JPH09158740A - Intake control device of engine - Google Patents
Intake control device of engineInfo
- Publication number
- JPH09158740A JPH09158740A JP7345907A JP34590795A JPH09158740A JP H09158740 A JPH09158740 A JP H09158740A JP 7345907 A JP7345907 A JP 7345907A JP 34590795 A JP34590795 A JP 34590795A JP H09158740 A JPH09158740 A JP H09158740A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- opening
- throttle valve
- closing 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
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、吸気通路を絞り込
むことにより燃焼室にスワールを発生させるようにした
エンジンの吸気制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake control system for an engine in which a swirl is generated in a combustion chamber by narrowing an intake passage.
【０００２】[0002]
【従来の技術】エンジンの燃焼効率を高めて燃料消費率
の低減を図るには、吸気量が少ない運転領域でも吸気通
路面積を絞って流速を高めることにより燃焼室内にスワ
ールを発生させ、希薄空燃比での燃焼を安定化させるこ
とが有効であることが知られている。2. Description of the Related Art In order to improve the combustion efficiency of an engine and reduce the fuel consumption rate, swirls are generated in the combustion chamber by narrowing the intake passage area to increase the flow velocity even in an operating region where the intake amount is small. It is known that stabilizing combustion at a fuel ratio is effective.
【０００３】このようなスワールを発生させる吸気制御
装置として、吸気通路のスロットルバルブの下流側を第
１，第２吸気ポートに区分けし、該第２吸気ポートに吸
気開閉弁を配設したものがある。この種の装置では、従
来、吸気開閉弁をサーボモータ等を介してコントローラ
により制御するのが一般的であり、上記吸気開閉弁をス
ロットルバルブの開度に比例させて徐々に開くように制
御したり，あるいはエンジン運転状態に応じて全閉位置
と全開位置とで切り替え制御するようにしている。As an intake control device for generating such a swirl, there is one in which the downstream side of the throttle valve in the intake passage is divided into first and second intake ports, and an intake opening / closing valve is arranged in the second intake port. is there. In this type of device, conventionally, the intake on-off valve is generally controlled by a controller via a servo motor or the like, and the intake on-off valve is controlled to be gradually opened in proportion to the opening of the throttle valve. Alternatively, switching control is performed between the fully closed position and the fully open position according to the engine operating state.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、上記従
来装置のようにスロットルバルブと吸気開閉弁との開度
を比例させた場合、中速・高速回転域において第２吸気
通路が絞られる領域が生じることから、吸気効率が低下
してエンジン出力が充分に得られないという問題があ
る。However, when the openings of the throttle valve and the intake opening / closing valve are made proportional to each other as in the above-mentioned conventional device, there is a region where the second intake passage is throttled in the medium speed / high speed rotation range. Therefore, there is a problem that the intake efficiency is reduced and the engine output cannot be sufficiently obtained.
【０００５】また上記従来装置では、吸気開閉弁をサー
ボモータを介してコントローラにより制御するようにし
ているので、サーボモータが必要な分だけコストが上昇
するという問題がある。Further, in the above-mentioned conventional apparatus, since the intake on-off valve is controlled by the controller via the servo motor, there is a problem that the cost is increased by the required amount of the servo motor.
【０００６】本発明は上記従来の状況に鑑みてなされた
もので、低速運転域での燃費率の向上を図りながら、中
速・高速運転域での吸気効率を向上でき、かつコストを
低減できるエンジンの吸気制御装置を提供することを目
的としている。The present invention has been made in view of the above-mentioned conventional situation, and it is possible to improve the intake efficiency in the medium-speed / high-speed operation range while reducing the cost while improving the fuel efficiency in the low-speed operation range. An object is to provide an intake control device for an engine.
