JPH1026026A - Spark ignition engine - Google Patents
Spark ignition engineInfo
- Publication number
- JPH1026026A JPH1026026A JP8178948A JP17894896A JPH1026026A JP H1026026 A JPH1026026 A JP H1026026A JP 8178948 A JP8178948 A JP 8178948A JP 17894896 A JP17894896 A JP 17894896A JP H1026026 A JPH1026026 A JP H1026026A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- fuel
- load operation
- combustion chamber
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
- F02D41/345—Controlling injection timing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
-
- 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
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【0001】[0001]
【発明の属する技術分野】本発明は、火花点火機関に係
るものであり、特に希薄燃焼時の着火性を改良した火花
点火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 a spark ignition engine, and more particularly to an intake device for a spark ignition engine having improved ignitability during lean combustion.
【0002】[0002]
【従来の技術】内燃機関において、燃料消費率の低減を
図るために、低,中負荷運転時の燃料・空気混合気に占
める燃料割合を高負荷運転時のそれよりも少なくするこ
と、即ち希薄燃焼(リーンバーン)にすることが注目さ
れている。2. Description of the Related Art In an internal combustion engine, in order to reduce the fuel consumption rate, the proportion of fuel in the fuel / air mixture during low and medium load operation is made smaller than that during high load operation, that is, lean. Attention has been paid to combustion (lean burn).
【0003】低,中負荷運転時に少ない燃料で燃焼を行
うためには、点火時に点火プラグ周りに燃焼可能な濃度
を持つ燃料蒸気を存在させる必要がある。一方、高負荷
運転時には、燃焼室の全域に理論混合比の均一な濃度の
燃料蒸気を存在させる必要がある。In order to perform combustion with a small amount of fuel during low and medium load operation, it is necessary to have a fuel vapor having a combustible concentration around the ignition plug at the time of ignition. On the other hand, at the time of high-load operation, it is necessary to make the fuel vapor having a stoichiometric mixture ratio and a uniform concentration exist throughout the combustion chamber.
【0004】このようなことから、従来、吸気ポートに
切欠きのある弁を設けて、その弁を閉じることによって
シリンダに流入する空気の流れを変えることが行われて
きた。しかし、この方式では、理論混合比燃焼を行うと
きに弁の厚みが吸気の抵抗になり、圧力損失となり、吸
入空気量が低下してエンジン出力の低下につながるとい
う問題があった。[0004] For this reason, conventionally, a notched valve is provided in the intake port, and the flow of air flowing into the cylinder is changed by closing the valve. However, in this system, there is a problem that the thickness of the valve becomes the resistance of the intake air when performing the stoichiometric mixture combustion, resulting in a pressure loss, a reduction in the intake air amount, and a reduction in the engine output.
【0005】また、他の手段として、ピストンに窪みを
設け、窪みに燃料を噴射する角度でシリンダヘッドにイ
ンジェクタを設け、点火の直前にその窪みの中に燃料を
噴射して点火することが行われてきた。しかし、この方
式では、高圧のインジェクタを必要とした。As another means, a dent is provided in a piston, an injector is provided in a cylinder head at an angle for injecting fuel into the dent, and fuel is injected into the dent just before ignition to ignite. I have been. However, this method required a high-pressure injector.
【0006】このような背景から、最近では、二吸気弁
式の吸気装置において、スワール形成用の吸気ポートを
設けたり或いは混合気形成用ポートを設けたりして、
低,中負荷運転時に点火プラグ周りに燃料蒸気を存在さ
せることが行われている。これらに関しては、特開平7
−189713号公報,特開平6−117251号公報,特開平2−
267321号公報に記載されている。[0006] From such a background, recently, in a two-intake valve type intake device, an intake port for forming a swirl or a port for forming an air-fuel mixture has been provided.
At the time of low and medium load operation, fuel vapor is present around the spark plug. These are described in
JP-189713, JP-A-6-117251, JP-A-2-
No. 267321.
【0007】[0007]
【発明が解決しようとする課題】本発明は、吸気ポート
に切欠きのある弁を設けたり、高圧のインジェクタを必
要とせず、また、混合気形成用ポートを設けることな
く、低,中負荷運転時に点火プラグ周りに容易に燃料蒸
気を形成させることができるようにした火花点火機関を
提供することにある。SUMMARY OF THE INVENTION The present invention does not require a notched valve in the intake port, does not require a high pressure injector, and does not provide a mixture forming port. It is an object of the present invention to provide a spark ignition engine in which fuel vapor can be easily formed around a spark plug at times.
【0008】[0008]
【課題を解決するための手段】本発明の第1の発明は、
燃焼室に連通する2つの吸気ポートを有し、該吸気ポー
トの吸気口を開閉する吸気弁を有し、該燃焼室の中央上
方に燃料を噴射するインジェクタと点火手段を有し、少
なくとも前記吸気弁の開閉動作を行う制御手段を有する
火花点火機関において、前記制御手段を、低,中負荷運
転時には2つの吸気弁を同時に開いたのち、一方の吸気
弁をバルブリフト量が少ないうちに閉じるように動作さ
せ、高負荷運転時には2つの吸気弁を同一のタイミング
で同じように開閉動作させるように構成したことを特徴
とする。Means for Solving the Problems A first invention of the present invention is:
A fuel injector having two intake ports communicating with the combustion chamber, an intake valve for opening and closing an intake port of the intake port, an injector for injecting fuel above a center of the combustion chamber, and ignition means; In a spark ignition engine having control means for opening and closing a valve, the control means may be configured to open two intake valves simultaneously during low and medium load operation, and then close one of the intake valves while the valve lift is small. , And the two intake valves are similarly opened and closed at the same timing during high-load operation.
