JPS5828558A - Intake device for internal combustion engine - Google Patents
Intake device for internal combustion engineInfo
- Publication number
- JPS5828558A JPS5828558A JP56112284A JP11228481A JPS5828558A JP S5828558 A JPS5828558 A JP S5828558A JP 56112284 A JP56112284 A JP 56112284A JP 11228481 A JP11228481 A JP 11228481A JP S5828558 A JPS5828558 A JP S5828558A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- air
- negative pressure
- throttle valve
- fuel
- 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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/12—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】 本職ＢＡは内燃機関の吸気装置に関する。[Detailed description of the invention] The main BA is related to intake systems for internal combustion engines.
燃料消費率を向上するための一つの方法として稀薄混合
気を用いる方法が知られている。しかしながら機関高負
荷運転時にこのような稀薄混合気を用いると機関高出力
が得られない九めに機関負荷が高くなるにつれて混合気
の空燃比を小さくして機関高出力を確保するようにして
いる。しかしながらこのような内燃機関では機関負荷が
高くなるとノッキングを発生するという問題がある。こ
のようなノッキングの発生を阻止するために従来より機
関吸気系に水を噴射するようにした内燃機関が知られて
いる。このように機関吸気糸に水を噴射すると圧縮時の
”混合気の温度が低下するためにノッキングの発生を阻
止することができる。しかしながら水を噴射すべき運転
状ａｔ適切に選定しないとかえうて燃焼を悪化させるば
かりでなく水の消費量が多くなって大きな水タンクを具
えなければならないという問題を生ずる。One known method for improving fuel consumption is to use a lean mixture. However, if such a lean mixture is used during high-load engine operation, high engine output cannot be obtained.Ninth, as the engine load increases, the air-fuel ratio of the mixture is reduced to ensure high engine output. . However, such an internal combustion engine has a problem in that knocking occurs when the engine load becomes high. In order to prevent the occurrence of such knocking, internal combustion engines are conventionally known in which water is injected into the engine intake system. Injecting water into the engine intake line in this way reduces the temperature of the air-fuel mixture during compression, which can prevent knocking.However, if the operating conditions under which water should be injected are not appropriately selected, This not only worsens combustion, but also increases the amount of water consumed, creating the problem that a large water tank must be provided.
本発明はノッキングの発生を抑制するために水を最適に
噴射できるようにした内燃機関を提供することにある。An object of the present invention is to provide an internal combustion engine that can optimally inject water to suppress the occurrence of knocking.
以下、添附図面を参照して本発明の詳細な説明する。Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
第１図並びに第２図を参照すると、１はシリンダブロッ
ク、２はシリンダブロックｌ内で往復動するピストン、
３はシリンダグ口、り１上に固定されたシリンダヘッド
、４にピストン２とシリンダヘッド３間に形成された燃
焼室、５は吸気弁、６はシリンダヘッド３内に形成され
九ヘリカル型吸気４−ト、７は排気弁、８はシリンダヘ
ッド３内に形成された排気ポートを夫々示す。なお、図
には・示さないが燃焼室４内に点火栓が配置される。Referring to FIG. 1 and FIG. 2, 1 is a cylinder block, 2 is a piston that reciprocates within the cylinder block l,
3 is a cylinder dog port, a cylinder head fixed on the cylinder head 1, 4 is a combustion chamber formed between the piston 2 and the cylinder head 3, 5 is an intake valve, and 6 is a helical type intake 4 formed inside the cylinder head 3. 7 indicates an exhaust valve, and 8 indicates an exhaust port formed in the cylinder head 3. Although not shown in the figure, an ignition plug is arranged within the combustion chamber 4.
第３図から第５図に第２図のヘリカル型吸気−一ト６の
形状を固層的に示す。このヘリカル型吸気４−トロは第
４図に示されるように流路軸線ａがわずかに彎曲した入
口通路部Ａと、吸気弁５の弁軸同シに形成された渦巻部
Ｂとによシ構成され、入口通路部Ａは渦巻部Ｂに接線状
に接続される。3 to 5 show the shape of the helical intake port 6 of FIG. 2 in a solid state. As shown in FIG. 4, this helical type intake 4-toro has an inlet passage section A in which the flow path axis a is slightly curved, and a spiral section B formed on the same valve axis of the intake valve 5. The inlet passage section A is tangentially connected to the spiral section B.
第３図、第４＠並びに第７図に示されるように入口通路
部Ａの渦巻軸＠ｂに近い側の側壁面９の上方側壁面９ａ
は下方を向いた傾斜面に形成され、この傾斜面９１の巾
は渦巻部Ｂに近づくに従って広くなシ、入口通路部Ａと
渦巻部Ｂとの警続部においては第７図に示されるように
側壁面９の全体が下方に向いた傾斜Ｄｉｉ９ｍに形成さ
れる。側壁面９の上半分は吸気弁ガイド１０（第２図）
８シの吸気ポート上壁面上に形成された円筒状突起１１
の周壁面に清らかに接続され、−刃側壁面９０下半分は
渦巻部Ｂの渦巻終端部Ｃにおいて渦巻部Ｂの側壁ＷＪ１
２に接続される。なお、渦巻部Ｂの上壁面１３Ｆｉ渦巻
終熾部Ｃにおいて下向きの急傾斜１１Ｄに接続される。As shown in FIGS. 3, 4@, and 7, the upper side wall surface 9a of the side wall surface 9 on the side closer to the spiral axis @b of the inlet passage section A
is formed as an inclined surface facing downward, and the width of this inclined surface 91 becomes wider as it approaches the spiral part B, and in the continuous part between the inlet passage part A and the spiral part B, as shown in FIG. The entire side wall surface 9 is formed to have a downward slope Dii9m. The upper half of the side wall surface 9 is the intake valve guide 10 (Fig. 2)
Cylindrical protrusion 11 formed on the upper wall surface of the 8th intake port
The lower half of the -blade side wall surface 90 is clearly connected to the peripheral wall surface of the spiral portion B at the spiral end portion C of the spiral portion B.
Connected to 2. Note that the upper wall surface 13Fi of the spiral portion B is connected to the downward steep slope 11D at the spiral termination portion C.