【０００７】[0007]
【課題を解決するための手段】請求項１の発明は、吸気
通路面積を変化させるスロットルバルブの下流側を第
１，第２吸気通路に区分けし、該第２吸気通路に該通路
を開閉する吸気開閉弁を配設したエンジンの吸気制御装
置において、上記スロットルバルブと吸気開閉弁とを、
該スロットルバルブの開度が全開になる前に上記吸気開
閉弁が全開となるように連結機構により機械的に連結し
たことを特徴としている。According to a first aspect of the present invention, the downstream side of the throttle valve that changes the area of the intake passage is divided into first and second intake passages, and the passage is opened and closed in the second intake passage. In an engine intake control device having an intake opening / closing valve, the throttle valve and the intake opening / closing valve are
It is characterized in that the intake on-off valve is mechanically connected by a connecting mechanism so that the intake on-off valve is fully opened before the throttle valve is fully opened.
【０００８】請求項２の発明は、請求項１において、上
記連結機構が、スロットルバルブ，吸気開閉弁の弁軸に
それぞれ第１，第２リンクを固着するとともに、該両リ
ンク同士を第３リンクで連結して構成されていることを
特徴としている。According to a second aspect of the present invention, in the first aspect, the connecting mechanism fixes the first and second links to the valve shafts of the throttle valve and the intake opening / closing valve, respectively, and connects both links to the third link. It is characterized by being connected by.
【０００９】請求項３の発明は、請求項１において、上
記連結機構が、スロットルバルブ，吸気開閉弁の弁軸に
それぞれ第１，第２ギヤを固着し、該両ギヤ同士を中間
ギヤを介して噛合させて構成されていることを特徴とし
ている。According to a third aspect of the present invention, in the first aspect, the connecting mechanism fixes the first and second gears to the valve shafts of the throttle valve and the intake opening / closing valve, respectively, and connects the both gears through an intermediate gear. It is characterized in that it is configured to mesh with each other.
【００１０】[0010]
【発明の実施の形態】以下、本発明の実施の形態を添付
図面に基づいて説明する。図１ないし図４は、請求項
１，２の発明の一実施形態によるエンジンの吸気制御装
置を説明するための図であり、図１は吸気制御装置を備
えた４サイクルエンジンの断面平面図、図２は連結機構
の構成図、図３は吸気開閉弁の連結部分を示す断面平面
図、図４はスロットルバルブ開度と吸気開閉弁開度との
関係を示す特性図である。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the accompanying drawings. 1 to 4 are views for explaining an intake control device for an engine according to an embodiment of the invention of claims 1 and 2, and FIG. 1 is a cross-sectional plan view of a four-stroke engine equipped with the intake control device. 2 is a configuration diagram of the connecting mechanism, FIG. 3 is a cross-sectional plan view showing a connecting portion of the intake on-off valve, and FIG. 4 is a characteristic diagram showing a relationship between the throttle valve opening and the intake on-off valve opening.
【００１１】図において、１は本吸気制御装置２を備え
た４サイクル４バルブエンジンであり、該エンジン１は
シリンダブロック３にシリンダヘッド４を積層して締結
した概略構造のものである。上記シリンダブロック３に
はシリンダボア（気筒）３ａが形成されており、上記シ
リンダヘッド４の下合面には上記シリンダボア３ａとで
燃焼室を構成する燃焼凹部４ａが凹設されている。In the figure, reference numeral 1 denotes a four-cycle four-valve engine provided with the intake control device 2, and the engine 1 has a schematic structure in which a cylinder head 4 is laminated on a cylinder block 3 and fastened. A cylinder bore (cylinder) 3a is formed in the cylinder block 3, and a combustion recess 4a that forms a combustion chamber together with the cylinder bore 3a is provided in the lower mating surface of the cylinder head 4.
