JPS5938416B2 - engine intake system - Google Patents
engine intake systemInfo
- Publication number
- JPS5938416B2 JPS5938416B2 JP57077274A JP7727482A JPS5938416B2 JP S5938416 B2 JPS5938416 B2 JP S5938416B2 JP 57077274 A JP57077274 A JP 57077274A JP 7727482 A JP7727482 A JP 7727482A JP S5938416 B2 JPS5938416 B2 JP S5938416B2
- Authority
- JP
- Japan
- Prior art keywords
- load
- valve
- intake passage
- temperature
- engine
- 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.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 claims description 15
- 230000007423 decrease Effects 0.000 claims description 14
- 239000000446 fuel Substances 0.000 description 33
- 238000000889 atomisation Methods 0.000 description 16
- 238000009834 vaporization Methods 0.000 description 16
- 230000008016 vaporization Effects 0.000 description 16
- 230000001965 increasing effect Effects 0.000 description 8
- 239000000203 mixture Substances 0.000 description 8
- 238000013459 approach Methods 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 241001385733 Aesculus indica Species 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 238000005728 strengthening Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
- F02B31/06—Movable means, e.g. butterfly valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
- F02M35/10255—Arrangements of valves; Multi-way valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/108—Intake manifolds with primary and secondary intake passages
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/20—SOHC [Single overhead camshaft]
-
- 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)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Description
【発明の詳細な説明】 この発明はエンジンの吸気装置に関する。[Detailed description of the invention] This invention relates to an engine intake system.
従来、エンジンの吸気装置としては、少なくとも燃焼室
近傍において独立した低負荷用吸気通路と高負荷用吸気
通路とを備え、その高負荷用吸気通路に設定負荷以上で
開作動する開閉弁を備えて、吸入空気量の少ない低負荷
時には低負荷用吸気通路からのみ空気を供給して、その
流速を早めて、スワールを強化し、燃料の霧化、気化を
促進して、燃焼性能、燃費性能、運転性を向上させる一
方、吸入空気量の多い高負荷時には低負荷用吸気通路お
よび高負荷用吸気通路から空気を供給するようにして、
充填効率、出力性能を向上させるようにしたものが提案
されている（実開昭５４−６１１１８号）。Conventionally, an engine intake system has been equipped with an independent low-load intake passage and a high-load intake passage at least near the combustion chamber, and the high-load intake passage is equipped with an on-off valve that opens and closes when the load exceeds a set load. , At low loads when the amount of intake air is small, air is supplied only from the low-load intake passages, increasing the flow velocity, strengthening swirl, and promoting fuel atomization and vaporization, improving combustion performance, fuel efficiency, and While improving drivability, during high loads with a large amount of intake air, air is supplied from the low load intake passage and the high load intake passage.
A device with improved filling efficiency and output performance has been proposed (Utility Model Application No. 54-61118).
ところで、燃料の霧化・気化の良否は、エンジンの温度
に依存し、エンジン温度が高（なると、燃料は霧化、気
化しやすくなり、エンジン温度が低くなると、燃料は霧
化、気化しにくくなる。By the way, the quality of atomization and vaporization of fuel depends on the temperature of the engine; when the engine temperature is high, the fuel is more likely to atomize and vaporize, and when the engine temperature is low, the fuel is difficult to atomize and vaporize. Become.
したがって、エンジン温度が低いときには、エンジン温
度が高いときに比べて、開閉弁を開き始めるべき設定負
荷をエンジン温度の低下に応じて大きくして、開閉弁を
閉じている領域を大きくしたり、あるいは開閉弁の開度
を小さくするように補正制御して、低負荷用吸気ポート
の分担比率を増大させて、吸入空気の流速を早め、燃料
の霧化、気化を良好にする必要がある。Therefore, when the engine temperature is low, compared to when the engine temperature is high, the set load at which the on-off valve should start to open is increased in accordance with the decrease in engine temperature, and the area where the on-off valve is closed is increased, or It is necessary to perform correction control to reduce the opening degree of the on-off valve, increase the sharing ratio of the low-load intake port, increase the flow velocity of the intake air, and improve the atomization and vaporization of the fuel.
