cooling water temperature (see FIG. (Not shown), the air-fuel ratio sensor, the air flow meter, and the like described above are connected to a control unit 20 described later.
【００２８】機関を電気的に集中制御する制御手段とし
てのコントロールユニット２０は、ＣＰＵ等の演算処理
回路、ＲＯＭ，ＲＡＭ等の記憶回路、入出力回路（いず
れも図示せず）を備えたマイクロコンピュータシステム
として構成されている。そして、コントロールユニット
２０は、図４と共に後述する如く、機関回転数，機関負
荷により定まる機関の運転条件に応じて、吸気制御弁１
３の回動位置を制御するものである。The control unit 20 as a control means for electrically centrally controlling the engine is a microcomputer provided with an arithmetic processing circuit such as a CPU, a storage circuit such as a ROM and a RAM, and an input / output circuit (neither is shown). Configured as a system. Then, as will be described later with reference to FIG. 4, the control unit 20 controls the intake control valve 1 according to the operating condition of the engine which is determined by the engine speed and the engine load.
The rotation position of 3 is controlled.
【００２９】次に、本実施例の作用について図４〜図６
を参照しつつ詳細に説明する。図４は、コントロールユ
ニット２０によって行われる回動制御処理のフローチャ
ートを示し、まず、ステップ１では、スロットルセンサ
１８が検出したスロットル開度やクランク角センサ１９
が検出した回転数等を読込み、ステップ２では、これら
各種パラメータから求められる燃料噴射量に基づいて機
関の負荷を算出し、ステップ３では、この負荷を所定の
基準値と比較することにより、高負荷であるか否かを判
定する。Next, the operation of this embodiment will be described with reference to FIGS.
Will be described in detail with reference to. FIG. 4 shows a flowchart of the rotation control process performed by the control unit 20. First, in step 1, the throttle opening detected by the throttle sensor 18 and the crank angle sensor 19 are detected.
The engine load is read in step 2, the engine load is calculated based on the fuel injection amount obtained from these various parameters, and in step 3, this load is compared with a predetermined reference value to obtain a high value. It is determined whether or not it is a load.
【００３０】このステップ３で「ＮＯ」と判定したとき
は、機関の現負荷が基準負荷よりも小さい低負荷の場合
のため、ステップ４に移って、駆動機構１４に制御信号
を出力し、図５に示す如く、吸気制御弁１３をスワール
位置まで回動させる。これにより、合流部１２の下流側
で第１の吸気通路５の途中が閉じられ、空気の流通箇所
が切欠部１３Ｂに限定される。従って、矢示Ｆ1に示す
如く、コレクタ６からの空気が、切欠部１３Ｂを通って
吸気ポート３Ａに流入する。これにより、吸入空気流に
偏りが生じてスワールが発生するため、低負荷域での燃
焼状態が安定化する。If "NO" is determined in this step 3, since the current load of the engine is a low load smaller than the reference load, the process moves to step 4 to output a control signal to the drive mechanism 14, As shown in 5, the intake control valve 13 is rotated to the swirl position. As a result, the middle of the first intake passage 5 is closed on the downstream side of the confluence portion 12, and the air circulation place is limited to the cutout portion 13B. Therefore, as shown by the arrow F 1 , the air from the collector 6 flows into the intake port 3A through the notch 13B. As a result, the intake air flow is biased and swirls are generated, so that the combustion state in the low load region is stabilized.
【００３１】一方、前記ステップ３で「ＹＥＳ」と判定
したときは、機関の負荷が基準負荷以上の高負荷である
場合のため、ステップ５に移り、クランク角センサ１９
が検出した回転数と所定の基準回転数とを比較すること
により、高回転であるか否かを判定する。On the other hand, if "YES" is determined in step 3, it means that the engine load is higher than the reference load. Therefore, the process proceeds to step 5 and the crank angle sensor 19 is operated.
By comparing the number of revolutions detected by and the predetermined reference number of revolutions, it is determined whether or not the number of revolutions is high.
【００３２】このステップ５で「ＮＯ」と判定したとき
は、機関の現回転数が基準回転数よりも低い低速回転ま
たは中速回転の場合であるから、ステップ６に移って、
駆動機構１４に制御信号を出力し、図２に示す如く、吸
気制御弁１３を略垂直状態のスワール位置から略水平状
態の全閉位置まで時計回りで回動させる。これにより、
合流部１２が閉じられて、第２の吸気通路１０は第１の
吸気通路５から分離される。従って、矢示Ｆ2に示す通
り、吸気ポート３Ａには第１の吸気通路５内の空気のみ
が流通し、吸気通路長が長くなるため、体積効率が高負
荷低回転、高負荷中回転側にシフトする。If "NO" is determined in this step 5, it means that the current engine speed is a low speed rotation or a medium speed rotation lower than the reference speed, so that the operation proceeds to step 6,
A control signal is output to the drive mechanism 14, and as shown in FIG. 2, the intake control valve 13 is rotated clockwise from a swirl position in a substantially vertical state to a fully closed position in a substantially horizontal state. This allows
The merging portion 12 is closed and the second intake passage 10 is separated from the first intake passage 5. Therefore, as shown by the arrow F 2 , only the air in the first intake passage 5 circulates in the intake port 3A and the intake passage length becomes long, so that the volume efficiency is high load low rotation, high load medium rotation side. Shift to.