【００１２】上記燃焼凹部４ａには吸気弁開口５ａ，５
ｂ及び排気弁開口６ａ，６ｂがそれぞれ２つずつ開口し
ている。この各吸気弁開口５ａ，５ｂには吸気バルブ
７，７が、排気弁開口６ａ，６ｂには排気バルブ８，８
がそれぞれ各開口を開閉可能に配置されており、該各吸
気バルブ７，排気バルブ８は図示しないカム駆動機構に
より開閉駆動される。また上記燃焼凹部４ａの中心部に
は点火プラグ１０が螺挿されており、これの電極部は燃
焼室内に臨んでいる。Intake valve openings 5a, 5 are provided in the combustion recess 4a.
b and the exhaust valve openings 6a and 6b each have two openings. Intake valves 7, 7 are provided in the intake valve openings 5a, 5b, and exhaust valves 8, 8 are provided in the exhaust valve openings 6a, 6b.
Are arranged so that each opening can be opened and closed, and the intake valve 7 and the exhaust valve 8 are opened and closed by a cam drive mechanism (not shown). An ignition plug 10 is screwed into the center of the combustion recess 4a, and its electrode portion faces the combustion chamber.
【００１３】上記２つの排気弁開口６ａ，６ｂは排気通
路９を介してシリンダヘッド４の一側壁に導出されてい
る。該排気通路９は上流側を画壁９ｂにより二股状に区
分けするとともに下流側を１つの通路に合流した構造と
なっており、該排気通路９の壁面開口９ａには不図示の
排気管が接続されている。The two exhaust valve openings 6a and 6b are led out to one side wall of the cylinder head 4 through an exhaust passage 9. The exhaust passage 9 has a structure in which the upstream side is divided into two parts by a drawing wall 9b and the downstream side is merged into one passage, and an exhaust pipe (not shown) is connected to the wall surface opening 9a of the exhaust passage 9. Has been done.
【００１４】また上記２つの吸気弁開口５ａ，５ｂは吸
気通路１１を介してシリンダヘッド４の他側壁に導出さ
れており、該吸気通路１１は画壁１１ｃにより第１，第
２吸気通路１１ａ，１１ｂに区分けされている。この吸
気通路１１の壁面開口１１ｄには吸気開閉弁ボディ１２
を介して吸気マニホールド１３が接続されており、該吸
気マニホールド１３により上記第１，第２吸気通路１１
ａ，１１ｂは１つの通路に合流している。また上記吸気
マニホールド１３にはスロットルボディ１４が介設され
ており、該スロットルボディ１４の上流側には、図示し
ていないが、エンジンの吸気負圧で自動的に吸気通路面
積を変化させつつ燃料を吸気通路内に供給するピストン
バルブ式気化器及びエアクリーナが接続されている。The two intake valve openings 5a and 5b are led out to the other side wall of the cylinder head 4 through an intake passage 11, and the intake passage 11 is divided into a first wall 11c and a second intake passage 11a by a wall 11c. It is divided into 11b. The intake opening / closing valve body 12 is provided in the wall surface opening 11d of the intake passage 11.
The intake manifold 13 is connected through the intake manifold 13, and the first and second intake passages 11 are connected by the intake manifold 13.
a and 11b merge into one passage. Further, a throttle body 14 is provided in the intake manifold 13, and an upstream side of the throttle body 14 is provided with a fuel, while the intake passage area is automatically changed by an intake negative pressure of the engine (not shown). Is connected to a piston valve type carburetor and an air cleaner for supplying air into the intake passage.
【００１５】上記スロットルボディ１４内にはスロット
ル操作により開閉駆動されるバタフライ式スロットルバ
ルブ１５が配設されており、該スロットルバルブ１５の
弁軸１５ａはスロットルボディ１４を貫通して外方に突
出している。A butterfly type throttle valve 15 which is opened and closed by a throttle operation is disposed in the throttle body 14, and a valve shaft 15a of the throttle valve 15 penetrates the throttle body 14 and projects outward. There is.