一方、第１図から第５図に示されるようにシリンダへ、
ド３内には入口通路部Ａから分岐され喪はぼ一様断面の
分岐路１４が形成され、この方岐路１４ｉｌ：渦巻終端
部Ｃに接続される０分岐路１４の入口開口１５１：を入
口通路部Ａの入口開口近傍において側壁面９上に形成さ
れ、分岐路１４の出口開口１６は渦巻終端部Ｃにおいて
側壁面１２の上端部に形成される。更に、シリンダヘッ
ド３内には分岐路１４を貫通して延びる開閉弁挿入孔１
７が穿設され、この開閉弁挿入孔１７内には夫々通路開
閉弁の作用をなすロータリ弁１８が挿入される。このロ
ータリ弁１８は分岐路１４内に配置されかつ第９図に示
すように薄板状をなす弁体１９と、弁体１９と一体形成
された弁軸２ｏとを具備し、この弁軸２０は開閉弁挿入
孔１７内に嵌着され九案内スリーゾ２１により回転可能
に支承される。弁軸２０は案内スＩＪ−ｆ２１の頂面か
ら上方に突出し、この突出熾部にアーム２２が固着され
る。On the other hand, as shown in FIGS. 1 to 5, to the cylinder,
A branch passage 14 with a uniform cross section is formed in the door 3, branching from the inlet passage part A, and this branch passage 14il: the inlet opening 151 of the zero branch passage 14 connected to the spiral terminal part C is an inlet passage. It is formed on the side wall surface 9 near the inlet opening of section A, and the outlet opening 16 of branch passage 14 is formed on the upper end of side wall surface 12 at the spiral end section C. Furthermore, an on-off valve insertion hole 1 is provided in the cylinder head 3 and extends through the branch passage 14.
7 are bored, and rotary valves 18 functioning as passage opening/closing valves are inserted into the opening/closing valve insertion holes 17, respectively. The rotary valve 18 is disposed within the branch passage 14 and includes a thin plate-shaped valve body 19 as shown in FIG. 9, and a valve shaft 2o integrally formed with the valve body 19. It is fitted into the opening/closing valve insertion hole 17 and rotatably supported by the nine guide sleeve 21. The valve stem 20 protrudes upward from the top surface of the guide slot IJ-f21, and an arm 22 is fixed to this protruding inner part.
第１θ図を参照すると、吸気ポート６は枝管２３ｆ：介
して共通のサージタンク２４に接続され、更にサージタ
ンク２４にエアダクト２５並びにエアクリーナ２６ｔ−
介し七大気に連通ずる。第２図を参照すると、各枝管２
３には吸気ポート６内に向けて燃料を噴射する丸めの燃
料噴射弁２７が取付けられ、更にシリンダヘッド３には
吸気ポート６内に向けて水を噴射するための水噴射弁４
７が取付けられる。この水噴射弁４７は水供給−ング４
８’を介して図示しない水源に接続される。Referring to FIG. 1θ, the intake port 6 is connected to a common surge tank 24 via a branch pipe 23f, and is further connected to the surge tank 24 through an air duct 25 and an air cleaner 26t.
It communicates with the seven atmospheres. Referring to FIG. 2, each branch pipe 2
A round fuel injection valve 27 for injecting fuel into the intake port 6 is attached to the cylinder head 3, and a water injection valve 4 for injecting water into the intake port 6 is attached to the cylinder head 3.
7 is installed. This water injection valve 47 is connected to the water supplying valve 47.
It is connected to a water source (not shown) via 8'.
また、第１θ図に示されるようにエアダクト２５内に扛
アクセルペダルに連結されたスロットル弁２８が挿入さ
れる。−万、各気筒のロータリ弁１８のアーム２２の先
端部は連結口ｙ＃Ｐ２９によって互に連結され、この連
結ロッド２９は負圧ダイアフラム装置３０のダイアフラ
ム３１に固着された制御ロッド３２に連結される。負圧
ダイアフラム装置３０はダイアフラム３１によって大気
から隔離された負圧室３３を有し、この負圧室３３内に
ダイアフラム押圧用圧縮ばね３４が挿入される。負圧室
３３は導管３５′に介して大気連通制御弁３６の弁室３
７４Ｃ連結される０弁室３７は一方では弁室３７からサ
ージタンク２４内に向けてのみ流通可能な逆止弁３８を
介してサージタンク２４に連結され、他方で社太気遵通
ポート３−９並びにエアフィルタ４０ｔ−介して大気に
遅過する。Further, as shown in FIG. 1θ, a throttle valve 28 connected to an accelerator pedal is inserted into the air duct 25. - 10,000, the tips of the arms 22 of the rotary valves 18 of each cylinder are connected to each other by a connecting port y#P29, and this connecting rod 29 is connected to a control rod 32 fixed to a diaphragm 31 of a negative pressure diaphragm device 30. Ru. The negative pressure diaphragm device 30 has a negative pressure chamber 33 isolated from the atmosphere by a diaphragm 31, and a compression spring 34 for pressing the diaphragm is inserted into this negative pressure chamber 33. The negative pressure chamber 33 is connected to the valve chamber 3 of the atmospheric communication control valve 36 via a conduit 35'.
The 0 valve chamber 37 connected to 74C is connected to the surge tank 24 on the one hand via a check valve 38 that allows flow only from the valve chamber 37 into the surge tank 24, and on the other hand, the 0 valve chamber 37 is connected to the surge tank 24 through a check valve 38 that allows flow only from the valve chamber 37 to the inside of the surge tank 24. 9 and air filter 40t-to the atmosphere.
更に、大気連通制御弁３６は電磁弁４１′ｔ−Ｊ４ｇ／
ａシ、この電磁弁４１は大気連通ボート３９の開閉制御
をする弁体４２と、弁体４２に連結され九町動グランジ
ャ４３と、可動グランジャ吸収用のンレノイド４４から
榊成される・電磁弁４１のルノイド４４扛電子制御エニ
ｙ ） ５ Ｑの出力端子に、接続される。！ＩＬに、
スロットル弁２８にはボテンシ。Furthermore, the atmosphere communication control valve 36 is a solenoid valve 41't-J4g/
a, this solenoid valve 41 is composed of a valve body 42 for controlling the opening and closing of the atmosphere communication boat 39, a Kucho movable granger 43 connected to the valve body 42, and a renoid 44 for absorbing the movable granger. 41 is connected to the output terminal of the electronic control unit 44 Q). ! To IL,
The throttle valve 28 has a potentiometer.