【００３３】一方、前記ステップ５で「ＹＥＳ」と判定
したときは、機関の回転数が基準回転数以上の高回転の
場合のため、ステップ７に移って、駆動機構１４に制御
信号を出力し、図６に示す如く、吸気制御弁１３を略水
平状態の全閉位置から弁体１３Ａが外壁１０Ａに当接す
る全開位置まで時計回りで回動させる。これにより、合
流部１２の開口面積は最大となって、第２の吸気通路１
０が第１の吸気通路５に連結される。従って、第１の吸
気通路５を流れる矢示Ｆ3の空気流と第２の吸気通路１
０から合流部１２を介して合流する矢示Ｆ4の空気流と
の双方が吸気ポート３Ａに流入し、見かけ上の吸入通路
長が短くなって、体積効率が高負荷高回転側にシフトす
る。なお、以上の回動制御処理は、一例であって、種々
の変更が可能である。例えば、吸気制御弁１３の回動位
置を、予め燃料噴射量（負荷）と回転数とで定まるよう
にマップ化し、このマップを参照することにより、回動
位置を決定してもよい。On the other hand, if "YES" is determined in step 5, it means that the engine speed is a high speed equal to or higher than the reference speed, so the process proceeds to step 7 to output a control signal to the drive mechanism 14. As shown in FIG. 6, the intake control valve 13 is rotated clockwise from the fully closed position in the substantially horizontal state to the fully open position where the valve body 13A contacts the outer wall 10A. As a result, the opening area of the merging portion 12 becomes maximum, and the second intake passage 1
0 is connected to the first intake passage 5. Therefore, the air flow of the arrow F 3 flowing through the first intake passage 5 and the second intake passage 1
Both 0 and the air flow of the arrow F 4 that merges via the merging portion 12 flow into the intake port 3A, the apparent intake passage length becomes shorter, and the volume efficiency shifts to the high load and high rotation side. . The above-described rotation control processing is an example, and various changes can be made. For example, the rotational position of the intake control valve 13 may be mapped in advance so as to be determined by the fuel injection amount (load) and the rotational speed, and the rotational position may be determined by referring to this map.
【００３４】かくして、このように構成される本実施例
では、以下の効果を奏する。Thus, the present embodiment constructed as described above has the following effects.
【００３５】第１に、各吸気通路５，１０の合流部１２
に切欠部１３Ｂを有する吸気制御弁１３を回動可能に設
け、この吸気制御弁１３を、第１の吸気通路５を閉じる
スワール位置から合流部１２を開く全開位置までの間で
回動させる構成としたため、吸気制御弁１３をスワール
位置に設定することにより、切欠部１３Ｂを通過する吸
入空気によってスワールを発生させることができ、低負
荷低回転域での燃焼状態を改善することができる。ま
た、吸気制御弁１３を合流部１２を閉じる全閉位置に設
定すれば、第２の吸気通路１０が第１の吸気通路５から
分離されて、高負荷低回転、高負荷中回転側の体積効率
が向上し、図７中の実線に示す如く、機関出力を改善す
ることができる。さらに、吸気制御弁１３を全開位置に
設定すれば、合流部１２が開いて、第２の吸気通路１０
が第１の吸気通路５に連結され、これにより高負荷高回
転側の体積効率が向上し、図７中の破線に示す如く、機
関出力を改善することができる。この結果、単一の吸気
制御弁１３によって、体積効率の制御とスワールの制御
とのいずれかを選択的に行うことができ、全体の構成を
簡素化して製造コストを抑制しつつ、機関の性能を大幅
に向上できる。First, the merging portion 12 of the intake passages 5 and 10
A configuration in which an intake control valve 13 having a cutout portion 13B is rotatably provided, and the intake control valve 13 is rotated between a swirl position that closes the first intake passage 5 and a fully open position that opens the merging portion 12. Therefore, by setting the intake control valve 13 to the swirl position, the swirl can be generated by the intake air passing through the notch 13B, and the combustion state in the low load and low rotation range can be improved. Further, if the intake control valve 13 is set to the fully closed position where the confluence portion 12 is closed, the second intake passage 10 is separated from the first intake passage 5, and the volume on the high-load low-rotation and high-load medium-rotation side is increased. The efficiency is improved, and the engine output can be improved as shown by the solid line in FIG. Further, if the intake control valve 13 is set to the fully open position, the merging portion 12 is opened and the second intake passage 10 is opened.