【００１６】上記吸気開閉弁ボディ１２内は画壁１２ｃ
により第１，第２吸気通路１２ａ，１２ｂに区分けされ
ており、該各通路１２ａ，１２ｂは上記第１，第２吸気
通路１１ａ，１１ｂに連通している。また上記第２吸気
通路１２ｂ内にはバタフライ式吸気開閉弁１６が該第２
吸気通路１２ｂを開閉可能に配設されており、該吸気開
閉弁１６の弁軸１６ａは吸気開閉弁ボディ１２を貫通し
て外方に突出している。A wall 12c is provided inside the intake on-off valve body 12.
Is divided into first and second intake passages 12a and 12b, and the passages 12a and 12b communicate with the first and second intake passages 11a and 11b. A butterfly type intake on-off valve 16 is provided in the second intake passage 12b.
The intake passage 12b is arranged to be openable and closable, and the valve shaft 16a of the intake opening / closing valve 16 penetrates the intake opening / closing valve body 12 and projects outward.
【００１７】そして上記スロットルバルブ１５と吸気開
閉弁１６とは連結機構２０により機械的に連結されてい
る。この連結機構２０は、上記スロットルバルブ１５の
弁軸１５ａの突出端に第１リンク２１の上端部を固着
し、上記吸気開閉弁１６の弁軸１６ａの突出端に第２リ
ンク２２の上端部を後述する伝達機構２７を介して連結
するとともに、この第１，第２リンク２１，２２の下端
部同士を第３リンク２３により揺動可能に連結して構成
されている。また上記第１リンク２１の下端部にはスロ
ットルケーブル２４の一端が連結されており、該ケーブ
ル２４の延長端は不図示のスロットルグリップ，アクセ
ルペダル等の操作部材に連結されている。The throttle valve 15 and the intake opening / closing valve 16 are mechanically connected by a connecting mechanism 20. The connecting mechanism 20 fixes the upper end of the first link 21 to the protruding end of the valve shaft 15a of the throttle valve 15, and connects the upper end of the second link 22 to the protruding end of the valve shaft 16a of the intake opening / closing valve 16. The transmission mechanism 27, which will be described later, is connected, and the lower ends of the first and second links 21, 22 are swingably connected by the third link 23. Further, one end of a throttle cable 24 is connected to a lower end portion of the first link 21, and an extended end of the cable 24 is connected to an operation member such as a throttle grip and an accelerator pedal (not shown).
【００１８】上記伝達機構２７は、図３に示すように、
上記吸気開閉弁１６の弁軸１６ａに係合ピン２５ａを、
該吸気開閉弁１６が全開位置に回動したときに上記吸気
開閉弁ボディ１２に植設されたストッパ部材２６に当接
するように固定し、該係合ピン２５ａと第２リンク２２
との間にコイルばね２７を介設した構成となっている。
これにより上記吸気開閉弁１６が全開位置に達するまで
は、スロットルバルブ１５の開度を下記のリンク比でも
って該吸気開閉弁１６に伝達し、該全開位置以降はスロ
ットルバルブ１５の回動角を上記コイルばね２７で吸収
し、吸気開閉弁１６を全開位置に保持するように構成さ
れている。The transmission mechanism 27, as shown in FIG.
An engaging pin 25a is attached to the valve shaft 16a of the intake on-off valve 16.
When the intake opening / closing valve 16 is rotated to the fully open position, the intake opening / closing valve 16 is fixed so as to come into contact with the stopper member 26 planted in the intake opening / closing valve body 12, and the engaging pin 25a and the second link 22 are fixed.
The coil spring 27 is interposed between the coil spring 27 and the coil.
As a result, the opening degree of the throttle valve 15 is transmitted to the intake opening / closing valve 16 with the following link ratio until the intake opening / closing valve 16 reaches the fully opened position, and after the fully opened position, the rotation angle of the throttle valve 15 is changed. It is configured to be absorbed by the coil spring 27 and hold the intake on-off valve 16 in the fully open position.