しかるに、上記従来のエンジンの吸気装置は、エンジン
の温度如何に拘らず、上記開閉弁を負荷のみに応じて開
閉制御しているために、エンジンの低温時に燃料の霧化
性、気化性が悪くなり、特に、開閉弁が開き始めて吸入
空気量が増大する低負荷から中負荷への移行領域におい
て、エンジンの霧化性、気化性が悪（なって、燃焼性、
運転性および燃費性能が悪化するという欠点がある。However, in the conventional engine intake system, the opening/closing valve is controlled to open and close only according to the load, regardless of the engine temperature, so that the atomization and vaporization of the fuel are poor when the engine is low temperature. In particular, in the transition region from low to medium load where the on-off valve begins to open and the amount of intake air increases, the atomization and vaporization properties of the engine are poor (and the combustibility and
This has the disadvantage that drivability and fuel efficiency deteriorate.
そこで、この発明の目的は、開閉弁の開き始めの時期や
開度をエンジン温度に応じて補正制御することにより、
燃料の霧化、気化を良好にして、燃焼性能を改善して、
トルク変動をなくし、運転性を向上させ、かつ、混合気
を薄くすることを可能にして、燃費性能を向上し得るエ
ンジンの吸気装置を新規に提供することにある。Therefore, an object of the present invention is to correct and control the opening timing and opening degree of the on-off valve according to the engine temperature.
Improves fuel atomization and vaporization, improves combustion performance,
An object of the present invention is to provide a new intake device for an engine that can improve fuel efficiency by eliminating torque fluctuations, improving drivability, and making it possible to make the air-fuel mixture leaner.
このため、この発明のエンジンの吸気装置は、高負荷用
吸気通路に設けられて設定負荷以上で開作動する開閉弁
を制御する制御装置に、エンジン温度を検出する温度セ
ンサの出力を入力して、上記制御装置からの出力によっ
て上記開閉弁をエンジン温度の低下に応じて閉方向に補
正制御することにより、エンジン温度の低下に応じて、
低負荷用吸気通路の分担比率を高め、特に、低負荷から
中負荷への領域、中負荷から高負荷への領域において低
負荷用吸気通路の分担比率を高めて、空気の流速を早め
、スワールを強化して、燃料の霧化、気化を促進し、燃
焼性能を向上させて、運転性を向上し得、さらに燃費性
能を向上し得るようにしたことを特徴としている。Therefore, in the engine intake system of the present invention, the output of the temperature sensor that detects the engine temperature is input to the control device that controls the on-off valve that is provided in the high-load intake passage and opens and closes when the load exceeds a set load. , by correcting and controlling the opening/closing valve in the closing direction according to the decrease in engine temperature using the output from the control device, so that according to the decrease in engine temperature,
Increasing the sharing ratio of the low-load intake passage, especially in the range from low to medium load and from medium to high load, increases the air flow velocity and improves swirl. It is characterized by enhancing fuel atomization and vaporization, improving combustion performance, improving drivability, and further improving fuel efficiency.
以下、この発明を図示の実施例により詳細に説明する。Hereinafter, the present invention will be explained in detail with reference to illustrated embodiments.
第１図において、１はシリンダ、２はシリンダヘッド、
３はピストン、４は燃焼室、５は吸気通路、６は吸気通
路５の上流部に形成したベンチュリ部、γはベンチュリ
部６に設げたメインノズル、８はベンチュリ部６の下流
に設けたスロットルバルブ、１１は上記吸気通路５を燃
焼室４の近傍において低負荷用吸気通路１２と高負荷用
吸気通路１３とに仕切る仕切り壁、１４は上記高負荷用
吸気通路１３の上流端部において回動軸１５に固定され
、高負荷用吸気通路１３を開閉する開閉弁、１６は上記
吸気通路５の燃焼室４への開口部を開閉して低負荷用吸
気通路１２および高負荷用吸気通路１３を共に開閉する
吸気弁、１７は排気通路、１８は排気弁である。In Fig. 1, 1 is a cylinder, 2 is a cylinder head,
3 is a piston, 4 is a combustion chamber, 5 is an intake passage, 6 is a venturi part formed upstream of the intake passage 5, γ is a main nozzle provided in the venturi part 6, and 8 is a throttle provided downstream of the venturi part 6. A valve 11 is a partition wall that partitions the intake passage 5 into a low-load intake passage 12 and a high-load intake passage 13 in the vicinity of the combustion chamber 4, and 14 is a rotating valve at the upstream end of the high-load intake passage 13. An on-off valve 16 is fixed to the shaft 15 and opens and closes the high-load intake passage 13. The on-off valve 16 opens and closes the opening of the intake passage 5 to the combustion chamber 4 to open the low-load intake passage 12 and the high-load intake passage 13. Intake valves open and close together, 17 is an exhaust passage, and 18 is an exhaust valve.