【0009】第2の発明は、燃焼室に連通する吸気ポー
トを有し、該吸気ポートの上流にコレクタを有し、該コ
レクタと該吸気ポートとの接続部にバタフライ弁を有
し、該コレクタからパイプが引き出されてその先端が前
記吸気ポート内にて開口し、該吸気ポートと該燃焼室と
の接続部に吸気弁を有し、該燃焼室の中央上方に燃料を
噴射するインジェクタと点火手段を有し、少なくとも前
記吸気弁と前記バタフライ弁の開閉動作を行う制御手段
を有する火花点火機関において、前記制御手段を、低,
中負荷運転時にはバタフライ弁と吸気弁を開いたのち、
バタフライ弁のみを閉じるように動作させ、高負荷運転
時にはバタフライ弁と吸気弁を同じように開閉動作させ
るように構成したことを特徴とする。A second invention has an intake port communicating with a combustion chamber, a collector upstream of the intake port, a butterfly valve at a connection between the collector and the intake port, A pipe is drawn out of the intake port, and a tip of the pipe is opened in the intake port. An intake valve is provided at a connection portion between the intake port and the combustion chamber, and an injector for injecting fuel above the center of the combustion chamber and ignition A spark ignition engine having control means for opening and closing the intake valve and the butterfly valve at least.
During medium load operation, after opening the butterfly valve and intake valve,
It is characterized in that the butterfly valve is operated so as to close only, and the butterfly valve and the intake valve are opened and closed in the same manner during high load operation.
【0010】第3の発明は、燃焼室に連通する2つの吸
気ポートを有し、該吸気ポートのうちの1つは燃焼室に
供給された気流が旋回するように配置し、2つの該吸気
ポートと該燃焼室との接続部にそれぞれ吸気弁を有し、
2つの該吸気ポート内にそれぞれ燃料を噴射するインジ
ェクタを有し、前記燃焼室の中央上方に点火手段を有
し、少なくとも前記吸気弁の開閉動作と前記インジェク
タの制御を行う制御手段を有する火花点火機関におい
て、前記制御手段を、低,中負荷運転時には2つの吸気
弁を同時に開き、気流に旋回を与えない方の吸気ポート
に設置されたインジェクタから燃料を噴射し、その後2
つの吸気弁を閉じ、燃料の噴射を停止するように動作さ
せ、高負荷運転時には2つの吸気弁を同一のタイミング
で同じように開閉動作させ、それぞれの吸気ポートに設
置されたインクジェクタから燃料を噴射させるように構
成したことを特徴とする。A third aspect of the present invention has two intake ports communicating with the combustion chamber, one of the intake ports is arranged so that the air flow supplied to the combustion chamber turns, and the two intake ports are provided. A port and a connection portion between the combustion chamber and each having an intake valve,
Spark ignition having an injector for injecting fuel into each of the two intake ports, having ignition means above the center of the combustion chamber, and having at least control means for opening and closing the intake valve and controlling the injector; In the engine, the control means opens the two intake valves at the same time during low and medium load operation, injects fuel from an injector installed in the intake port that does not give a swirl to the airflow,
The two intake valves are closed and operated to stop fuel injection. During high-load operation, the two intake valves are opened and closed in the same manner at the same timing, and fuel is supplied from the injectors installed at each intake port. It is characterized in that it is configured to inject.
【0011】第1の発明において、高負荷運転時に、2
つの吸気ポートを同一のタイミングで同じように開閉動
作させることによって、2つの気流が衝突し、これによ
って気流の流れが阻止され、燃焼室の全域に均一な濃度
の燃料蒸気を形成させることができる。また、低,中負
荷運転時に、2つの吸気ポートを同時に開き、一方の吸
気弁のみをバルブリフト量が少ないうちに閉じることに
よって、バルブリフト量が少ない当初には燃焼室の中央
付近に燃料蒸気が集まり、これが一方の吸気弁のみを開
いておくことにより生ずる旋回流で内包された状態にな
り、燃焼室の中央付近に燃料濃度の高い領域を形成する
ことができる。[0011] In the first aspect of the present invention, during high load operation, 2
By opening and closing the two intake ports in the same manner at the same timing, the two air flows collide with each other, whereby the flow of the air flows is blocked, and a uniform concentration of fuel vapor can be formed throughout the combustion chamber. . In addition, during low and medium load operation, the two intake ports are simultaneously opened, and only one intake valve is closed while the valve lift is small, so that the fuel vapor is initially located near the center of the combustion chamber when the valve lift is small. Are gathered, and this is included in the swirling flow generated by opening only one of the intake valves, so that a region with a high fuel concentration can be formed near the center of the combustion chamber.
【0012】第2の発明において、低,中負荷運転時
に、バタフライ弁と吸気弁を開いたのちバタフライ弁の
みを閉じるように動作させ、高負荷運転時に、バタフラ
イ弁と吸気弁を同じように開閉動作させるようにするこ
とによって、第1の発明の時と同様な状態を燃焼室内に
作ることができる。In the second invention, during low and medium load operation, the butterfly valve and the intake valve are opened and then only the butterfly valve is closed, and during high load operation, the butterfly valve and the intake valve are opened and closed in the same manner. By operating, the same state as in the first invention can be created in the combustion chamber.
【0013】第3の発明において、低,中負荷運転時
に、2つの吸気弁を同時に開き、気流に旋回を与えない
方の吸気ポートに設置されたインジェクタから燃料を噴
射し、その後2つの吸気弁を閉じ、燃料の噴射を停止す
るように動作させ、高負荷運転時に、2つの吸気弁を同
一のタイミングで同じように開閉動作させ、それぞれの
吸気ポートに設置されたインジェクタから燃料を噴射さ
せるようにすることによっても、第1の発明或いは第2
の発明の時と同様な状態を燃焼室内に作ることができ
る。[0013] In the third aspect of the present invention, during low and medium load operation, two intake valves are simultaneously opened to inject fuel from an injector installed in an intake port that does not impart a swirl to the airflow, and thereafter, two intake valves are provided. To operate to stop the fuel injection, and to open and close the two intake valves at the same timing at the same time during the high load operation, so that the fuel is injected from the injectors installed at the respective intake ports. The first invention or the second invention
A state similar to that at the time of the invention can be created in the combustion chamber.