Is connected to the first intake passage 5, whereby the volume efficiency on the high load / high rotation side is improved, and the engine output can be improved as shown by the broken line in FIG. 7. As a result, either the volumetric efficiency control or the swirl control can be selectively performed by the single intake control valve 13, which simplifies the overall configuration and suppresses the manufacturing cost, and the performance of the engine. Can be greatly improved.
【００３６】第２に、吸気制御弁１３を、板状の弁体１
３Ａと、弁体１３Ａの一側を切り欠いて形成された切欠
部１３Ｂと、弁体１３Ａの他側に設けられた弁軸１３Ｃ
とからフラップ弁として構成したため、吸気通路５の外
壁５Ａ側に寄せて取り付けることができ、従来技術によ
るバタフライ弁と比較して、デッドボリュームや流路抵
抗を小さくすることができる。特に、吸気制御弁１３を
全閉位置に設定したときは、弁体１３Ａが合流部１２内
に収容されるため、デッドボリュームや流路抵抗が最も
小さくなる。この結果、吸入空気量を増大して効果的に
体積効率を改善することができる。Second, the intake control valve 13 is replaced by the plate-shaped valve body 1
3A, a cutout portion 13B formed by cutting out one side of the valve body 13A, and a valve shaft 13C provided on the other side of the valve body 13A.
Since the flap valve is configured as described above, the flap valve can be mounted closer to the outer wall 5A side of the intake passage 5, and dead volume and flow passage resistance can be reduced as compared with the butterfly valve according to the related art. In particular, when the intake control valve 13 is set to the fully closed position, the valve body 13A is housed in the merging portion 12, so the dead volume and the flow path resistance are minimized. As a result, it is possible to increase the amount of intake air and effectively improve the volumetric efficiency.
【００３７】第３に、吸気制御弁１３を、スワール位
置、全閉位置、全開位置の３位置で回動させる構成とし
たため、全体構造を簡素化することができる。Thirdly, since the intake control valve 13 is rotated in three positions of the swirl position, the fully closed position and the fully open position, the entire structure can be simplified.
【００３８】次に、図８〜図１１に基づいて本発明の第
２の実施例を説明する。なお、以下の各実施例では、上
述した第１の実施例と同一の構成要素に同一の符号を付
し、その説明を省略するものとする。本実施例の特徴
は、合流部１２の下流側で第１の吸気通路５内を２個の
通路に分割し、これら２個の通路のうちの１つと合流部
１２とを単一の吸気制御弁で開閉するようにした点にあ
る。Next, a second embodiment of the present invention will be described with reference to FIGS. In each of the following embodiments, the same components as those in the above-described first embodiment are designated by the same reference numerals, and the description thereof will be omitted. The feature of the present embodiment is that the first intake passage 5 is divided into two passages on the downstream side of the confluence portion 12, and one of these two passages and the confluence portion 12 are subjected to a single intake control. The point is that the valve opens and closes.
【００３９】即ち、第１の吸気通路５内には、合流部１
２の下流側から各吸気ポート３Ａ内に亘って分離部材２
１が設けられている。この分離部材２１は、第１の吸気
通路５の上下方向略中央部に位置し、二股に分岐する第
１の吸気通路５の下流側形状に応じて略Ｙ字状に形成さ
れている。そして、この分離部材２１によって、第１の
吸気通路５内は、その下流側がシリンダ１の中心寄りに
開口する一側通路２２と、その下流側がシリンダ１の外
周側寄りに開口する他側通路２３とに分割されている。That is, in the first intake passage 5, the merging portion 1
2 from the downstream side to the inside of each intake port 3A
1 is provided. The separating member 21 is located at a substantially central portion in the vertical direction of the first intake passage 5, and is formed in a substantially Y shape according to the downstream side shape of the bifurcated first intake passage 5. The separating member 21 allows the inside of the first intake passage 5 to have a one-side passage 22 whose downstream side opens toward the center of the cylinder 1 and another passage 23 whose downstream side opens toward the outer peripheral side of the cylinder 1. It is divided into and.
【００４０】本実施例による吸気制御弁２４は、板状の
弁体２４Ａと、該弁体２４Ａの端部に設けられた弁軸２
４Ｂとからフラップ弁として構成され、各外壁５Ａ，１
０Ａの接続部に回動可能に設けられている。しかし、本
実施例による吸気制御弁２４は、第１の実施例で述べた
吸気制御弁１３とは異なり、弁体２４Ａに切欠部は設け
られていない。そして、この吸気制御弁２４は、図９の
拡大断面図に示す如く、吸入空気の流入方向に傾斜して
他側通路２３の上流側開口部を閉じるスワール位置と、
略水平状態になって合流部１２を閉じる全閉位置と、第
２の吸気通路１０の外壁１０Ａに当接して合流部１２の
流路面積を最大にする全開位置と、の合計３位置で段階
的に回動するようになっている。The intake control valve 24 according to the present embodiment includes a plate-shaped valve body 24A and a valve shaft 2 provided at an end of the valve body 24A.
