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 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JPH0262688B2 (en) | ||
JPH03264727A (en) | Intake system for multiple valve engine | |
JPH048610B2 (en) | ||
JP2887797B2 (en) | 4-cycle engine intake system | |
JPH09158740A (en) | Intake control device of engine | |
JPS614823A (en) | Intake devce for internal-combustion engine | |
JPS60233314A (en) | Aspiration control device for internal-combustion engine | |
JPS58135323A (en) | Air inlet device for diesel engine | |
JPH0723698B2 (en) | Multi-valve engine intake system | |
JP2639720B2 (en) | Intake control device for internal combustion engine | |
JP3318357B2 (en) | Engine intake control device | |
JPS6053616A (en) | Suction passage device for internal-combustion engine | |
JP2002201968A (en) | Air intake device for engine | |
JPS6013920A (en) | Intake apparatus for multi-cylinder engine | |
JPS61200328A (en) | Suction device for internal-combustion engine | |
JPH03194125A (en) | Dilution gas reducing device for rotary piston engine | |
JPS61190115A (en) | Intake air device for internal-combustion engine | |
JPS6125915A (en) | Intake-air device in internal-combustion engine | |
JPS61258921A (en) | One-sided passage resting device of double suction passage for internal-combustion engine | |
JPH0247238Y2 (en) | ||
JPS6161918A (en) | Air intake device of internal-combustion engine | |
JPH0159426B2 (en) | ||
JPS6319550Y2 (en) | ||
JPS60125723A (en) | Intake apparatus for internal combustion engine | |
JPS6128714A (en) | Intake device of internal-combustion engine |