【0014】[0014]
【発明の実施の形態】本発明の実施例を図面を用いて説
明する。図1〜図3は第1の発明に係る火花点火機関の
構成平面図であり、図1,図3は低,中負荷運転時の状
態、図2は高負荷運転時の状態を示す。図1〜図3にお
いて、シリンダヘッドとシリンダブロックからなるシリ
ンダ1にはピストン2が挿入され、燃焼室3が形成され
ている。吸気ポート4A,4Bはシリンダ1に連通して
いる。吸気ポート4A,4Bは吸気マニホールドに連通
している。吸気ポート4Aには吸気弁5Aが開閉可能に
設置され、吸気ポート4Bには吸気弁5Bが開閉可能に
設置されている。排気ポート,排気弁の記述は省略す
る。燃焼室3の中心上部にはインジェクタ6と点火プラ
グ7が設置されている。インジェクタ6は噴射された燃
料9がシリンダ1内壁やピストン2に衝突することな
く、また蒸発しやすいように燃料9を円錐状に微粒化し
て噴射するものであり、燃料9がシリンダ1内の燃焼室
3の中心に向かう角度に設定されている。Embodiments of the present invention will be described with reference to the drawings. 1 to 3 are plan views showing the configuration of the spark ignition engine according to the first invention. FIGS. 1 and 3 show a state during low and medium load operation, and FIG. 2 shows a state during high load operation. 1 to 3, a piston 2 is inserted into a cylinder 1 composed of a cylinder head and a cylinder block to form a combustion chamber 3. The intake ports 4A, 4B communicate with the cylinder 1. The intake ports 4A and 4B communicate with the intake manifold. An intake valve 5A is installed in the intake port 4A so as to be openable and closable, and an intake valve 5B is installed in the intake port 4B so as to be openable and closable. The description of the exhaust port and exhaust valve is omitted. An injector 6 and a spark plug 7 are installed in the upper center of the combustion chamber 3. The injector 6 atomizes and injects the fuel 9 in a conical shape so that the injected fuel 9 does not collide with the inner wall of the cylinder 1 or the piston 2 and is easily evaporated. The angle is set toward the center of the chamber 3.
【0015】制御装置8は、機関の運転状態を検出する
ためのエアフローセンサ,回転センサ等と接続されてお
り、吸気弁5A,5B,インジェクタ6,点火プラグ7
は制御装置8によって制御されている。制御装置8によ
ってそれぞれの動作を自在に制御することが可能であ
る。The control device 8 is connected to an air flow sensor, a rotation sensor, and the like for detecting an operation state of the engine, and includes intake valves 5A and 5B, injectors 6, spark plugs 7 and the like.
Are controlled by the control device 8. Each operation can be freely controlled by the control device 8.
【0016】図4,図5は制御装置8に入力された自動
車エンジンのクランク角度とバルブリフト量の関係を示
したグラフである。図4は低,中負荷運転状態、図5は
高負荷運転状態を表す。高負荷運転時では、図5に示す
ように吸気弁5A,5Bを同じ動作をするように設定
し、低,中負荷運転時では、図4に示すように吸気弁5
Aは高負荷運転時と同じ動作をするが、吸気弁5Bは高
負荷運転時よりバルブリフト量が小さく、かつ早く閉じ
るように設定する。FIGS. 4 and 5 are graphs showing the relationship between the crank angle of the automobile engine and the valve lift amount input to the control device 8. 4 shows a low and medium load operation state, and FIG. 5 shows a high load operation state. At the time of high load operation, the intake valves 5A and 5B are set to perform the same operation as shown in FIG. 5, and at the time of low and medium load operation, the intake valves 5A and 5B are set as shown in FIG.
A performs the same operation as during the high-load operation, but the intake valve 5B is set to have a smaller valve lift and close earlier than during the high-load operation.
【0017】図2の高負荷運転時では、燃焼室3に吸入
される空気量と燃料噴射量の比、すなわち空燃比が15
程度の理論混合気になるように設定する。高負荷運転時
の点火時期には、燃焼室3内に噴射された燃料9が全て
燃料蒸気となり、かつ、燃料蒸気が燃焼室3内に均一に
分布していることが望ましい。そこで燃料9は、吸気工
程中でピストン2がある程度下降した時期に噴射する。
この理由は、噴射が早すぎるピストン2に付着した液膜
になってしまうためと、逆に噴射が遅すぎると燃料9が
蒸発し、燃料蒸気が均一に分布するだけの時間的余裕が
無いためである。In the high load operation shown in FIG. 2, the ratio of the amount of air taken into the combustion chamber 3 to the amount of fuel injection, that is, the air-fuel ratio is 15
It is set so that it is a theoretical mixture of the degree. At the ignition timing at the time of high load operation, it is desirable that all the fuel 9 injected into the combustion chamber 3 becomes fuel vapor and that the fuel vapor is uniformly distributed in the combustion chamber 3. Therefore, the fuel 9 is injected at a time when the piston 2 is lowered to some extent during the intake process.
The reason for this is that the liquid film adheres to the piston 2 that is injected too early. On the other hand, if the injection is too slow, the fuel 9 evaporates, and there is not enough time for fuel vapor to be uniformly distributed. It is.