4B and a flap valve, each outer wall 5A, 1
It is rotatably provided at the 0A connecting portion. However, unlike the intake control valve 13 described in the first embodiment, the intake control valve 24 according to the present embodiment does not have a cutout portion in the valve body 24A. As shown in the enlarged cross-sectional view of FIG. 9, the intake control valve 24 has a swirl position that is inclined in the intake air inflow direction and closes the upstream opening of the other side passage 23.
There are a total of three positions: a fully closed position where the merging portion 12 is closed in a substantially horizontal state, and a fully open position where the flow passage area of the merging portion 12 is maximized by contacting the outer wall 10A of the second intake passage 10. It is designed to rotate.
【００４１】次に、本実施例による作用について、説明
する。まず、機関が低負荷低回転域に達すると、図１０
に示す如く、吸気制御弁２４は駆動機構１４によってス
ワール位置に設定され、他側通路２３の上流側開口部を
閉じる。これにより、吸入空気は、矢示Ｆ5のように、
一側通路２２のみを介して流れるため、吸入空気の流れ
に上下方向の偏りが生じてタンブルが発生し、燃焼状態
が安定化する。Next, the operation of this embodiment will be described. First, when the engine reaches the low load and low speed range, as shown in FIG.
As shown in, the intake control valve 24 is set to the swirl position by the drive mechanism 14, and closes the upstream side opening of the other side passage 23. As a result, the intake air becomes, as shown by the arrow F 5 ,
Since it flows only through the one-side passage 22, the flow of the intake air is biased in the vertical direction to generate tumble, and the combustion state is stabilized.
【００４２】ここで、タンブルは、旋回方向がスワール
とは直交する縦旋回流であるが、スワールの一種である
ため、「タンブル位置」とせず、「スワール位置」とし
て表現している。Here, the tumble is a vertical swirl flow whose swirling direction is orthogonal to the swirl, but since it is a kind of swirl, it is expressed not as the “tumble position” but as the “swirl position”.
【００４３】そして、機関が高負荷低回転域、高負荷中
回転域に達すると、吸気制御弁２４は全閉位置まで回動
し、図９に示す如く、弁体２４Ａを合流部１２内に収容
して、該合流部１２を閉じる。これにより、第２の吸気
通路１０は第１の吸気通路５から分離され、矢示Ｆ6，
Ｆ7に示す如く、吸入空気は、各通路２２，２３内を流
通し、体積効率が向上する。When the engine reaches the high load low rotation range and the high load medium rotation range, the intake control valve 24 rotates to the fully closed position, and the valve body 24A is moved into the confluence section 12 as shown in FIG. After accommodating, the merging portion 12 is closed. As a result, the second intake passage 10 is separated from the first intake passage 5, and the arrow F 6 ,
As indicated by F 7 , the intake air flows through the passages 22 and 23, and the volumetric efficiency is improved.
【００４４】さらに、機関が高負荷高回転域に達する
と、図１１に示す如く、吸気制御弁２４は、全開位置ま
で回動して合流部１２の流路面積を最大にし、第２の吸
気通路１０を第１の吸気通路５に連結させる。これによ
り、矢示Ｆ8，Ｆ9に示す如く、各吸気通路５，１０を空
気が流れ、高負荷高回転側の体積効率が向上する。Further, when the engine reaches the high load and high speed range, as shown in FIG. 11, the intake control valve 24 is rotated to the fully open position to maximize the flow passage area of the merging portion 12 and the second intake air The passage 10 is connected to the first intake passage 5. As a result, as shown by arrows F 8 and F 9 , air flows through the intake passages 5 and 10, and the volume efficiency on the high load / high rotation side is improved.