【００１９】上記第１リンク２１と第２リンク２２とは
上記スロットルバルブ１５の開度が４０％になったとき
に吸気開閉弁１６の開度が１００％になるように各リン
ク長さが設定されている。ここで、図４に示すように、
第１，第２リンク２１，２２のリンク比はスロットルバ
ルブ開度が６０％，あるいは８０％のときに吸気開閉弁
開度が１００％になるように設定してもよく、要はスロ
ットルバルブ開度が全開になる前に吸気開閉弁開度が全
開となるように設定する。The respective link lengths of the first link 21 and the second link 22 are set so that the opening of the intake opening / closing valve 16 becomes 100% when the opening of the throttle valve 15 reaches 40%. Has been done. Here, as shown in FIG.
The link ratio of the first and second links 21, 22 may be set so that the intake opening / closing valve opening is 100% when the throttle valve opening is 60% or 80%. The intake opening / closing valve opening degree is set to be fully opened before the opening degree is fully opened.
【００２０】次に本実施形態の作用効果について説明す
る。本吸気制御装置２では、スロットルバルブ１５の開
度が小さい低速回転運転域のように、吸気量が比較的少
ない運転領域では、吸気開閉弁１６が略全閉となる。こ
れにより吸気は第１吸気通路１２ａ，１１ａに集中して
流れ、一方側の吸気弁開口５ｂから気筒内に流入するこ
ととなり、これにより気筒内周面に沿ったスワールａが
発生する（図１の→印参照）。Next, the function and effect of this embodiment will be described. In the intake control device 2, the intake opening / closing valve 16 is substantially fully closed in an operating region where the intake amount is relatively small, such as a low speed operating region where the opening of the throttle valve 15 is small. As a result, intake air flows in the first intake passages 12a and 11a in a concentrated manner, and flows into the cylinder through the intake valve opening 5b on one side, whereby swirl a is generated along the inner peripheral surface of the cylinder (FIG. 1). (See → mark).
【００２１】またスロットルバルブ１５の開度が例えば
４０％以上と大きくなる中・高速回転運転域のように、
吸気量が多い運転域では、吸気開閉弁１６は全開とな
る。これにより吸気は第１吸気通路１２ａ，１１ａとと
もに第２吸気通路１２ｂ，１１ｂを通って両方の吸気弁
開口５ａ，５ｂから気筒内に流入することとなる。Further, as in the medium / high speed rotation operating range where the opening of the throttle valve 15 becomes large, for example, 40% or more,
In the operating range where the intake air amount is large, the intake on-off valve 16 is fully opened. As a result, the intake air flows into the cylinder through both the intake valve openings 5a and 5b through the first intake passages 12a and 11a and the second intake passages 12b and 11b.
【００２２】このように本実施形態では、スロットルバ
ルブ１５の開度が４０％のときに吸気開閉弁１６が全開
となるようにしたので、従来のように吸気開閉弁開度を
スロットルバルブの開度に比例させた場合に比べて（図
４の破線参照）、低速回転運転域での燃費率の向上を図
りながら、中速・高速回転域での吸気抵抗を低下させて
吸入空気量を増大でき、エンジン出力を確保できる。As described above, in this embodiment, the intake opening / closing valve 16 is fully opened when the opening of the throttle valve 15 is 40%. In comparison with the case of proportional to the degree (see the broken line in FIG. 4), while improving the fuel efficiency in the low speed rotation range, the intake resistance is reduced in the medium speed / high speed rotation range to increase the intake air amount. Yes, the engine output can be secured.
【００２３】また本実施形態では、スロットルバルブ１
５と吸気開閉弁１６とを第１〜第３リンク２１〜２３か
らなる連結機構２０により機械的に連結したので、従来
装置のようなサーボモータを介してコントローラにより
制御する場合に比べてコストを低減できる。Further, in this embodiment, the throttle valve 1
5 and the intake opening / closing valve 16 are mechanically connected by the connecting mechanism 20 including the first to third links 21 to 23, so that the cost can be reduced as compared with the case where the controller is controlled via the servo motor as in the conventional device. It can be reduced.