メータ４５が取付けられる。このボテン／ヨメータ４５
はスロットル弁２８に連結されてスロットル弁２８と共
に回動する摺動子４５ｍと、固足抵抗４５ｂからなり、
摺動子４５ａＫはスロットル弁２８の開度に比例した出
力電圧が発生する。A meter 45 is attached. This button/yometer 45
consists of a slider 45m connected to the throttle valve 28 and rotating together with the throttle valve 28, and a fixed foot resistor 45b,
The slider 45aK generates an output voltage proportional to the opening degree of the throttle valve 28.
電子制御ユニット５０は７’４ジタルコンピ、−タから
なり、各種の演算処理を行なうマイクロプロセッサ（Ｍ
ＰＵ ） ５１ ％ ランダムアクセスメモリ（ＲＡＭ
）５２、制御！ログラム、演算定数等が予め格納されて
いるリードオンリメモリ（ＲＯＭ）５３、入力ポート５
４並びに出力ポート５５が双方向性パス５６を介して互
に接続されている。更に、電子制御ユニット５０内には
各種のクロック信号を発生するクロック発生器５７が設
けられる。The electronic control unit 50 consists of a 7'4 digital computer and a microprocessor (M
PU ) 51% Random access memory (RAM
) 52, control! Read-only memory (ROM) 53 in which programs, calculation constants, etc. are stored in advance, input port 5
4 and an output port 55 are connected to each other via a bidirectional path 56. Furthermore, a clock generator 57 is provided within the electronic control unit 50 to generate various clock signals.
入力ポート５４にはサージタンク２４内の負圧を検出す
るための負圧センサ５８がＡＤ変換器５９を介し玉接続
され、更に入力ポート５４にはポテンショメータ４５が
ＡＤ変換器６０を介して接続される。ま危、入力ポート
５４には回転数センサ６１が接続される。負圧センサ５
８はサージタンク２４内の負圧に比例した出力電圧を発
生し、この電圧がＡＤ変換器６０において対応する２進
数に変換されてこの２進数が入力ｄｆ −） ５４並び
にパス５６を介してＭＰＵ５１に入力される。ポテンシ
ョメータ４５は前述したようにスロットル弁２８の開度
に比例した出力電圧全発生し、この電圧がＡＤ変換器６
０において対応する２進数に変換されてこの２進数が入
カポー斗５４並びにパス５６ｆ：介してＭＰＵ５１に入
力される。−万、回転数センサ６１は機関クランクシャ
フトが所定クランク角度回転する毎にノ母ルスを発生し
、このノ譬ルスが入力ポート５４並びにパス５６を介し
てＭＰＵ５１に入力される。A negative pressure sensor 58 for detecting negative pressure in the surge tank 24 is connected to the input port 54 via an AD converter 59, and a potentiometer 45 is further connected to the input port 54 via an AD converter 60. Ru. A rotation speed sensor 61 is connected to the input port 54. Negative pressure sensor 5
8 generates an output voltage proportional to the negative pressure inside the surge tank 24, and this voltage is converted into a corresponding binary number in an AD converter 60, and this binary number is inputted to the MPU 51 via an input df-) 54 and a path 56. is input. As mentioned above, the potentiometer 45 generates a total output voltage proportional to the opening degree of the throttle valve 28, and this voltage is applied to the AD converter 6.
0 is converted into a corresponding binary number, and this binary number is input to the MPU 51 via an input port 54 and a path 56f. - The rotation speed sensor 61 generates a pulse every time the engine crankshaft rotates by a predetermined crank angle, and this pulse is input to the MPU 51 via the input port 54 and the path 56.
出力ポート５５は燃料噴射弁２７と、水噴射弁４７と、
電磁弁４１とを作動する友めのデータを出力するために
設けられており、この出力／−ト５５には２進数のデー
タがＭＰＵ５１からパス５６を介して書込まれる。出力
ポート５５の出力端子は第１に電力増巾回路６２ｔ−介
して電磁弁４１のソレノイド４４に接続され、第２に電
力増巾回路６６を介して水噴射弁４７に接続され、第３
にダウンカウンタ６３の対応する入力熾子に接続される
。このダウンカウンタ６３はＭＰＵ ５１から書込まれ
た２進数のｒ−夕をそれに対応する時間の長さに変換す
るために設けられておシ、このダウンカウンタ６３は出
力ポート５５から送り込まれたデータのダウンカウント
をクロ、り発生器５７のクロック信号によって開始し、
カウント値が０になるとカウントを完了して出力端子に
カウント完了信号を発生する。８−Ｒフリップフロッグ
６４のリセット入力端子Ｒｔｌダウンカウンタ６３の出
力端子に接続され、Ｓ−Ｒフリップフロッグ６４のセッ
ト入力端子Ｓにクロック発生器５７に接続される。この
８−Ｒフリ、グフロッ７”６４ｔｊクロ、り発生器５７
のクロック信号によシダランカウント開始と同時にセッ
トされ、ダウンカウント完了時にダウンカウンタ６３の
カウント完了信号によってリセットされる。従って８−
Ｒフリラグフロ、グ６４の出力端子Ｑｔ！ダウンカウン
トが行なわれている間高レベルとなる６Ｂ−Ｒ７す、！
フロッグ６４の出力端子Ｑは電力増巾回路６５を介して
燃料噴射弁２７に接続されており、従って燃料噴射弁２
７はダウンカウンタ６３がダウ／カウントしている間付
勢されることがわかる。The output port 55 has a fuel injection valve 27, a water injection valve 47,
It is provided to output data for operating the electromagnetic valve 41, and binary data is written to the output port 55 from the MPU 51 via a path 56. The output terminal of the output port 55 is firstly connected to the solenoid 44 of the solenoid valve 41 via a power amplification circuit 62t, secondly connected to the water injection valve 47 via a power amplification circuit 66, and thirdly connected to the water injection valve 47 via a power amplification circuit 66.
is connected to the corresponding input terminal of the down counter 63. This down counter 63 is provided to convert the binary number r written from the MPU 51 into the corresponding time length. starts counting down by a clock signal from a clock generator 57;
When the count value reaches 0, counting is completed and a count completion signal is generated at the output terminal. The reset input terminal of the 8-R flip-frog 64 is connected to the output terminal of the Rtl down counter 63, and the set input terminal S of the S-R flip-frog 64 is connected to the clock generator 57. This 8-R Furi, Guflo 7"64tj Kuro, Ri Generator 57
It is set by the clock signal of the down counter 63 at the same time as the start of the cedar run count, and is reset by the count completion signal of the down counter 63 when the down count is completed. Therefore 8-
R free lag flow, output terminal Qt of G64! 6B-R7 is at a high level while the down count is being performed!