【００４５】かくして、このように構成される本実施例
も、上述した第１の実施例と略同様に、単一の吸気制御
弁２４によってスワール（タンブル）の制御と体積効率
の制御とのいずれかを選択的に行うことができ、全体構
造を簡素化して製造コストを低減しつつ、機関性能を大
幅に改良することができる。また、同様に、吸気制御弁
２４をフラップ弁として構成するため、デッドボリュー
ムや流路抵抗を小さくすることができ、効果的に体積効
率を制御できる。さらに、これに加えて、本実施例で
は、第１の吸気通路５内に分離部材２１を設けて、合流
部１２のよりも下流側に２つの通路２２，２３を形成
し、低負荷低回転域では吸気制御弁２４によって他側通
路２３を閉じる構成としたため、タンブルを安定的に生
成することができる。Thus, in this embodiment constructed as described above, the swirl (tumble) control and the volumetric efficiency control by the single intake control valve 24 are performed in the same manner as in the first embodiment described above. This can be selectively performed, and the engine performance can be significantly improved while simplifying the entire structure and reducing the manufacturing cost. Similarly, since the intake control valve 24 is configured as a flap valve, dead volume and flow path resistance can be reduced, and volume efficiency can be effectively controlled. Furthermore, in addition to this, in this embodiment, the separation member 21 is provided in the first intake passage 5, and two passages 22 and 23 are formed on the downstream side of the confluence portion 12, thereby achieving low load and low rotation. In the region, since the other side passage 23 is closed by the intake control valve 24, tumble can be stably generated.
【００４６】次に、図１２を参照しつつ本発明の第３の
実施例を説明する。本実施例の特徴は、合流部よりも下
流側の第１の吸気通路５内を、分離部材によって、各吸
気ポート３Ａにそれぞれ対応した左右の通路に分割し、
一方の通路と合流部とを単一の吸気制御弁により開閉し
た点にある。Next, a third embodiment of the present invention will be described with reference to FIG. The feature of this embodiment is that the inside of the first intake passage 5 on the downstream side of the merging portion is divided into left and right passages corresponding to the respective intake ports 3A by a separating member.
The point is that one passage and the merging portion are opened and closed by a single intake control valve.
【００４７】即ち、本実施例による第２の吸気通路３１
は、第１の吸気通路５の側方に隔壁３２を介して一体的
に形成されたもので、その下流側の外壁３１Ａは吸入空
気の流れ方向に傾斜し、第１の吸気通路５の外壁５Ａに
連続している。That is, the second intake passage 31 according to the present embodiment.
Is integrally formed on the side of the first intake passage 5 via a partition wall 32, and the outer wall 31A on the downstream side is inclined in the flow direction of the intake air, and the outer wall of the first intake passage 5 is formed. 5A continuous.
【００４８】また、第１の吸気通路５と第２の吸気通路
３１とが合流する合流部３３には、第２の実施例で述べ
た吸気制御弁２４と同様に、吸気制御弁３４が設けら
れ、この吸気制御弁３４は、板状の弁体３４と、弁体３
４の端部に設けられ、各外壁５Ａ，１０Ａの接続部に取
り付けられた弁軸３４Ａとからフラップ弁として構成さ
れている。Further, an intake control valve 34 is provided at the confluence portion 33 where the first intake passage 5 and the second intake passage 31 join together, like the intake control valve 24 described in the second embodiment. The intake control valve 34 includes a plate-shaped valve body 34 and a valve body 3
The valve shaft 34A is provided at the end of No. 4 and is attached to the connecting portion of the outer walls 5A and 10A to form a flap valve.
【００４９】第１の吸気通路５内には、合流部３３より
も下流側から第１の吸気通路５の二股分岐点に亘って本
実施例による分離部材３５が設けられている。より具体
的には、この分離部材３５は、第１の吸気通路５の幅方
向略中央部に位置して、第１の吸気通路５の二股分岐点
と合流部３３との間に設けられている。そして、分離部
材３５により、第１の吸気通路５内には、各吸気ポート
３Ａに対応する一側通路３６，他側通路３７がそれぞれ
形成されている。換言すれば、分離部材３５によって、
第１の吸気通路５の二股分岐点が合流部３３の下流側ま
で延長されていることになる。なお、本実施例でも、前
記各実施例と同様に、駆動機構１４、コントロールユニ
ット２０等が設けられているが、その図示を省略してい
る。In the first intake passage 5, a separating member 35 according to this embodiment is provided from the downstream side of the confluence portion 33 to the bifurcating point of the first intake passage 5. More specifically, the separating member 35 is located substantially at the center in the width direction of the first intake passage 5 and is provided between the bifurcating branch point of the first intake passage 5 and the confluence portion 33. There is. The separating member 35 forms a one-side passage 36 and another-side passage 37 corresponding to each intake port 3A in the first intake passage 5. In other words, by the separating member 35,
The bifurcating branch point of the first intake passage 5 extends to the downstream side of the confluence portion 33. In this embodiment, the drive mechanism 14, the control unit 20 and the like are provided as in the above embodiments, but the illustration thereof is omitted.