【００２４】さらにまた、吸気開閉弁１６と第２リンク
２２との間に伝達機構２７を介在させたので、スロット
ルバルブ１５の開度が４０％以上となった場合に、吸気
開閉弁１６を全開位置に保持できる。Furthermore, since the transmission mechanism 27 is interposed between the intake opening / closing valve 16 and the second link 22, the intake opening / closing valve 16 is fully opened when the opening of the throttle valve 15 is 40% or more. Can be held in position.
【００２５】図５は、請求項３の発明の一実施形態によ
る連結機構を説明するための図であり、図中、図２と同
一符号は同一又は相当部分を示す。FIG. 5 is a view for explaining a connecting mechanism according to an embodiment of the invention of claim 3, wherein the same reference numerals as those in FIG. 2 indicate the same or corresponding parts.
【００２６】本連結機構３０は、スロットルバルブ１５
の弁軸１５ａに第１ギヤ３１を固着し、吸気開閉弁１６
の弁軸１６ａに上述の伝達機構２７を介して第２ギヤ３
２を連結するとともに、該第１，第２ギヤ３１，３２を
中間ギヤ３３を介して噛合して構成されている。そし
て、上記第１，第２ギヤ３１，３２及び中間ギヤ３３の
ギヤ比はスロットルバルブ開度が全開となる前に吸気開
閉弁開度が全開となるように設定されている。本実施形
態においても中速・高速回転域での吸気量を増大できる
とともにコストを低減でき、上記実施形態と同様の効果
が得られる。The connecting mechanism 30 includes a throttle valve 15
The first gear 31 is fixed to the valve shaft 15a of the
To the valve shaft 16a of the second gear 3 via the transmission mechanism 27 described above.
2 is connected, and the first and second gears 31 and 32 are meshed via an intermediate gear 33. The gear ratio of the first and second gears 31, 32 and the intermediate gear 33 is set so that the intake opening / closing valve opening is fully opened before the throttle valve opening is fully opened. Also in this embodiment, it is possible to increase the amount of intake air in the medium-speed / high-speed rotation range and reduce the cost, and it is possible to obtain the same effect as that of the above-described embodiment.
【００２７】なお、上記実施形態では、吸気開閉弁１６
を副吸気通路１２ｂの途中に配設した場合を説明した
が、本発明は、図６に示すように、吸気開閉弁ボディ１
２の第１，第２吸気通路１２ａ，１２ｂを区分けする画
壁１２ｃの上流端に吸気開閉弁４０を配置してもよい。
即ち、両吸気通路１２ａ，１２ｂの分岐部に上記吸気開
閉弁４０の弁軸４０ａを紙面垂直方向に配置し、該弁軸
４０ａに側面視大略半円状の弁板４０ｂを上流側に突出
するように配置固着して構成されている。In the above embodiment, the intake opening / closing valve 16
Although the description has been given of the case where the intake valve is arranged in the middle of the auxiliary intake passage 12b, the present invention, as shown in FIG.
The intake opening / closing valve 40 may be arranged at the upstream end of the wall 12c that divides the first and second intake passages 12a and 12b.
That is, the valve shaft 40a of the intake on-off valve 40 is arranged in the direction perpendicular to the plane of the drawing at the branch portions of the intake passages 12a and 12b, and the valve plate 40b, which is substantially semicircular in side view, is projected to the upstream side of the valve shaft 40a. It is arranged and fixed as described above.