【0018】高負荷運転時の作用について説明する。各
条件が設定され、制御装置8により、所定のクランク角
度で吸気弁5A,5Bが開き、ピストン2が下降を始め
吸気を行う。吸気マニホールド4からの気流10が吸気
ポート4A,4Bを通って燃焼室3に流入する。制御装
置8に予め入力された所定のタイミングで噴射された燃
料9は、気流10によって燃焼室3内を循環し、吸気,
圧縮工程中に蒸発,拡散し、燃焼室3内に均一な燃料蒸
気を形成する。圧縮工程終了間際に点火プラグ7によっ
て点火されると、燃焼室3内に均一な燃料蒸気を形成し
ているため、理想的な燃焼を行うことができる。The operation during high load operation will be described. Each condition is set, and the control device 8 opens the intake valves 5A and 5B at a predetermined crank angle, and the piston 2 starts descending and performs intake. The air flow 10 from the intake manifold 4 flows into the combustion chamber 3 through the intake ports 4A and 4B. The fuel 9 injected at a predetermined timing previously input to the control device 8 circulates in the combustion chamber 3 by the airflow 10,
It evaporates and diffuses during the compression process to form uniform fuel vapor in the combustion chamber 3. If the fuel is ignited by the ignition plug 7 just before the end of the compression step, an ideal combustion can be performed because uniform fuel vapor is formed in the combustion chamber 3.
【0019】図1の低,中負荷運転時では、少ない燃料
で燃焼を行う希薄燃焼をすることによって燃費率の向上
を図るため、空燃比を20から30に設定する。当然、
燃料噴射量は高負荷運転時に比べて少なくなるため、燃
焼室3内に均一に燃料蒸気を分布させると燃料蒸気濃度
は希薄になり、点火しても着火しなくなる。故に希薄燃
焼を行うためには点火プラグ7近傍に燃料を集めて着火
する必要がある。点火プラグ7近傍に燃料を集めるため
に、図4の吸気弁5A,5Bのグラフが同じラインをた
どる間に燃料9を噴射する。このタイミングで燃料9を
噴射すると、吸気マニホールド4からの気流11は図3
に示すように上下対称で燃焼室3内に流入する。この
時、気流11のシリンダ1の中心軸に対する角運動量は
相殺する形となり、また気流11の運動量は小さく、燃
料9と混合しても拡散させる程には至らない。しかし、
このまま高負荷運転時と同じように吸気を続けると燃料
9は拡散し燃料蒸気濃度は希薄になってしまう。そこ
で、図4に示すグラフのように吸気弁5Bを閉じてやる
と、図1に示すように吸気弁5Aのみに空気が流入し、
気流12を形成する。この気流12は吸気弁5Aからの
みの流入なので運動量は大きく、燃焼室3内に流入する
とシリンダ1の壁面に沿って流れるため、シリンダ1の
中心軸に対する角運動量を持つ。この時、燃焼室3内に
は2種類の気流が存在することになる。1つは運動量の
小さい、吸気弁5A,5Bから流入して燃料9と混合し
た気流11と、大きな角運動量を持つ、燃料と混合して
いない気流12である。このように運動量が違うため、
遠心力を持つ気流12は遠心力を持たない気流11を排
除しながらシリンダ1の壁面を沿って流れ、燃料9を含
む気流11は燃焼室3の中心に留まることになる。In the low and medium load operation shown in FIG. 1, the air-fuel ratio is set to 20 to 30 in order to improve the fuel efficiency by performing lean combustion in which combustion is performed with a small amount of fuel. Of course,
Since the fuel injection amount is smaller than that during the high load operation, if the fuel vapor is uniformly distributed in the combustion chamber 3, the fuel vapor concentration becomes lean, and the ignition does not occur even when ignited. Therefore, in order to perform lean combustion, it is necessary to collect fuel near the ignition plug 7 and ignite it. In order to collect fuel near the spark plug 7, the fuel 9 is injected while the graphs of the intake valves 5A and 5B of FIG. 4 follow the same line. When the fuel 9 is injected at this timing, the airflow 11 from the intake manifold 4 becomes as shown in FIG.
As shown in FIG. At this time, the angular momentum of the airflow 11 with respect to the central axis of the cylinder 1 cancels out, and the momentum of the airflow 11 is small, so that even if the airflow 11 is mixed with the fuel 9, it cannot be diffused. But,
If the intake air is continued as in the high load operation, the fuel 9 diffuses and the fuel vapor concentration becomes lean. Therefore, when the intake valve 5B is closed as shown in the graph of FIG. 4, air flows only into the intake valve 5A as shown in FIG.
An airflow 12 is formed. Since the airflow 12 flows only from the intake valve 5A, the momentum is large. When the airflow 12 flows into the combustion chamber 3, it flows along the wall surface of the cylinder 1, and therefore has an angular momentum with respect to the center axis of the cylinder 1. At this time, two types of air flows exist in the combustion chamber 3. One is a gas flow 11 having a small momentum and flowing from the intake valves 5A and 5B and mixed with the fuel 9, and a gas flow 12 having a large angular momentum and not being mixed with the fuel. Because the momentum is different like this,
The airflow 12 having a centrifugal force flows along the wall of the cylinder 1 while eliminating the airflow 11 having no centrifugal force, and the airflow 11 containing the fuel 9 stays at the center of the combustion chamber 3.
【0020】低,中負荷運転時の作用について説明す
る。制御装置8により、所定のクランク角度で吸気弁5
A,5Bが開き、ピストン2が下降を始め吸気を始める
とインジェクタ6から燃料9を噴射する。そして吸気マ
ニホールド4から気流11が燃焼室3に流入し、燃料9
と混合する。所定のタイミングで吸気弁5Bは閉じら
れ、吸気弁5Aから流入する空気は気流12を形成す
る。気流12は上述するように燃料9を燃焼室3に閉じ
込める。吸気弁5Aが閉じた後、気流12は弱まるが消
えることはなく、圧縮工程終了間際には点火プラグ7近
傍に燃焼可能な濃度の燃料9が保持されているため希薄
燃焼を可能にすることができる。The operation during low and medium load operation will be described. The controller 8 controls the intake valve 5 at a predetermined crank angle.
When A and 5B are opened and the piston 2 starts descending and starts inhaling, fuel 9 is injected from the injector 6. Then, the airflow 11 flows from the intake manifold 4 into the combustion chamber 3 and the fuel 9
Mix with. At a predetermined timing, the intake valve 5B is closed, and the air flowing from the intake valve 5A forms an airflow 12. The airflow 12 traps the fuel 9 in the combustion chamber 3 as described above. After the intake valve 5A is closed, the airflow 12 weakens but does not disappear, and it is possible to perform lean combustion because the fuel 9 having a combustible concentration is held near the ignition plug 7 immediately before the end of the compression process. it can.