The output terminal Q of the frog 64 is connected to the fuel injection valve 27 via a power amplification circuit 65, so that the fuel injection valve 2
7 is energized while the down counter 63 is counting down/counting.
一方、前述したように出カポ−１５５の出力端子は電力
増巾回路６６を介して水噴射弁４７に接続される。この
水噴射弁４７のンレ／（Ｐｔｚｔｔ＋力ボート５５に水
噴射弁を駆動すべきデータが出力されたときに付勢され
、それによって水が水噴射弁４７から吸気ポート６内に
供給される。第２図に示す排気量１５００！の内燃機関
では毎秒０．２１から０．４ｇの水が水噴射弁４７から
連続的に、或いは機関クランクシャフトに同期して間欠
的に供給される＝
一方、前述したように出力ポート５５の出力端子は電磁
弁４１に接続される。電磁弁４１のソレノイド４４が付
勢されると弁体４２は大気連通ポー）３９ｔ−開口する
。その結果、負圧室３３内は大気圧となるのでダイアフ
ラム３１ｒ！圧縮ばね３４のばね力により下方に移動し
、斯くしてロータリ弁１８が回動せしめられて分岐路１
４ｔ″全開する。一方、電磁弁４１のソレノイド４４が
消勢されると弁体４２が大気連通ボート３９ｔ−閉鎖す
る。このとき逆止弁３８は吸気マニホルド２３内の負圧
が負圧ダイアフラム装置３０の負圧室３３内の負圧より
も大きくなると開弁し、吸気マニホルＰ２５内の負圧が
負圧Ｗ１３３内の負圧よシも小さくなると閉弁するので
弁体４２が閉弁している限り負圧室３３内の負圧は吸気
マニホルド２５内に発生した最大負圧に維持される。負
圧室３３内に負圧が加わるとダイアフラム３１は圧縮ば
ね３４に抗して上昇し、その結果ロータリ弁１８が回動
せしめられて分岐路１４が閉鎖される。On the other hand, as described above, the output terminal of the output capo 155 is connected to the water injection valve 47 via the power amplification circuit 66. This water injection valve 47 is energized when data to drive the water injection valve is output to the water injection valve 55, and water is thereby supplied from the water injection valve 47 into the intake port 6. In the internal combustion engine with a displacement of 1500! shown in Fig. 2, 0.21 to 0.4 g of water per second is supplied continuously from the water injection valve 47 or intermittently in synchronization with the engine crankshaft = On the other hand, As described above, the output terminal of the output port 55 is connected to the solenoid valve 41. When the solenoid 44 of the solenoid valve 41 is energized, the valve body 42 opens to the atmosphere communication port 39t. As a result, the inside of the negative pressure chamber 33 becomes atmospheric pressure, so the diaphragm 31r! The spring force of the compression spring 34 moves the rotary valve 18 downward, and the rotary valve 18 is rotated to open the branch path 1.
4t'' is fully opened. On the other hand, when the solenoid 44 of the solenoid valve 41 is deenergized, the valve body 42 closes the atmosphere communication boat 39t. The valve opens when the negative pressure in the negative pressure chamber 33 of 30 becomes larger than that in the negative pressure chamber 33, and closes when the negative pressure in the intake manifold P25 becomes smaller than the negative pressure in the negative pressure W133, so the valve element 42 closes. The negative pressure in the negative pressure chamber 33 is maintained at the maximum negative pressure generated in the intake manifold 25 as long as the negative pressure chamber 33 is in the negative pressure chamber 33. When negative pressure is applied in the negative pressure chamber 33, the diaphragm 31 rises against the compression spring 34 As a result, the rotary valve 18 is rotated and the branch passage 14 is closed.
第１１図はサージタンク２４内の負圧Ｐ（−聰Ｈｇ）と
機関回転数Ｎ （ｒ、ｐ、ｍ ）に対する空燃比〜乍を
示している。第１１図において図中に記載セれた数値は
空燃比を示しているが実際には第１１図は図中に記載さ
れた空燃比となるような燃料噴射時間が書込まれ九マツ
！となっている。従って機関回転数Ｎと負圧Ｐが定まる
と第１１図から燃料噴射時間が定まり、そのとき機関シ
リンダ内に供給される空燃比は第１１図中に記載され几
数値のようになる。第１１図に示す燃料噴射時間のマツ
プは予めＲＯＭ５３内に記憶されている。第１１図から
れかるように燃料噴射量は機関回転数Ｎがほぼ１４００
ｒ、ｐ８ｍからほぼ３２００ ｒ、ｐ、ｍの間でかつ
負圧Ｐがほぼ３５０■Ｈｇよシも小さなときに空燃比が
２２となるように設定されている。更に、機関回転数Ｎ
がｉｔぼ６００ ｒ、ｐ、ｍからほぼ１４０Ｏｒ、ｐ、
ｍの間では機関回転数Ｎが低くなるにつれて空燃比が１
０ Ｏｒ、ｐ、ｍ当り１．２５〜２．７５ずつ小さくな
るように設定されている。これは機関回転数Ｎが小さく
なった場合に空燃比が大きいとトルク変動を生じ、この
トルク変動を抑制するために機関回転数Ｎが小さくなる
につれて空燃比を小さくするようにしている。一方、負
圧Ｐが一３５０■Ｈｇよりも大きなときには負圧Ｐが大
きくなるにつれて空燃比が１００■Ｈｇ当り１〜２ずつ
小さくなるように設定されている。これは負圧Ｐが大き
くなった場合に空燃比が大きいとトルク変動音生じ、こ
のトルク変動を抑制する友めに負圧Ｐが大きくなるにつ
れて空燃比を小さくするようにしている。また、機関回
転数Ｎがほば３２０゜ｒ、ｐ、ｍ以上では空燃比＃：ｔ
１００ ｒ−ｐ１ｍ当、Ｑｏ、５〜１．５ずつ小さく
なるように設定さｔｌそれによって機関回転数Ｎが高い
ときに高出力が得られるようにしている。FIG. 11 shows the air-fuel ratio to the negative pressure P (-聰Hg) in the surge tank 24 and the engine speed N (r, p, m). In Fig. 11, the numerical values written in the figure indicate the air-fuel ratio, but in reality, in Fig. 11, the fuel injection time is written so that the air-fuel ratio shown in the figure is achieved. It becomes. Therefore, when the engine speed N and the negative pressure P are determined, the fuel injection time is determined from FIG. 11, and the air-fuel ratio supplied into the engine cylinder at that time is shown in FIG. 11 as a numerical value. The fuel injection time map shown in FIG. 11 is stored in the ROM 53 in advance. As can be seen from Figure 11, the fuel injection amount is approximately 1400 when the engine speed N is approximately 1400.