また、２１は上記開閉弁１４を作動させるアクチュエー
タ、２２は排気通路１７の排気圧力を検出する排圧セン
サー、２３はシリンダ１に形成したウォータジャケット
２４内に突出して冷却水温を検出する温度センサー、２
５は排圧センサー２２と温度センサー２３との出力を受
けてアクチュエータ２１を後記するように制御する制御
装置である。Further, 21 is an actuator that operates the on-off valve 14, 22 is an exhaust pressure sensor that detects the exhaust pressure of the exhaust passage 17, 23 is a temperature sensor that protrudes into the water jacket 24 formed in the cylinder 1 and detects the cooling water temperature. 2
Reference numeral 5 denotes a control device that receives outputs from the exhaust pressure sensor 22 and temperature sensor 23 and controls the actuator 21 as described later.
上記アクチュエータ２１はダイヤフラム装置２７と電磁
弁２８とからなる。The actuator 21 includes a diaphragm device 27 and a solenoid valve 28.
上記ダイヤフラム装置はケーシング３１内をダイヤフラ
ム３２で大気室３３と負圧室３４とに区画し、上記ダイ
ヤフラム３２に一端を固定した作動ロッド３５を大気室
３３を貫通させてケーシング３１から突出させる一方、
負圧室３４にバネ３６を縮装して、上記作動ロッド３５
を負圧室３４の負圧に応じてケーシング３１から出没さ
せるようにしている。The diaphragm device divides the interior of the casing 31 into an atmospheric chamber 33 and a negative pressure chamber 34 by a diaphragm 32, and an actuating rod 35 having one end fixed to the diaphragm 32 penetrates the atmospheric chamber 33 and projects from the casing 31.
A spring 36 is compressed in the negative pressure chamber 34, and the above-mentioned operating rod 35
is made to appear and disappear from the casing 31 according to the negative pressure in the negative pressure chamber 34.
上記作動ロッド３５の先端は、ピン３８、レバー３９を
介して上記開閉弁１４０回動軸１５に連結して、作動ロ
ッド３５の出没により、開閉弁１４を開閉し得るように
している。The tip of the operating rod 35 is connected to the rotating shaft 15 of the on-off valve 140 via a pin 38 and a lever 39, so that the on-off valve 14 can be opened and closed by moving the operating rod 35 in and out.
また上記ダイヤフラム装置２７の負圧室３４は、通路４
１を介してスロットルバルブ８下流の吸気通路５に連通
させている。Further, the negative pressure chamber 34 of the diaphragm device 27 is connected to the passage 4
1 to the intake passage 5 downstream of the throttle valve 8.
上記通路４１の中間からは、電磁弁２８の弁体４３に対
向する先端開口４４を有する分岐通路４５を分岐させて
いる。A branch passage 45 having a tip opening 44 facing the valve body 43 of the electromagnetic valve 28 is branched from the middle of the passage 41 .
上記電磁弁２８は制御装置２５からの信号で弁体４３を
作動させて、その弁体４３と開口４４との間の開度を制
御し、上記負圧室３４の負圧を制御するようになってい
る。The solenoid valve 28 operates the valve body 43 in response to a signal from the control device 25 to control the opening between the valve body 43 and the opening 44, thereby controlling the negative pressure in the negative pressure chamber 34. It has become.
なお、上記分岐通路４５の中間には絞り４６を設けて、
負圧室３４の負圧の制御を安定させている。In addition, a throttle 46 is provided in the middle of the branch passage 45,
Control of the negative pressure in the negative pressure chamber 34 is stabilized.
一方、上記制御装置２５は、第２図に示すように、演算
増巾器５１、補正回路５２およびエミッタフォロア回路
５３を備える。On the other hand, the control device 25 includes an operational amplifier 51, a correction circuit 52, and an emitter follower circuit 53, as shown in FIG.
上記演算増巾器５１の非反転入力端子には、排圧センサ
ー２２からの信号を入力する一方、その演算増巾器５１
０反転入力端子には、陰極をアースした電池５５の陽極
を抵抗Ｒ１を介して接続すると共に、その演算増巾器５
１の出力端子を帰還抵抗Ｒ２を介して接続している。A signal from the exhaust pressure sensor 22 is input to the non-inverting input terminal of the operational amplifier 51, while the operational amplifier 51
The anode of a battery 55 whose cathode is grounded is connected to the 0 inversion input terminal via a resistor R1, and the operational amplifier 5
1 output terminal is connected via a feedback resistor R2.