【００５０】かくして、このように構成される本実施例
でも、低負荷低回転域で、吸気制御弁３４を他側通路３
７を閉じるスワール位置に回動させれば、矢示Ｆ10に示
す如く、吸入空気は一側通路３６を介して一方の吸気ポ
ート３Ａ内に流入するため、燃焼室４内にスワールが発
生する。また、高負荷低回転域、高負荷中回転域で、吸
気制御弁３４を合流部３３を閉じる全閉位置に回動させ
れば、第２の吸気通路３１が第１の吸気通路５から分離
され、体積効率が改善する。さらに、高負荷高回転域
で、吸気制御弁３４を第２の吸気通路３１の外壁３１Ａ
に当接する全開位置に回動させれば、第１の吸気通路５
と第２の吸気通路３１とが連結され、高負荷高回転側の
体積効率が向上する。従って、本実施例でも、上述した
第１の実施例と同様の効果を得ることができる。Thus, also in this embodiment constructed as described above, the intake control valve 34 is set to the other side passage 3 in the low load and low rotation range.
When 7 is rotated to a swirl position for closing, as shown by an arrow F 10 , intake air flows into one intake port 3A through one side passage 36, so a swirl is generated in the combustion chamber 4. . In addition, when the intake control valve 34 is rotated to the fully closed position where the merging portion 33 is closed in the high load low rotation range and the high load medium rotation range, the second intake passage 31 is separated from the first intake passage 5. Therefore, the volume efficiency is improved. Further, in the high load and high rotation range, the intake control valve 34 is set to the outer wall 31A of the second intake passage 31.
If it is rotated to the fully open position where it comes into contact with the first intake passage 5
And the second intake passage 31 are connected, and the volume efficiency on the high load / high rotation side is improved. Therefore, also in this embodiment, the same effect as that of the above-described first embodiment can be obtained.
【００５１】なお、前記各実施例では、吸気制御弁１
３，２４，３４を第２の吸気通路１０，３１の外壁１０
Ａ，３１Ａに当接させて、全開位置となす場合を例示し
たが、これに限らず、図１３に示す変形例のように、吸
気制御弁１３を第１の吸気通路５の外壁５Ａに当接させ
て全開位置としてもよい。また、この場合、合流部１２
の上流側端部にストッパ部４１を形成し、全閉位置を規
制してもよい。さらに、外壁５Ａに凹部４２を形成し、
吸気制御弁１３が全開位置に回動したときに、この凹部
４２内に弁体１３Ａを収容する構成としてもよい。In each of the above embodiments, the intake control valve 1
3, 24, and 34 are the outer walls 10 of the second intake passages 10 and 31.
The case where the intake control valve 13 is brought into contact with the A and 31A to be in the fully open position has been illustrated, but the present invention is not limited to this, and the intake control valve 13 contacts the outer wall 5A of the first intake passage 5 as in the modification shown in FIG. You may make it a full open position by contacting. In this case, the merging section 12
A stopper portion 41 may be formed at the upstream end of the to limit the fully closed position. Further, the recess 42 is formed in the outer wall 5A,
The valve body 13A may be housed in the recess 42 when the intake control valve 13 is rotated to the fully open position.
【００５２】また、前記各実施例では、吸気制御弁１
３，２４，３４を、スワール位置、全閉位置、全開位置
の計３位置で段階的に回動させる場合を例示したが、こ
れに限らず、これら３位置間の中間位置でも停止させる
ことにより、機関の運転条件に応じてスワールの強さ等
を略連続的に調整する構成としてもよい。In each of the above embodiments, the intake control valve 1
The case where the 3, 24, and 34 are rotated stepwise at a total of three positions of the swirl position, the fully closed position, and the fully opened position has been illustrated, but the invention is not limited to this, and the intermediate position between these three positions can be stopped. The strength of the swirl and the like may be adjusted substantially continuously according to the operating conditions of the engine.
【００５３】[0053]
【発明の効果】以上詳述した通り、本発明に係る内燃機
関の吸気装置によれば、単一の吸気制御弁によって、ス
ワールの制御と体積効率の制御との双方を行うことがで
きるため、全体構造を簡素化して製造コストを低減しつ
つ、機関の性能を向上することができる。As described in detail above, according to the intake system for an internal combustion engine of the present invention, both swirl control and volumetric efficiency control can be performed by a single intake control valve. The performance of the engine can be improved while simplifying the overall structure and reducing the manufacturing cost.
【００５４】また、第１の吸気通路の下流側を分離部材
によって一側通路と他側通路とに分割し、吸気制御弁に
よって他側通路と合流部とを開閉する構成としたため、
より一層安定してスワールを発生させることができる。Further, since the downstream side of the first intake passage is divided into the one side passage and the other side passage by the separating member, and the other side passage and the merging portion are opened and closed by the intake control valve,
The swirl can be generated more stably.