The air-fuel ratio is set to be 22 when the negative pressure P is between 8m and 3200 r, p, m and the negative pressure P is as small as 350 μHg. Furthermore, the engine speed N
It is almost 140 Or, p, from 600 r, p, m.
m, the air-fuel ratio decreases to 1 as the engine speed N decreases.
It is set to decrease by 1.25 to 2.75 per 0 Or, p, and m. This is because when the engine speed N decreases and the air-fuel ratio is large, torque fluctuations occur, and in order to suppress this torque fluctuation, the air-fuel ratio is made smaller as the engine speed N decreases. On the other hand, when the negative pressure P is greater than 1,350 μHg, the air-fuel ratio is set to decrease by 1 to 2 per 100 μHg as the negative pressure P increases. This is because when the negative pressure P becomes large and the air-fuel ratio is large, torque fluctuation noise is generated, and in order to suppress this torque fluctuation, the air-fuel ratio is made smaller as the negative pressure P becomes larger. In addition, when the engine speed N is approximately 320°r, p, m or more, the air-fuel ratio #:t
Qo is set to decrease by 5 to 1.5 per 100 rpm, so that high output can be obtained when the engine speed N is high.
第１１図のマツダによる燃料噴射量の制御にスロットル
弁２８の開度が第１２図のθ・よりも小さいときに行な
われ、スロットル弁２８の開度が第１２図００・よりも
大きいときにはスロットル弁２８の開度によって燃料噴
射量の制御が行なわれる。なお、第１２図において縦軸
θはスロットル弁２８の開度０を示しており、スロット
ル開度８０°は全開状ｌＩｌを示している。第１２図か
られかるように開度θ・は機関回転数Ｎが１０００ｒ、
ｐ、ｍのとき３０°〜４０１１で６９、機関回転数Ｎが
４０００ｊ’、ｐｅｍのとき５０’〜６０°でるる。こ
の開度θ０に対応する負圧Ｐが第１１図において破＠Ｔ
で示さｎる・従って第１１図の破＠Ｔよりも負圧Ｐが小
さなとき、即ち第１２図の開度θ０よりもスロ。The control of the fuel injection amount by Mazda in FIG. 11 is performed when the opening degree of the throttle valve 28 is smaller than θ· in FIG. 12, and when the opening degree of the throttle valve 28 is larger than 00· in FIG. The amount of fuel injection is controlled by the opening degree of the valve 28. In FIG. 12, the vertical axis θ indicates the opening degree of the throttle valve 28 is 0, and the throttle opening degree of 80° indicates the fully open state lIl. As can be seen from Fig. 12, the opening degree θ is when the engine speed N is 1000 r.
When the engine rotation speed N is 4000j' and pem, it is 50' to 60°. The negative pressure P corresponding to this opening degree θ0 is broken @T in Fig. 11.
Therefore, when the negative pressure P is smaller than the break@T in FIG. 11, that is, the opening degree is smaller than the opening θ0 in FIG.
トル弁２８の開度θが大きなときにはスロットル弁２８
のｙｌＡ度によって燃料噴射量が制御される。When the opening degree θ of the throttle valve 28 is large, the throttle valve 28
The fuel injection amount is controlled by the ylA degree.
第１１図の破線Ｔよりも負圧Ｐが小さなときには高出力
を得るために負圧Ｐが小さくなるに従って空燃比が急激
に減少せしめられ、従って負圧Ｐがわずかｄかシ変化す
ると空燃比が大きく変化するので空燃比を負圧Ｐに応じ
て変化させると細かな制御が難かしくなる。斯くして第
１１図の破線Ｔよりも負圧Ｐが小さなときにはスロット
ル弁２８の開度−によって燃料噴射量の制御が行なわれ
る。When the negative pressure P is smaller than the broken line T in Fig. 11, the air-fuel ratio is rapidly decreased as the negative pressure P becomes smaller in order to obtain high output. Since the air-fuel ratio changes greatly, if the air-fuel ratio is changed according to the negative pressure P, fine control becomes difficult. Thus, when the negative pressure P is smaller than the broken line T in FIG. 11, the fuel injection amount is controlled by the opening degree of the throttle valve 28.
なお、第１２図において実線θ０で示される機関回転数
Ｎとスロットル弁開度θの関係は予めＲＯＭ５３内に記
憶されている。The relationship between the engine speed N and the throttle valve opening θ, which is indicated by a solid line θ0 in FIG. 12, is stored in the ROM 53 in advance.
第１３図はスロットル弁２８の開度０と機関回転数Ｎに
対する空燃比〜乍を示している。第１３図において図中
に記載された数値は空燃比を示しているが実Ｓには第１
３図は図中に記載された空燃比となるような燃料噴射時
間が書込まれ次マツプとなっている。従って機関回転数
Ｎとスロットル弁開度θが定まると第１３図から燃料噴
射時間が定まり、そのとき機関シリンダ内に供給される
空燃比は第１３図中に記載された数値のようになる、第
１３図に示す燃料噴射時間のマツダは予めＲＯＭ５３内
に記憶されている。第１３図かられかるように燃料噴射
量はスロットル弁開度０が大きくなるにつれて空燃比が
小さくなるように設定されており、スロットル弁２８が
全開したときには空燃比は１２．５程度となる。FIG. 13 shows the air-fuel ratio .about. with respect to the opening degree of the throttle valve 28 (0) and the engine speed N. In Fig. 13, the numbers written in the figure indicate the air-fuel ratio, but the actual S
FIG. 3 is a map in which the fuel injection times that produce the air-fuel ratio shown in the diagram are written. Therefore, when the engine speed N and the throttle valve opening θ are determined, the fuel injection time is determined from FIG. 13, and the air-fuel ratio supplied to the engine cylinder at that time becomes the numerical value shown in FIG. The fuel injection time shown in FIG. 13 is stored in the ROM 53 in advance. As can be seen from FIG. 13, the fuel injection amount is set so that the air-fuel ratio decreases as the throttle valve opening degree 0 increases, and when the throttle valve 28 is fully opened, the air-fuel ratio is approximately 12.5.