【0021】第2の発明の実施例を図6〜図8に基づい
て説明する。図6〜図8は火花点火機関の構成断面図で
あり、図6,図8は低,中負荷の状態、図7は高負荷の
状態を示す。この実施例では吸気ポート20の上流にコ
レクタ14が連通しており、吸気ポート20とコレクタ
14との接続部にはバタフライ弁13が設けられてい
る。コレクタ14からパイプ15が引き出されており、
吸気ポート20に接続されている。パイプ15の接続位
置は、図6に示すように低,中負荷運転時にバタフライ
弁13を閉じることによってパイプ15にコレクタ14
からの空気が流入し、パイプ15からの噴流が気流12
を形成する位置である。これ以外は図1〜図3の場合と
全く同様である。An embodiment of the second invention will be described with reference to FIGS. 6 to 8 are sectional views of the configuration of the spark ignition engine. FIGS. 6 and 8 show low and medium load states, and FIG. 7 shows a high load state. In this embodiment, a collector 14 communicates upstream of the intake port 20, and a butterfly valve 13 is provided at a connection between the intake port 20 and the collector 14. A pipe 15 is drawn from the collector 14,
It is connected to the intake port 20. As shown in FIG. 6, the connection position of the pipe 15 is such that the collector 14 is connected to the pipe 15 by closing the butterfly valve 13 during low and medium load operation.
From the pipe 15 and the jet from the pipe 15
Is the position where Other than this, it is completely the same as the case of FIGS.
【0022】高負荷運転時の作用について説明する。制
御装置8により、所定のクランク角度で吸気弁5が開
き、ピストン2が下降を始め吸気を行う。図7に示すよ
うにバタフライ弁13を全開させる。そうするとパイプ
15には気流が流れ込まないため、吸気ポート20から
の気流10が燃焼室3に流入する。制御装置8に予め入
力された所定のタイミングで噴射された燃料9は、気流
10によって燃焼室3内を循環し、吸気,圧縮工程中に
蒸発,拡散し、燃焼室3内に均一な燃料蒸気を形成す
る。圧縮工程終了間際に点火プラグ7によって点火され
ると、燃焼室3内に均一な燃料蒸気を形成しているた
め、理想的な燃焼を行うことができる。The operation during high load operation will be described. The control device 8 opens the intake valve 5 at a predetermined crank angle, and the piston 2 starts descending and performs intake. As shown in FIG. 7, the butterfly valve 13 is fully opened. Then, since the airflow does not flow into the pipe 15, the airflow 10 from the intake port 20 flows into the combustion chamber 3. The fuel 9 injected at a predetermined timing previously input to the control device 8 circulates in the combustion chamber 3 by the airflow 10, evaporates and diffuses during the intake and compression processes, and forms uniform fuel vapor in the combustion chamber 3. To form If the fuel is ignited by the ignition plug 7 just before the end of the compression step, an ideal combustion can be performed because uniform fuel vapor is formed in the combustion chamber 3.
【0023】低,中負荷運転時の作用について説明す
る。まず、図8に示すようにバタフライ弁13を全開に
し、吸気弁5を開きピストン2が下降を始めると気流1
1が形成され燃焼室3に流れ込む。そこでインジェクタ
6から燃料9を噴射する。燃料9と気流11は混合する
が、吸気を始めた段階での気流11の速度と運動量はま
だ小さいため、混合してもそれほど拡散させるには至ら
ない。しかし、このまま高負荷運転時と同じように吸気
を続けると燃料9は拡散し燃料蒸気濃度は希薄になって
しまう。そこで、図6に示すように燃料9と気流11は
混合して拡散が進行していない時点でバタフライ弁13
を閉じると、パイプ15に空気が流れ込み気流12が形
成される。気流12は吸気ポート20に比べ直径が小さ
いので気流速度は大きくなる。気流12はシリンダ1の
壁面やピストン2に沿って流れるため角運動量を持つこ
とになる。この時、燃焼室3内には2種類の気流が存在
することになる。1つは角運動量を持たない、バタフラ
イ弁13から流入して燃料9と混合した気流11であ
り、他の1つは角運動量を持つ、燃料と混合していない
気流12である。このような運動量が違うため、旋回流
を形成し遠心力を持つ気流12は遠心力を持たない気流
11を排除しながらシリンダ1の壁面を沿って流れ、燃
料9を含む気流11は燃焼室3の中心に留まることにな
る。吸気弁5が閉じた後、気流12は弱まるが消滅する
ことはなく、圧縮工程終了間際には点火プラグ7近傍に
燃焼可能な濃度の燃料9が保持されているため希薄燃焼
を可能にすることができる。The operation during low and medium load operation will be described. First, as shown in FIG. 8, when the butterfly valve 13 is fully opened, the intake valve 5 is opened, and the piston 2 starts descending, the air flow 1
1 is formed and flows into the combustion chamber 3. Then, fuel 9 is injected from the injector 6. Although the fuel 9 and the gas flow 11 are mixed, the speed and the momentum of the gas flow 11 at the stage when the intake is started are still small, so that even if mixed, the gas flow 11 does not spread much. However, if the intake air is continued as in the high load operation, the fuel 9 diffuses and the fuel vapor concentration becomes lean. Therefore, as shown in FIG. 6, when the fuel 9 and the airflow 11 are mixed and diffusion is not progressing, the butterfly valve 13
Is closed, air flows into the pipe 15 and the airflow 12 is formed. Since the airflow 12 has a smaller diameter than the intake port 20, the airflow velocity increases. Since the airflow 12 flows along the wall surface of the cylinder 1 and the piston 2, it has an angular momentum. At this time, two types of air flows exist in the combustion chamber 3. One is an airflow 11 having no angular momentum and flowing from the butterfly valve 13 and mixed with the fuel 9, and the other is an airflow 12 having an angular momentum and not mixed with the fuel. Because of such a difference in momentum, the airflow 12 having a centrifugal force and forming a swirling flow flows along the wall surface of the cylinder 1 while eliminating the airflow 11 having no centrifugal force, and the airflow 11 containing the fuel 9 flows into the combustion chamber 3. Will stay at the center of the After the intake valve 5 is closed, the airflow 12 is weakened but not extinguished, and near the end of the compression process, the fuel 9 having a combustible concentration is held near the ignition plug 7 to enable lean combustion. Can be.