このため、演算増巾器５１は、排圧センサー２２から第
３図中曲線りで示すような排圧に応じてレベルが高くな
る信号が入力されると、第４図中曲線Ｍに示すような信
号を増巾して出力する。Therefore, when a signal whose level increases according to the exhaust pressure as shown by the curved line in FIG. 3 is input from the exhaust pressure sensor 22, the operational amplifier 51 operates as shown by the curve M in FIG. 4. Amplifies and outputs the signal.
上記曲線Ｍで示す出力信号は排圧Ｐ１から立上って、曲
線Ｍ１に示すようにリニアに増太し、排圧Ｐ２になると
、曲線Ｍ２で示すように横軸と平行な値となる。The output signal shown by the curve M rises from the exhaust pressure P1, increases linearly as shown by the curve M1, and when the exhaust pressure reaches P2, becomes a value parallel to the horizontal axis as shown by the curve M2.
上記排圧Ｐ１ つまり曲線Ｍの立上る点Ｐ１は電池５５
の電位と抵抗Ｒ２，Ｒ１のＲ２／Ｒ１により定まるもの
であり、また曲線Ｍ２は演算増巾器５１のの電源電圧と
なる飽和領域を示すものである。The above exhaust pressure P1, that is, the rising point P1 of the curve M is the battery 55
It is determined by the potential of R2 and R2/R1 of the resistors R2 and R1, and the curve M2 shows the saturation region where the power supply voltage of the operational amplifier 51 becomes.
一方、上記補正回路５２は、図示しないが関数発生器と
演算回路からなり、上記関数発生器は水温センサー２３
から入力される温度に応じて第５図中曲線Ｎに示すよう
な係数Ｎを発生させ、上記演算回路は上記係数Ｎと上記
演算増巾器５２から入力される信号Ｍとに乗算等の演算
処理を行なって信号を作成して、エミッタフォロア回路
５３に出力する。On the other hand, the correction circuit 52 includes a function generator and an arithmetic circuit (not shown), and the function generator is connected to the water temperature sensor 23.
The arithmetic circuit generates a coefficient N as shown by the curve N in FIG. Processing is performed to create a signal, which is output to the emitter follower circuit 53.
上記関数発生器の作成する係数Ｎは、第５図に示すよう
に、温度センサー２３で検出した温度が０℃以下の場合
には零となり、０°〜６０℃の間においてリニアに増大
し、６０℃以上になると一定値１になる。As shown in FIG. 5, the coefficient N created by the function generator becomes zero when the temperature detected by the temperature sensor 23 is 0°C or less, and increases linearly between 0°C and 60°C. When the temperature exceeds 60°C, it becomes a constant value of 1.
したがって、温度センサー２３の検出した温度が、たと
えば３０℃である場合には、上記係数Ｎは０．５となっ
て、補正回路５２から出力される信号■のレベルは演算
増巾器５１の出力信号Ｍのレベルの半分となる。Therefore, when the temperature detected by the temperature sensor 23 is, for example, 30° C., the coefficient N is 0.5, and the level of the signal (2) output from the correction circuit 52 is the output of the operational amplifier 51. This is half the level of signal M.
一方、上記エミッタフォロア回路５３は、トランジスタ
６１と抵抗６２を備え、上記トランジスタ６１０ベース
に補正回路５２の出力を入力し、上記トランジスタ６１
のコレクタに電源Ｖｃｃ を接続し、そのエミッタとア
ースとの間に上記抵抗６２を接続し、さらに上記エミッ
タに電磁弁２８を接続している。On the other hand, the emitter follower circuit 53 includes a transistor 61 and a resistor 62, and inputs the output of the correction circuit 52 to the base of the transistor 610.
A power supply Vcc is connected to the collector of the power source Vcc, the resistor 62 is connected between the emitter and ground, and the solenoid valve 28 is further connected to the emitter.
したがって、上記電磁弁２８はトランジスタ６１０ベー
ス電位に追随するそのエミッタ電位に応じて作動する。Thus, the solenoid valve 28 operates according to its emitter potential which follows the transistor 610 base potential.
上記電磁弁２８は入力がハイレベルになるほど、第１図
に示す弁体４３を分岐通路４５の開口部４４に接近させ
て、開口部４４を絞るように動作するようになってい、
る。The solenoid valve 28 operates so that the higher the input level, the closer the valve body 43 shown in FIG. 1 is to the opening 44 of the branch passage 45 to narrow the opening 44.