次いで第１５図を参照して燃料噴射制御について説明す
る。第１５図を参照すると、まず始めにステップ７０に
おいて回転数センサ６１の出力信号がＭＰＵ５１に入力
されて機関回転数Ｎが計算される。次いでステップ７１
においてスロットル弁開度θを表わすポテンショメータ
４５の出力信号がＭＰＵ５１に入力され、次いでステッ
プ７２において負圧ｐ１表わす負圧センサ５８の出力信
号がＭＰＵ５１に入力される０次いでステップ７３にお
いてスロットル開度θと機関回転数Ｎとにより定まる第
１２図の点Ｑ（Ｎ）が第１２図の開度θ・よりも大きい
か否かが判別される。ステップ７３においてＱ（Ｎ）が
開ｇＬ０・ニジも大きくないと判別されたときはステ、
グア４に進んで第１１図に示すマッグから燃料噴射時間
Ｔが計算され、次いでステラｆ７５に進む、一方、ステ
ップ７３においてＱ （Ｎ）が開度θ・よシも大きいと
判別されたときはステップ７６に進んで第１３図に示す
マッグから燃料噴射時間Ｔが計算され、次いでステップ
７５に進む。ステ、グア５ではステ、グア４或いはステ
、グア６において求められた燃料噴射時間Ｔに対応する
駆動データを出力ポート５５に書込み、この燃料噴射時
間Ｔだけ燃料噴射弁２７から燃料が噴射される。従って
、機関シリンダ内には第１１図或いは第１３図に示すよ
うな空燃比の混合気が供給される〇
一方、第１２図の実線Ｓは水噴射弁２７を作動すべき機
関回転数Ｎ （ｒ、ｐ、ｍ ）とスロットル開度θとの
関係を示しており、この関係は予めＲＯＭ５３内に記憶
されている。水噴射弁２７は第１２図の実線Ｓよシも上
方のノ・、タンクで示す領域で付勢される。第１２図か
られかるように水噴射が開始されるスロットル弁開度は
機関回転数Ｎが１００ Ｏｒ、ｐ、ｍのときほぼ６０°
であり、機関回転数Ｎが４００ Ｏｒ、ｐ、ｍのときほ
ぼ６５°である。スロットル弁開Ｗｔａが実線Ｓよりも
大きくなると水噴射弁２７ｔ−付勢すべきデータが出力
ポート５５に書込まれて水噴射弁２７が付勢され、それ
によって水が水噴射弁２７から吸気ポート６内に供給さ
れる。この水は燃料と共に燃焼室４内に流入して蒸発し
、この蒸発潜熱によって混合気の温度を低下させてノッ
キングの発生を抑制する。実線Ｓの領域ではスロットル
弁開度０′？：わずかばか９変化させるとサージタンク
２４内の負圧Ｐが大巾に変化するために水噴射制御を負
圧Ｐに基づいて行なうと精密な水噴射制御が難しく、従
って本発明ではスロットル弁開度０によって水噴射制御
を行なっている・なお、第１２図の実線Ｓに対応する１
４１３図の破線かられかるようにこの実線或いは破線Ｓ
は１６から１８の間の一定空燃比のところを示している
。ノッキングは機関＾負荷運転時において機関回転数Ｎ
が低いほど発生しやすく、従って機関回転数Ｎが低くな
るはど水噴射が開始されるスロットル弁開度は小さくな
る。従ってノッキングの発生を良好に阻止することがで
きる。また、前述し几ように水噴射弁２７から毎時一定
量０．２ｇ〜０．４ｇの水が連結的に、或いは機関クラ
ンクシャフトに同期して間欠的に供給されるが第１６図
に示すようにノ゛ツキングの発生しやすい理―空燃比付
近において水の供給量が最大となるように水噴射量を制
御することができる。なお、第１６図の縦軸りは毎秒当
シの水噴射量（１７ｍ＠ｃ）を示し、横軸Ａ／’Ｆは空
燃比を示す。Next, fuel injection control will be explained with reference to FIG. Referring to FIG. 15, first, in step 70, the output signal of the rotation speed sensor 61 is input to the MPU 51, and the engine rotation speed N is calculated. Then step 71
In step 72, the output signal of the potentiometer 45 representing the throttle valve opening θ is input to the MPU 51, and in step 72, the output signal of the negative pressure sensor 58 representing the negative pressure p1 is input to the MPU 51. It is determined whether the point Q(N) in FIG. 12, which is determined by the engine speed N, is larger than the opening degree θ· in FIG. If it is determined in step 73 that Q(N) is not large, the step
Proceeding to Gua 4, the fuel injection time T is calculated from the mag shown in FIG. The process proceeds to step 76, where the fuel injection time T is calculated from the mag shown in FIG. 13, and then the process proceeds to step 75. In the ST, GUAR 5, drive data corresponding to the fuel injection time T obtained in the ST, GUAR 4 or ST, GUAR 6 is written to the output port 55, and fuel is injected from the fuel injection valve 27 for this fuel injection time T. . Therefore, a mixture with an air-fuel ratio as shown in FIG. 11 or 13 is supplied into the engine cylinder. On the other hand, the solid line S in FIG. The relationship between (r, p, m) and the throttle opening degree θ is shown, and this relationship is stored in the ROM 53 in advance. The water injection valve 27 is energized in the area indicated by the tank above the solid line S in FIG. As shown in Figure 12, the throttle valve opening at which water injection starts is approximately 60 degrees when the engine speed N is 100 Or, p, and m.
and is approximately 65° when the engine speed N is 400 Or, p, m. When the throttle valve opening Wta becomes larger than the solid line S, data to energize the water injection valve 27t is written to the output port 55 and the water injection valve 27 is energized, thereby causing water to flow from the water injection valve 27 to the intake port. Supplied within 6 days. This water flows into the combustion chamber 4 together with the fuel and evaporates, and the latent heat of vaporization lowers the temperature of the air-fuel mixture to suppress the occurrence of knocking. Is the throttle valve opening 0' in the area of solid line S? : If the negative pressure P in the surge tank 24 is changed by a small amount, the negative pressure P in the surge tank 24 will change drastically. Therefore, if water injection control is performed based on the negative pressure P, precise water injection control is difficult. Therefore, in the present invention, the throttle valve is opened. The water injection is controlled by the degree 0. Note that 1 corresponds to the solid line S in Fig. 12.
As can be seen from the broken line in Figure 413, this solid line or broken line S
shows a constant air-fuel ratio between 16 and 18. Knocking occurs when the engine is running under load, at engine speed N.