【００２８】このようにした場合は、図中実線で示すよ
うに、吸気開閉弁４０が全閉時に吸気を第１吸気通路１
２ａ，１１ａ側にスムーズに流すガイドとして機能する
こととなる。また図中二点鎖線で示すように上記吸気開
閉弁４０の全開時には、該開閉弁４０は吸気通路内には
位置しないので、通路抵抗を小さくできる。In this case, as shown by the solid line in the figure, when the intake opening / closing valve 40 is fully closed, the intake air is taken in by the first intake passage 1
It will function as a guide for smoothly flowing to the 2a and 11a sides. Further, as shown by the chain double-dashed line in the figure, when the intake opening / closing valve 40 is fully opened, the opening / closing valve 40 is not located in the intake passage, so the passage resistance can be reduced.
【００２９】[0029]
【発明の効果】以上のように請求項１の発明に係るエン
ジンの吸気制御装置によれば、スロットルバルブと吸気
開閉弁とを、該スロットルバルブの開度が全開になる前
に吸気開閉弁が全開となるように連結機構により機械的
に連結したので、低速回転運転域での燃費率の向上を図
りながら、中速・高速回転域での吸気量を増大できると
ともに、コストを低減できる効果がある。As described above, according to the engine intake control device of the invention of claim 1, the throttle valve and the intake on-off valve are provided with the intake on-off valve before the throttle valve is fully opened. Since it is mechanically connected by the connecting mechanism so that it is fully opened, it is possible to increase the intake amount in the medium speed / high speed rotation range while reducing the cost while improving the fuel efficiency in the low speed rotation range. is there.
【００３０】請求項２の発明では、上記連結機構を、ス
ロットルバルブ，吸気開閉弁の弁軸にそれぞれ第１，第
２リンクを連結するとともに、該両リンク同士を第３リ
ンクで連結した構成としたので、簡単な構造で吸気開閉
弁を開閉制御でき、コストを低減できる効果がある。According to a second aspect of the present invention, the connecting mechanism has a structure in which the first and second links are connected to the valve shafts of the throttle valve and the intake opening / closing valve, respectively, and both links are connected by the third link. Therefore, the intake on-off valve can be controlled to be opened and closed with a simple structure, which has the effect of reducing the cost.
【００３１】請求項３の発明では、上記連結機構を、ス
ロットルバルブ，吸気開閉弁の弁軸にそれぞれ第１，第
２ギヤを連結し、該両ギヤ同士を中間ギヤを介して噛合
させた構成としたので、上記同様に簡単な構造で吸気開
閉弁を開閉制御でき、コストを低減できる効果がある。According to a third aspect of the present invention, in the above-mentioned connecting mechanism, the first and second gears are connected to the valve shafts of the throttle valve and the intake opening / closing valve, respectively, and the two gears are meshed with each other through the intermediate gear. Therefore, the intake on-off valve can be controlled to be opened and closed with the same simple structure as described above, and the cost can be reduced.
【図１】請求項１，２の発明の一実施形態によるエンジ
ンの吸気制御装置を説明するための断面平面図である。FIG. 1 is a cross-sectional plan view for explaining an engine intake control device according to an embodiment of the present invention.
【図２】上記吸気制御装置の連結機構を示す構成図であ
る。FIG. 2 is a configuration diagram showing a connection mechanism of the intake control device.
【図３】上記連結機構の吸気開閉弁部分を示す断面平面
図である。FIG. 3 is a cross-sectional plan view showing an intake opening / closing valve portion of the coupling mechanism.
【図４】上記吸気制御装置のスロットルバルブ開度と吸
気開閉弁開度との関係を示す特性図である。FIG. 4 is a characteristic diagram showing a relationship between a throttle valve opening and an intake opening / closing valve opening of the intake control device.
【図５】請求項３の発明の一実施形態による連結機構を
示す構成図である。FIG. 5 is a configuration diagram showing a connecting mechanism according to an embodiment of the invention of claim 3;
【図６】上記各実施形態における吸気開閉弁の変形例を
説明するための断面平面図である。FIG. 6 is a cross-sectional plan view for explaining a modification of the intake on-off valve in each of the above embodiments.