【００５５】さらに、分離部材によって、第１の吸気通
路の下流側を、シリンダの中心寄りに開口する一側通路
とシリンダの外周寄りに開口する他側通路とに分割する
構成としたため、縦方向のスワール、即ちタンブルを安
定して発生させることができ、燃焼状態を改善すること
ができる。Further, since the separating member divides the downstream side of the first intake passage into the one side passage opening toward the center of the cylinder and the other side passage opening toward the outer periphery of the cylinder, the vertical direction The swirl, that is, tumble, can be stably generated, and the combustion state can be improved.
【００５６】また、吸気制御弁をフラップ弁として構成
したため、吸気通路の壁面に寄せて取り付けることがで
き、この結果、デッドボリュームや流路抵抗を低減し
て、吸入空気量を大きくすることができ、体積効率を向
上できる。Further, since the intake control valve is constructed as a flap valve, it can be mounted close to the wall surface of the intake passage, and as a result, dead volume and flow path resistance can be reduced and the intake air amount can be increased. The volume efficiency can be improved.
【図１】本発明の第１の実施例に係る内燃機関の吸気装
置の全体を示す説明図。FIG. 1 is an explanatory diagram showing an entire intake device for an internal combustion engine according to a first embodiment of the present invention.
【図２】吸気制御弁を拡大して示す断面図。FIG. 2 is an enlarged sectional view showing an intake control valve.
【図３】吸気制御弁と吸気通路等との関係を説明するた
めの斜視図。FIG. 3 is a perspective view for explaining a relationship between an intake control valve and an intake passage or the like.
【図４】回動制御処理を示すフローチャート。FIG. 4 is a flowchart showing rotation control processing.
【図５】吸気制御弁がスワール位置に達したときの説明
図。FIG. 5 is an explanatory diagram when the intake control valve reaches the swirl position.
【図６】吸気制御弁が全開位置に達したときの説明図。FIG. 6 is an explanatory diagram when the intake control valve reaches the fully open position.
【図７】吸気制御弁を各位置に回動させたときの機関出
力の状態を示す特性図。FIG. 7 is a characteristic diagram showing a state of engine output when the intake control valve is rotated to each position.
【図８】本発明の第２の実施例に係る内燃機関の吸気装
置の全体を示す説明図。FIG. 8 is an explanatory diagram showing an entire intake device for an internal combustion engine according to a second embodiment of the present invention.
【図９】吸気制御弁を拡大して示す断面図。FIG. 9 is an enlarged sectional view showing an intake control valve.
【図１０】吸気制御弁がスワール位置に達したときの説
明図。FIG. 10 is an explanatory diagram when the intake control valve reaches the swirl position.
【図１１】吸気制御弁が全開位置に達したときの説明
図。FIG. 11 is an explanatory diagram when the intake control valve reaches the fully open position.
【図１２】本発明の第３の実施例に係る内燃機関の吸気
装置の要部を示す説明図。FIG. 12 is an explanatory diagram showing a main part of an intake device for an internal combustion engine according to a third embodiment of the present invention.
【図１３】本発明の変形例に係る内燃機関の吸気装置の
要部を拡大して示す断面図。FIG. 13 is an enlarged cross-sectional view showing a main part of an intake device for an internal combustion engine according to a modification of the present invention.
１…シリンダ ３Ａ…吸気ポート ５…第１の吸気通路 ６…コレクタ １０，３１…第２の吸気通路 １２，３３…合流部 １３，２４，３４…吸気制御弁 １３Ａ，２４Ａ，３４Ａ…弁体 １３Ｂ…切欠部 １３Ｃ，２４Ｂ，３４Ｂ…弁軸 １４…駆動機構（駆動手段） ２０…コントロールユニット（制御手段） ２１，３５…分離部材 ２２，３６…一側通路 ２３，３７…他側通路 DESCRIPTION OF SYMBOLS 1 ... Cylinder 3A ... Intake port 5 ... 1st intake passage 6 ... Collector 10, 31 ... 2nd intake passage 12, 33 ... Merging part 13, 24, 34 ... Intake control valve 13A, 24A, 34A ... Valve body 13B ... Notch portion 13C, 24B, 34B ... Valve shaft 14 ... Drive mechanism (drive means) 20 ... Control unit (control means) 21, 35 ... Separation member 22, 36 ... One side passage 23, 37 ... Other side passage
Claims (5)
各シリンダ毎に設けられた第１の吸気通路と、 この第１の吸気通路に隣接して設けられ、吸気ポートの
上流側で第１の吸気通路と合流する第２の吸気通路と、 前記第１の吸気通路と第２の吸気通路との合流部に回動
可能に設けられ、板状の弁体の一側に切欠部が形成され
てなる吸気制御弁と、 この吸気制御弁を前記第１の吸気通路を閉じるスワール
位置から前記合流部を開く全開位置までの間で回動させ
る駆動手段と、 この駆動手段に制御信号を出力することにより、機関の
運転条件に応じて前記吸気制御弁の回動位置を制御する
制御手段と、を備えてなる内燃機関の吸気装置。1. A first intake passage provided for each cylinder so as to communicate between the intake port and the collector, and a first intake passage provided adjacent to the first intake passage, the first intake passage being provided on the upstream side of the intake port. A second intake passage that merges with the first intake passage; and a rotatably provided portion where the first intake passage and the second intake passage merge, and a cutout portion is provided on one side of the plate-shaped valve body. An intake control valve formed, drive means for rotating the intake control valve from a swirl position for closing the first intake passage to a fully open position for opening the merging portion, and a control signal for the drive means. An intake system for an internal combustion engine, comprising: a control unit that controls the rotational position of the intake control valve according to operating conditions of the engine by outputting the output.