【0024】第3の発明の実施例を図9〜図11に基づ
いて説明する。図9〜図11は火花点火機関の構成断面
図であり、図9,図11は低,中負荷の状態、図10は
高負荷の状態を示す。この実施例では2つの吸気弁5
A,5Bに対しそれぞれ独立した吸気ポート4A,4B
とインジェクタ6A,6Bを設けている。吸気ポート4
Aは燃焼室3内に流入する気流10Aを旋回成分を与え
るように斜めに取付け、吸気ポート4Bより若干太い直
径とする。これは吸気ポートに対する空気の流量割合に
差を付けるためで、旋回成分を持つ気流10Aに気流1
0Bより強い流れを与えるためである。インジェクタ6
A,6Bは噴射された燃料9A,9Bが吸気ポート4
A,4Bに付着せず、また蒸発しやすいように燃料9
A,9Bを円錐状に微粒化して噴射するものであり、燃
料9A,9Bが吸気ポート4A,4Bを流れる気流と並
行となる角度に設定されている。An embodiment of the third invention will be described with reference to FIGS. 9 to 11 are sectional views of the configuration of the spark ignition engine. FIGS. 9 and 11 show low and medium load states, and FIG. 10 shows a high load state. In this embodiment, two intake valves 5
Independent intake ports 4A and 4B for A and 5B
And the injectors 6A and 6B. Intake port 4
A is obliquely attached to the air flow 10A flowing into the combustion chamber 3 so as to give a swirl component, and has a slightly larger diameter than the intake port 4B. This is to make a difference in the flow rate of air with respect to the intake port.
This is to give a flow stronger than 0B. Injector 6
A and 6B indicate that the injected fuel 9A and 9B is the intake port 4
Fuel 9 so that it does not adhere to A and 4B and is easy to evaporate.
A and 9B are atomized in a conical shape and injected, and the angles are set so that the fuels 9A and 9B are parallel to the airflow flowing through the intake ports 4A and 4B.
【0025】高負荷運転時の作用について説明する。本
実施例ではインジェクタ6A,6Bの燃料噴射量割合は
1対1とした場合について説明する。制御装置8によ
り、所定のクランク角度で吸気弁5A,5Bが開き、ピ
ストン2が下降を始め吸気を行う。同時にインジェクタ
6A,6Bから燃料9A,9Bが噴射される。吸気ポー
ト4Aは気流10Aを形成し、吸気ポート4Bは気流1
0Bを形成するように燃焼室3に流入する。燃料9Aは
気流10Aと混合し、燃料9Bは気流10Bと混合しな
がら燃焼室3に流入することになる。燃料9A,9Bは
吸気,圧縮工程中に蒸発,拡散し、燃焼室3内に均一な
燃料蒸気を形成する。圧縮工程終了間際に点火プラグ7
によって点火されると、燃焼室3内に均一な燃料蒸気を
形成しているため、理想的な燃焼を行うことができる。The operation during high load operation will be described. In this embodiment, a case will be described in which the fuel injection ratio of the injectors 6A and 6B is 1: 1. The control device 8 opens the intake valves 5A and 5B at a predetermined crank angle, and the piston 2 starts descending and performs intake. At the same time, fuels 9A and 9B are injected from injectors 6A and 6B. The intake port 4A forms an airflow 10A, and the intake port 4B
0B flows into the combustion chamber 3 so as to form 0B. The fuel 9A mixes with the airflow 10A, and the fuel 9B flows into the combustion chamber 3 while mixing with the airflow 10B. The fuels 9A and 9B evaporate and diffuse during the intake and compression steps, forming uniform fuel vapor in the combustion chamber 3. Immediately before the end of the compression process, the spark plug 7
When the fuel is ignited, uniform fuel vapor is formed in the combustion chamber 3, so that ideal combustion can be performed.
【0026】低,中負荷運転時の作用について説明す
る。制御装置8の指令により、所定のクランク角度で吸
気弁5A,5Bが開き、ピストン2が下降を始め吸気を
行う。高負荷運転時と違う点は図11に示すようにイン
ジェクタ6Bのみから燃料9を噴射することである。吸
気ポート4Aは気流10Aを形成し、吸気ポート4Bは
気流10Bを形成するように燃焼室3に流入する。燃料
9は気流10Bと混合しながら燃焼室3に流入すること
になる。気流10Aは燃焼室3に流入するとシリンダ1
の壁面に沿って流れ、シリンダ1の中心軸に対する角運
動量を持つことになる。燃料9を含む気流10Bは角運
動量が小さいため、シリンダ1壁面に沿って流れる気流
10Aは気流10Bを排除し中心に押しこめる状態とな
る。図9に示すように吸気弁5A,5Bが閉じ、吸気ポ
ート4A,4Bからの空気の流入が止まっても、気流1
2は勢いは弱まるが消滅することはなく、圧縮工程終了
間際には点火プラグ7近傍に燃焼可能な濃度の燃料9が
保持されているため希薄燃焼を可能にすることができ
る。The operation during low and medium load operation will be described. In response to a command from the control device 8, the intake valves 5A and 5B open at a predetermined crank angle, and the piston 2 starts descending and performs intake. The difference from the high load operation is that the fuel 9 is injected only from the injector 6B as shown in FIG. The intake port 4A forms an airflow 10A, and the intake port 4B flows into the combustion chamber 3 so as to form an airflow 10B. The fuel 9 flows into the combustion chamber 3 while mixing with the airflow 10B. When the airflow 10A flows into the combustion chamber 3, the cylinder 1
And has angular momentum with respect to the central axis of the cylinder 1. Since the air flow 10B containing the fuel 9 has a small angular momentum, the air flow 10A flowing along the cylinder 1 wall is in a state where the air flow 10B is excluded and pushed toward the center. As shown in FIG. 9, even if the intake valves 5A and 5B are closed and the inflow of air from the intake ports 4A and 4B is stopped,
The momentum 2 is weakened but not extinguished. Since the fuel 9 having a combustible concentration is held near the ignition plug 7 immediately before the end of the compression step, lean combustion can be performed.