The lower the number, the more likely it is to occur, and therefore, as the engine speed N decreases, the throttle valve opening at which water injection is started becomes smaller. Therefore, the occurrence of knocking can be effectively prevented. Further, as mentioned above, a fixed amount of water of 0.2 g to 0.4 g per hour is supplied from the water injection valve 27 in a continuous manner or intermittently in synchronization with the engine crankshaft, as shown in Fig. 16. The amount of water injection can be controlled so that the amount of water supplied is at its maximum near the air-fuel ratio, which is the reason that knocking is more likely to occur. Note that the vertical axis in FIG. 16 indicates the current water injection amount per second (17 m@c), and the horizontal axis A/'F indicates the air-fuel ratio.
一方、第１４図は電磁弁４．１を作動すべき機関回転数
Ｎ （ｒ、ｐ、ｍ ）とサージタンク２４作の負圧Ｐ
（−ｍＨｇ ）との関係を示しており、この関係は予め
ＲＯＭ５３内に記憶さｎている。電磁弁４１は第１４図
の実線Ｗよりも上方のノ・、タンクで示される領域で付
勢される。第１４図の実＠Ｗはほぼ吸入空気量が一定の
ところを示しており、使って吸入空気量が所定量以上に
なるとソレノイド４４を付勢すべきデータが出力ポート
５５に書込まれてソレノイド４４が付勢される。ソレノ
イド４４が付勢されるとロータリ弁１８が分岐路１４會
全開する。従って吸入空気量が多いときにはロータリ弁
１８が分岐路１４を全開し、一方吸入空気量が少ないと
きにはロータリ弁１８が分岐路１４を閉鎖することがわ
かる。On the other hand, Figure 14 shows the engine speed N (r, p, m) at which the solenoid valve 4.1 should be operated and the negative pressure P produced by the surge tank 24.
(-mHg), and this relationship is stored in the ROM 53 in advance. The solenoid valve 41 is energized in the area indicated by the tank above the solid line W in FIG. Actual @W in Fig. 14 indicates a point where the amount of intake air is almost constant, and when the amount of intake air exceeds a predetermined amount, data to energize the solenoid 44 is written to the output port 55, and the solenoid 44 is energized. When the solenoid 44 is energized, the rotary valve 18 fully opens the branch path 14. Therefore, it can be seen that when the amount of intake air is large, the rotary valve 18 fully opens the branch passage 14, while when the amount of intake air is small, the rotary valve 18 closes the branch passage 14.
上述したように吸入空気量の少ない機関低速低負荷運転
時にはロータリ弁１８が分岐路１４を遮断している。こ
のとき入口通路部Ａ内に送り込まれた吸入空気は渦巻部
Ｂの上壁面１３に沿って旋回しつつ渦巻部Ｂ内を下降し
、次いで旋回しつつ燃焼室４内に流入するので燃焼室４
内には強力な旋（ロ）流が発生せしめられる〇
一方、吸入空気量が多い機関高速高負荷運転時にはロー
タリ弁１８が開弁するので入口通路部Ａ内に送り込まれ
た吸入空気の一部が流れ抵抗の小さな分岐路１４を介し
て渦巻部Ｂ内に送り込まれる。分岐路１４から渦巻部Ｂ
内に流入した吸入空気は入口通路部Ａら渦巻部Ｂ内に流
入して旋回しつつ流れる吸入空気流を減速させる作用を
なすので旋回流が弱められる。このように機関高速高負
荷運転時にはロータリ弁１８が開弁することによって全
体の流路面積が増大するばかりでなく旋回流が弱められ
るので高い充填効率を確保でき、斯くして高出力を得る
ことができる。また、入口通路部ムに傾斜側壁部９ｍ（
（設けることによって入口通路部Ａ内に送り込まれた吸
入空気の一部は下向きの力を与えられ、その結果この吸
入空気は旋回することなく入口通路部人の下壁面に沿っ
て渦巻部Ｂ内に流入するために流入抵抗は小さくなり、
斯くして高速高負荷運転時における充填効率を更に高め
ることができる。As described above, the rotary valve 18 shuts off the branch passage 14 when the engine is operating at low speed and low load with a small amount of intake air. At this time, the intake air sent into the inlet passage part A descends inside the swirl part B while swirling along the upper wall surface 13 of the swirl part B, and then flows into the combustion chamber 4 while swirling.
On the other hand, when the engine is operated at high speed and under high load with a large amount of intake air, the rotary valve 18 opens, so that part of the intake air sent into the inlet passage A is part is sent into the spiral part B via the branch path 14 with low flow resistance. From branch path 14 to spiral part B
The intake air that has flowed in flows from the inlet passage section A into the swirl section B and has the effect of decelerating the flowing intake air flow while swirling, so that the swirl flow is weakened. In this way, when the engine is operated at high speed and high load, the rotary valve 18 opens, which not only increases the overall flow path area but also weakens the swirling flow, ensuring high filling efficiency and thus obtaining high output. I can do it. In addition, there is a 9 m sloped side wall section (
(By providing this, a portion of the intake air sent into the entrance passage A is given a downward force, and as a result, this intake air flows along the lower wall surface of the person in the entrance passage and into the spiral part B. The inflow resistance becomes smaller due to the inflow into the
In this way, the filling efficiency during high-speed, high-load operation can be further improved.
以上述べたように本発明によれば機関高負荷運転時に〕
、キングの発生を阻止しつつ高出力を得ることができる
。更にロータリ弁が開弁して充填効率が高められてもノ
ッキングの発生が抑制されるので機関出力を一層高める
ことができる。また、燃焼室内には強力な旋回流が発生
せしめられるので空燃比が２２程度の越権薄混合気を用
いても安定した燃焼を得ることができる。更に機関回転
数が低いとき、並びに吸気道路内負圧が大きいときには
空燃比が減少せしめられるのでトルク変動を抑制でき、
良好な運転性を確保することができる。As described above, according to the present invention, during high-load engine operation]
, it is possible to obtain high output while preventing the occurrence of kings. Furthermore, even if the rotary valve is opened and the filling efficiency is increased, the occurrence of knocking is suppressed, so that the engine output can be further increased. Further, since a strong swirling flow is generated in the combustion chamber, stable combustion can be obtained even when using a super lean mixture with an air-fuel ratio of about 22. Furthermore, when the engine speed is low and when the intake road negative pressure is large, the air-fuel ratio is reduced, so torque fluctuations can be suppressed.