各シリンダ毎に設けられた第１の吸気通路と、 この第１の吸気通路に隣接して設けられ、吸気ポートの
上流側で第１の吸気通路と合流する第２の吸気通路と、 前記第１の吸気通路と第２の吸気通路とが合流する合流
部の下流側に設けられ、前記第１の吸気通路内を一側通
路と他側通路とに分離する分離部材と、 前記合流部に回動可能に設けられ、板状の弁体を有する
吸気制御弁と、 この吸気制御弁を前記他側通路の上流側を閉じるスワー
ル位置から前記合流部を開く全開位置までの間で回動さ
せる駆動手段と、 この駆動手段に制御信号を出力することにより、機関の
運転条件に応じて前記吸気制御弁の回動位置を制御する
制御手段と、を備えてなる内燃機関の吸気装置。2. A first intake passage which is provided for each cylinder and which communicates between the intake port and the collector, and a first intake passage which is provided adjacent to the first intake passage and which is located upstream of the intake port. A second intake passage that merges with the first intake passage, and a second passage that is provided on the downstream side of the confluence portion where the first intake passage and the second intake passage merge with each other. And an other side passage, a separating member, an intake control valve that is rotatably provided at the confluence and has a plate-shaped valve body, and a swirl that closes the upstream side of the other side passage. Drive means for rotating between a position and a fully open position for opening the merging portion, and outputting a control signal to the drive means to control the rotating position of the intake control valve according to the operating conditions of the engine. An intake system for an internal combustion engine, comprising: a control unit.
を前記シリンダの中心寄りに開口する一側通路と前記シ
リンダの外周側寄りに開口する他側通路とに分離する構
成としたことを特徴とする請求項２に記載の内燃機関の
吸気装置。3. The separating member is configured to separate the inside of the first intake passage into a one-side passage opening toward the center of the cylinder and another passage opening toward the outer peripheral side of the cylinder. The intake system for an internal combustion engine according to claim 2, wherein
て、前記吸気制御弁を、前記スワール位置と、前記合流
部を閉じる全閉位置と、前記全開位置との３位置で回動
させる構成としたことを特徴とする請求項１〜３のいず
れかに記載の内燃機関の吸気装置。4. The control means rotates the intake control valve at three positions of the swirl position, a fully closed position for closing the merging portion, and the fully open position according to operating conditions of the engine. The intake system for an internal combustion engine according to any one of claims 1 to 3, wherein the intake system has a configuration.
状の弁体の一側に設けられた切欠部と、前記板状の弁体
の他側に設けられた弁軸とからフラップ弁として構成し
たことを特徴とする請求項１〜４のいずれかに記載の内
燃機関の吸気装置。5. The intake control valve includes a plate-shaped valve body, a cutout portion provided on one side of the plate-shaped valve body, and a valve shaft provided on the other side of the plate-shaped valve body. 5. The intake system for an internal combustion engine according to claim 1, wherein the intake valve is a flap valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6222909A JPH0886219A (en) | 1994-09-19 | 1994-09-19 | Intake device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6222909A JPH0886219A (en) | 1994-09-19 | 1994-09-19 | Intake device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0886219A true JPH0886219A (en) | 1996-04-02 |
Family
ID=16789773
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6222909A Pending JPH0886219A (en) | 1994-09-19 | 1994-09-19 | Intake device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0886219A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006257976A (en) * | 2005-03-17 | 2006-09-28 | Nissan Motor Co Ltd | Intake device of internal combustion engine |
| JP2011012617A (en) * | 2009-07-03 | 2011-01-20 | Denso Corp | Intake control device for internal combustion engine |
-
1994
- 1994-09-19 JP JP6222909A patent/JPH0886219A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006257976A (en) * | 2005-03-17 | 2006-09-28 | Nissan Motor Co Ltd | Intake device of internal combustion engine |
| JP4529746B2 (en) * | 2005-03-17 | 2010-08-25 | 日産自動車株式会社 | Intake device for internal combustion engine |
| JP2011012617A (en) * | 2009-07-03 | 2011-01-20 | Denso Corp | Intake control device for internal combustion engine |
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