【0027】第3の発明によれば、低,中負荷運転時に
おいて燃焼室の中心方向に旋回流を形成しにくい角度に
設置された吸気ポート4Bに設けられたインジェクタ6
Bから燃料を噴射し、燃焼室に旋回流を形成しやすいよ
うに設置された吸気ポート4Aに設けられたインジェク
タ6Aからは燃料を噴射しないことにより、燃焼室の壁
面に沿って流れる気流には燃料が含まれず、点火プラグ
近傍に燃料蒸気を保持し点火することが可能である。こ
の方法では吸気ポートに弁を設けないので圧力損失は小
さい。According to the third aspect, the injector 6 provided in the intake port 4B installed at an angle where it is difficult to form a swirling flow in the direction of the center of the combustion chamber during low and medium load operation.
By injecting fuel from B and not injecting fuel from an injector 6A provided in an intake port 4A installed so as to easily form a swirling flow in the combustion chamber, the airflow flowing along the wall surface of the combustion chamber is reduced. No fuel is contained, and fuel vapor can be retained and ignited near the spark plug. In this method, the pressure loss is small because no valve is provided in the intake port.
【0028】[0028]
【発明の効果】本発明によれば、高圧のインジェクタを
必要とせずに希薄燃焼時の着火性を向上することができ
る。According to the present invention, the ignitability at the time of lean combustion can be improved without requiring a high-pressure injector.
【図1】本発明の実施例1の火花点火機関の低負荷運転
時の平面図である。FIG. 1 is a plan view of a spark ignition engine according to a first embodiment of the present invention during low-load operation.
【図2】本発明の実施例1の火花点火機関の高負荷運転
時の平面図である。FIG. 2 is a plan view of the spark ignition engine according to the first embodiment of the present invention during a high-load operation.
【図3】本発明の実施例1の火花点火機要の低負荷運転
時の途中経過の平面図である。FIG. 3 is a plan view of the spark igniter according to the first embodiment of the present invention during a low load operation.
【図4】本発明の実施例1の低負荷運転時のバルブリフ
ト量とクランク角度の関係を示したグラフである。FIG. 4 is a graph showing a relationship between a valve lift amount and a crank angle during a low load operation according to the first embodiment of the present invention.
【図5】本発明の実施例1の高負荷運転時のバルブリフ
ト量とクランク角度の関係を示したグラフである。FIG. 5 is a graph showing a relationship between a valve lift and a crank angle during a high-load operation according to the first embodiment of the present invention.
【図6】本発明の実施例2の火花点火機関の低負荷運転
時の断面図である。FIG. 6 is a cross-sectional view of the spark ignition engine according to the second embodiment of the present invention at the time of low load operation.
【図7】本発明の実施例2の火花点火機関の高負荷運転
時の断面図である。FIG. 7 is a cross-sectional view of the spark ignition engine according to the second embodiment of the present invention at the time of high load operation.
【図8】本発明の実施例2の火花点火機関の低負荷運転
時の途中経過の断面図である。FIG. 8 is a sectional view of a spark ignition engine according to a second embodiment of the present invention during a low load operation.
【図9】本発明の実施例3の火花点火機関の低負荷運転
時の平面図である。FIG. 9 is a plan view of the spark ignition engine according to the third embodiment of the present invention at the time of low load operation.
【図10】本発明の実施例3の火花点火機関の高負荷運
転時の平面図である。FIG. 10 is a plan view of a spark ignition engine according to a third embodiment of the present invention during a high-load operation.
【図11】本発明の実施例3の火花点火機関の低負荷運
転時の途中経過の平面図である。FIG. 11 is a plan view of a spark ignition engine according to Embodiment 3 of the present invention during a low load operation.
1…シリンダ、2…ピストン、3…燃焼室、4…吸気マ
ニホールド、4A,4B…吸気ポート、5,5A,5B
…吸気弁、6,6A,6B…インジェクタ、7…点火プ
ラグ、8…制御装置、9…燃料、10,11,12…気
流、13…バタフライ弁、14…コレクタ、15…パイ
プ、20…吸気ポート。DESCRIPTION OF SYMBOLS 1 ... Cylinder, 2 ... Piston, 3 ... Combustion chamber, 4 ... Intake manifold, 4A, 4B ... Intake port, 5, 5A, 5B
... intake valves, 6, 6A, 6B ... injectors, 7 ... spark plugs, 8 ... control devices, 9 ... fuel, 10, 11, 12 ... airflow, 13 ... butterfly valves, 14 ... collectors, 15 ... pipes, 20 ... intake port.