Good drivability can be ensured.
第１図は本発明に係る内燃機関の平面図、第２図は第１
図の１−１線に沿ってみた断面図、第３図はヘリカル型
吸気Ｉ−トの形状を示す斜視図、ｗＪ４図は第３図の平
面図、第５図は第３図の分岐路に沿って切断した側断面
図、第６図は第４図の■−■線に沿ってみた断面図、第
７図は第４図の■−■線に沿ってみた断面図、第８図は
第４図の■−■線に沿ってみた断面図、第９図はロータ
リ弁の斜視図、第１Ｏ図は吸気装置の全体図、第１１図
はサージタンク内の負圧と機関回転数によって定まる空
燃比を示す図、第１２図はスロットル弁開度制御に切換
わるスロットル開度と水噴射開始スロットル弁開ｒｔ−
示す図、第１３図はスロ、トル弁開度と機関回転数によ
って定まる空燃比を示す図、第１４図は開閉弁の開弁領
域を示す図、第１５図は燃料噴射制御の作動會示すフロ
ーチャート、＃！１６図は水噴射量と空燃比の関係を示
す図である。
６・・・吸気ポート、２４・・・サージタンク、２７・
・・燃料噴射弁、２８・・・スロットル弁、４７・・・
水噴射弁、５８・・・負圧センサ、６１・・・回転数セ
ンナ。
特許出願人
トヨタ自動車工業株式会社
特許出願代理人
弁理士 青 木 朗
弁理士 西舘和之
弁理士 吉田正行
弁理士 山 口 昭 之
第１６回FIG. 1 is a plan view of an internal combustion engine according to the present invention, and FIG.
A sectional view taken along line 1-1 in the figure, Figure 3 is a perspective view showing the shape of the helical intake I-T, wJ4 figure is a plan view of Figure 3, and Figure 5 is the branching path of Figure 3. 6 is a sectional view taken along the line ■-■ in FIG. 4, FIG. 7 is a sectional view taken along the line ■-■ in FIG. 4, and FIG. 8 is a sectional view taken along the line ■-■ in FIG. is a sectional view taken along the line ■-■ in Figure 4, Figure 9 is a perspective view of the rotary valve, Figure 1O is an overall view of the intake system, and Figure 11 is the negative pressure in the surge tank and engine speed. Figure 12 is a diagram showing the air-fuel ratio determined by the throttle opening when switching to throttle valve opening control and the throttle valve opening at which water injection starts.
Figure 13 is a diagram showing the air-fuel ratio determined by the throttle and torque valve openings and engine speed, Figure 14 is a diagram showing the opening range of the on-off valve, and Figure 15 is a diagram showing the operation of fuel injection control. flowchart,#! FIG. 16 is a diagram showing the relationship between water injection amount and air-fuel ratio. 6...Intake port, 24...Surge tank, 27.
...Fuel injection valve, 28...Throttle valve, 47...
Water injection valve, 58... Negative pressure sensor, 61... Rotation speed sensor. Patent applicant Toyota Motor Corporation Patent application agent Akira Aoki Patent attorney Kazuyuki Nishidate Patent attorney Masayuki Yoshida Patent attorney Akira Yamaguchi 16th
Claims (1)
開匿以上のときにスロットル弁開度が大きくなるにつれ
て混合気の空燃比を小さくするようにした燃料供給装置
を具備し、更に水噴射装置を機関吸気通路内に設けてス
ロットル弁開度が所定４度以上になったときに該水噴射
装置から吸気通路内に水を噴射するようにした内燃機関
の吸気装置０The fuel supply device is configured to reduce the air-fuel ratio of the air-fuel mixture as the throttle valve opening increases when the throttle valve opening is greater than or equal to a predetermined opening in response to the throttle valve opening; An intake system 0 for an internal combustion engine in which a device is provided in the engine intake passage and water is injected from the water injection device into the intake passage when the throttle valve opening reaches a predetermined 4 degrees or more.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56112284A JPS5828558A (en) | 1981-07-20 | 1981-07-20 | Intake device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56112284A JPS5828558A (en) | 1981-07-20 | 1981-07-20 | Intake device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5828558A true JPS5828558A (en) | 1983-02-19 |
Family
ID=14582835
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56112284A Pending JPS5828558A (en) | 1981-07-20 | 1981-07-20 | Intake device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5828558A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2551799A1 (en) * | 1983-09-09 | 1985-03-15 | Volvo Ab | INTERNAL COMBUSTION ENGINE WITH TURBOCHARGER WITH WATER INJECTION |
| KR100626403B1 (en) * | 2005-12-09 | 2006-09-20 | 송정헌 | Water injection system for internal combustion engine |
| CN102116224A (en) * | 2011-03-28 | 2011-07-06 | 彭国洪 | Internal cooling of internal combustion engine |
| TWI394670B (en) * | 2008-10-28 | 2013-05-01 | Kwang Yang Motor Co | A locomotive jet engine with water nozzles |
| WO2014207918A1 (en) * | 2013-06-28 | 2014-12-31 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| JP2019157751A (en) * | 2018-03-12 | 2019-09-19 | トヨタ自動車株式会社 | Controller of internal combustion engine |
-
1981
- 1981-07-20 JP JP56112284A patent/JPS5828558A/en active Pending
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2551799A1 (en) * | 1983-09-09 | 1985-03-15 | Volvo Ab | INTERNAL COMBUSTION ENGINE WITH TURBOCHARGER WITH WATER INJECTION |
| KR100626403B1 (en) * | 2005-12-09 | 2006-09-20 | 송정헌 | Water injection system for internal combustion engine |
| TWI394670B (en) * | 2008-10-28 | 2013-05-01 | Kwang Yang Motor Co | A locomotive jet engine with water nozzles |
| CN102116224A (en) * | 2011-03-28 | 2011-07-06 | 彭国洪 | Internal cooling of internal combustion engine |
| WO2014207918A1 (en) * | 2013-06-28 | 2014-12-31 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| JP6037011B2 (en) * | 2013-06-28 | 2016-11-30 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| JP2019157751A (en) * | 2018-03-12 | 2019-09-19 | トヨタ自動車株式会社 | Controller of internal combustion engine |
| CN110259589A (en) * | 2018-03-12 | 2019-09-20 | 丰田自动车株式会社 | The control device of internal combustion engine |
| CN110259589B (en) * | 2018-03-12 | 2022-08-05 | 丰田自动车株式会社 | Control device for internal combustion engine |
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