１ ４サイクル４バルブエンジン ２ 吸気制御装置 １１ａ，１２ａ 主吸気通路 １１ｂ，１２ｂ 副吸気通路 １５ スロットルバルブ １５ａ 弁軸 １６，４０ 吸気開閉弁 １６ａ 弁軸 ２０，３０ 連結機構 ２１〜２３ 第１〜第３リンク ３１，３２ 第１，第２ギヤ ３３ 中間ギヤ 1 4 cycle 4 valve engine 2 Intake control device 11a, 12a Main intake passage 11b, 12b Sub intake passage 15 Throttle valve 15a Valve shaft 16,40 Intake on-off valve 16a Valve shaft 20,30 Connection mechanism 21-23 First to third Link 31, 32 First and second gear 33 Intermediate gear
Claims (3)
ルブの下流側を第１，第２吸気通路に区分けし、該第２
吸気通路を開閉する吸気開閉弁を配設したエンジンの吸
気制御装置において、上記スロットルバルブと吸気開閉
弁とを、該スロットルバルブの開度が全開になる前に上
記吸気開閉弁が全開となるように連結機構により機械的
に連結したことを特徴とするエンジンの吸気制御装置。1. A downstream side of a throttle valve that changes an intake passage area is divided into first and second intake passages, and
In an intake control device for an engine having an intake opening / closing valve for opening and closing an intake passage, the throttle valve and the intake opening / closing valve are arranged so that the intake opening / closing valve is fully opened before the opening of the throttle valve is fully opened. An intake control device for an engine, characterized in that it is mechanically connected to the.
ロットルバルブ，吸気開閉弁の弁軸にそれぞれ第１，第
２リンクを固着するとともに、該両リンク同士を第３リ
ンクで連結して構成されていることを特徴とするエンジ
ンの吸気制御装置。2. The structure according to claim 1, wherein the connecting mechanism fixes the first and second links to the valve shafts of the throttle valve and the intake opening / closing valve, respectively, and connects the both links with the third link. An intake control device for an engine, which is characterized in that
ロットルバルブ，吸気開閉弁の弁軸にそれぞれ第１，第
２ギヤを固着し、該両ギヤ同士を中間ギヤを介して噛合
させて構成されていることを特徴とするエンジンの吸気
制御装置。3. The structure according to claim 1, wherein the connecting mechanism fixes first and second gears to valve shafts of a throttle valve and an intake opening / closing valve, respectively, and meshes the both gears via an intermediate gear. An intake control device for an engine, which is characterized in that
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7345907A JPH09158740A (en) | 1995-12-07 | 1995-12-07 | Intake control device of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7345907A JPH09158740A (en) | 1995-12-07 | 1995-12-07 | Intake control device of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH09158740A true JPH09158740A (en) | 1997-06-17 |
Family
ID=18379808
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7345907A Pending JPH09158740A (en) | 1995-12-07 | 1995-12-07 | Intake control device of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH09158740A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100387404B1 (en) * | 2000-12-18 | 2003-06-18 | 현대자동차주식회사 | Conbustion system of diesel engine |
| DE102004042880A1 (en) * | 2004-09-04 | 2006-03-09 | Volkswagen Ag | Switch actuating arrangement for actuating charge motion valve of intake system, has transfer unit pivotably supported at actuating lever and at actuating rod, with its respective ends |
-
1995
- 1995-12-07 JP JP7345907A patent/JPH09158740A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100387404B1 (en) * | 2000-12-18 | 2003-06-18 | 현대자동차주식회사 | Conbustion system of diesel engine |
| DE102004042880A1 (en) * | 2004-09-04 | 2006-03-09 | Volkswagen Ag | Switch actuating arrangement for actuating charge motion valve of intake system, has transfer unit pivotably supported at actuating lever and at actuating rod, with its respective ends |
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