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 FI 技術表示箇所 F02D 13/02 F02D 13/02 H 41/04 310 41/04 310C 41/34 9523−3G 41/34 C F02M 69/00 360 F02M 69/00 360G ──────────────────────────────────────────────────続 き Continuation of the front page (51) Int.Cl. 6 Identification code Agency reference number FI Technical display location F02D 13/02 F02D 13/02 H 41/04 310 41/04 310C 41/34 9523-3G 41 / 34 C F02M 69/00 360 F02M 69/00 360 G
Claims (3)
し、該吸気ポートの吸気口を開閉する吸気弁を有し、該
燃焼室の中央上方に燃料を噴射するインジェクタと点火
手段を有し、少なくとも前記吸気弁の開閉動作を行う制
御手段を有する火花点火機関において、前記制御手段
を、低,中負荷運転時には2つの吸気弁を同時に開いた
のち、一方の吸気弁をバルブリフト量が少ないうちに閉
じるように動作させ、高負荷運転時には2つの吸気弁を
同一のタイミングで同じように開閉動作させるように構
成したことを特徴とする火花点火機関。1. An intake valve communicating with a combustion chamber, an intake valve for opening and closing an intake port of the intake port, an injector for injecting fuel above a center of the combustion chamber, and ignition means. In a spark ignition engine having at least control means for opening and closing the intake valve, the control means opens the two intake valves at the same time during low and medium load operation, then sets one of the intake valves to a valve lift amount. A spark ignition engine characterized in that it is operated so as to close during a short period of time and to open and close two intake valves in the same timing at the same timing during a high load operation.
気ポートの上流にコレクタを有し、該コレクタと該吸気
ポートとの接続部にバタフライ弁を有し、該コレクタか
らパイプが引き出されてその先端が前記吸気ポート内に
て開口し、該吸気ポートと該燃焼室との接続部に吸気弁
を有し、該燃焼室の中央上方に燃料を噴射するインジェ
クタと点火手段を有し、少なくとも前記吸気弁と前記バ
タフライ弁の開閉動作を行う制御手段を有する火花点火
機関において、前記制御手段を、低,中負荷運転時には
バタフライ弁と吸気弁を開いたのち、バタフライ弁のみ
を閉じるように動作させ、高負荷運転時にはバタフライ
弁と吸気弁を同じように開閉動作させるように構成した
ことを特徴とする火花点火機関。2. An intake port communicating with a combustion chamber, a collector upstream of the intake port, a butterfly valve at a connection between the collector and the intake port, and a pipe extending from the collector. A leading end opening in the intake port, an intake valve at a connection between the intake port and the combustion chamber, an injector for injecting fuel above the center of the combustion chamber, and ignition means. In a spark ignition engine having at least control means for opening and closing the intake valve and the butterfly valve, the control means may be configured to open the butterfly valve and the intake valve during low and medium load operation, and then close only the butterfly valve. A spark ignition engine characterized in that the butterfly valve and the intake valve are opened and closed in the same manner during high load operation.
し、該吸気ポートのうちの1つは燃焼室に供給された気
流が旋回するように配置し、2つの該吸気ポートと該燃
焼室との接続部にそれぞれ吸気弁を有し、2つの該吸気
ポート内にそれぞれ燃料を噴射するインジェクタを有
し、前記燃焼室の中央上方に点火手段を有し、少なくと
も前記吸気弁の開閉動作と前記インジェクタの制御を行
う制御手段を有する火花点火機関において、前記制御手
段を、低,中負荷運転時には2つの吸気弁を同時に開
き、気流に旋回を与えない方の吸気ポートに設置された
インジェクタから燃料を噴射し、その後2つの吸気弁を
閉じ、燃料の噴射を停止するように動作させ、高負荷運
転時には2つの吸気弁を同一のタイミングで同じように
開閉動作させ、それぞれの吸気ポートに設置されたイン
ジェクタから燃料を噴射させるように構成したことを特
徴とする火花点火機関。3. An intake port communicating with a combustion chamber, wherein one of the intake ports is arranged so that an air flow supplied to the combustion chamber is swirled, and the two intake ports and the combustion port are provided. An intake valve at a connection with the chamber; an injector for injecting fuel into each of the two intake ports; an ignition means above a center of the combustion chamber; and at least an opening / closing operation of the intake valve And a control means for controlling the injector, the control means comprising: an injector installed at an intake port that opens two intake valves simultaneously during low and medium load operation and does not impart a swirl to the airflow; From the fuel, then close the two intake valves, operate to stop the injection of fuel, during high load operation, open and close the two intake valves at the same timing at the same time, respectively Spark ignition engine, characterized by being configured so as to inject fuel from the installed injector to the intake port.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP8178948A JPH1026026A (en) | 1996-07-09 | 1996-07-09 | Spark ignition engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP8178948A JPH1026026A (en) | 1996-07-09 | 1996-07-09 | Spark ignition engine |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH1026026A true JPH1026026A (en) | 1998-01-27 |
Family
ID=16057456
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP8178948A Pending JPH1026026A (en) | 1996-07-09 | 1996-07-09 | Spark ignition engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH1026026A (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2007187112A (en) * | 2006-01-13 | 2007-07-26 | Honda Motor Co Ltd | Premixed compression ignition internal combustion engine |
JP2007291978A (en) * | 2006-04-26 | 2007-11-08 | Toyota Motor Corp | Control device of internal combustion engine |
JP2010121617A (en) * | 2008-10-20 | 2010-06-03 | Toyota Motor Corp | Fuel injection device |
US9086021B2 (en) | 2009-11-05 | 2015-07-21 | Toyota Jidosha Kabushiki Kaisha | Intake apparatus of engine |
-
1996
- 1996-07-09 JP JP8178948A patent/JPH1026026A/en active Pending
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2007187112A (en) * | 2006-01-13 | 2007-07-26 | Honda Motor Co Ltd | Premixed compression ignition internal combustion engine |
JP2007291978A (en) * | 2006-04-26 | 2007-11-08 | Toyota Motor Corp | Control device of internal combustion engine |
JP4692370B2 (en) * | 2006-04-26 | 2011-06-01 | トヨタ自動車株式会社 | Control device for internal combustion engine |
JP2010121617A (en) * | 2008-10-20 | 2010-06-03 | Toyota Motor Corp | Fuel injection device |
US9086021B2 (en) | 2009-11-05 | 2015-07-21 | Toyota Jidosha Kabushiki Kaisha | Intake apparatus of engine |
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