Ru.
したがって、上記電磁弁２８の入力が高（なるにつれて
、ダイヤフラム装置２７の負圧室３４の負圧が大きくな
って、ダイヤフラム３２の作動で作動ロッド３５が没入
して、開閉弁１４が開くようになっている。Therefore, as the input to the solenoid valve 28 becomes high, the negative pressure in the negative pressure chamber 34 of the diaphragm device 27 increases, and the operation rod 35 is retracted by the operation of the diaphragm 32, so that the on-off valve 14 opens. It has become.
上記構成のエンジンの吸気装置は次のように動作する。The intake system of the engine configured as described above operates as follows.
いま、エンジンの温度が高くて、温度センサー２３の検
出する温度が６０℃以上の状態であるとする。Assume that the engine temperature is now high and the temperature detected by the temperature sensor 23 is 60° C. or higher.
このとき、制御装置２５の補正回路５２の関数発生器は
温度センサー２３の出力に基づいて、第５図に示すよう
に、係数１を発生する。At this time, the function generator of the correction circuit 52 of the control device 25 generates a coefficient 1 based on the output of the temperature sensor 23, as shown in FIG.
一方、制御装置２５の演算増巾器５１は、負荷に対応す
る排圧センサー２２の出力しに基づいて、第４図に示す
ような排圧に応じた信号Ｍを作成して出力する。On the other hand, the arithmetic amplifier 51 of the control device 25 creates and outputs a signal M corresponding to the exhaust pressure as shown in FIG. 4 based on the output of the exhaust pressure sensor 22 corresponding to the load.
上記補正回路５２の演算回路は、上記演算増巾器５１の
出力信号Ｍに上記係数１を乗算して、上記出力信号Ｍを
そのままトランジスタ６１０ベースに出力する。The arithmetic circuit of the correction circuit 52 multiplies the output signal M of the arithmetic amplifier 51 by the coefficient 1, and outputs the output signal M as it is to the base of the transistor 610.
このため、電磁弁２８は上記出力信号Ｍにより駆動され
る。Therefore, the solenoid valve 28 is driven by the output signal M mentioned above.
したがって、第４図に示すように、排圧がＰｉ ｋｇ／
ｃｗｔ以下の低負荷状態の場合には、上記出力信号Ｍは
零となるため、電磁弁２８の弁体４３は開口部４４から
離間したノーマル位置のままとなって、ダイヤフラム装
置２７の負圧室３４は開放された開口部４４を介して大
気に連通して負圧が小さくなって、作動ロッド３５はバ
ネ３６のバネ力により突出して開閉弁１４は閉鎖される
。Therefore, as shown in Fig. 4, the exhaust pressure is Pi kg/
In the case of a low load state of less than cwt, the output signal M becomes zero, so the valve body 43 of the solenoid valve 28 remains in its normal position away from the opening 44, and the negative pressure chamber of the diaphragm device 27 34 is communicated with the atmosphere through the open opening 44, the negative pressure is reduced, the actuating rod 35 is protruded by the spring force of the spring 36, and the on-off valve 14 is closed.
このため、混合気は低負荷用吸気通路１２のみを通って
高速で燃焼室４に供給され、強いスワールが生成され、
燃料の霧化、気化が良くなり、燃焼性能、運転性、燃費
性能が良くなる。Therefore, the air-fuel mixture is supplied to the combustion chamber 4 at high speed through only the low-load intake passage 12, and a strong swirl is generated.
Improves fuel atomization and vaporization, improving combustion performance, drivability, and fuel efficiency.
次いで、排圧が第４図中Ｐ１からＰ２に９／ｃｔＡＯ中
負荷状態の場合には、第４図中曲線Ｍ１ に示すように
電磁弁２８へ入力される信号Ｍ１のレベルは排圧の上昇
に応じて高くなり、電磁弁２８の弁体４３は排圧に応じ
て開口部４４に接近して、その開口部４４を絞る。Next, when the exhaust pressure changes from P1 to P2 in FIG. 4 in a 9/ctAO medium load state, the level of the signal M1 input to the solenoid valve 28 increases as the exhaust pressure increases, as shown by curve M1 in FIG. The valve body 43 of the solenoid valve 28 approaches the opening 44 and narrows the opening 44 according to the exhaust pressure.
そして、ダイヤフラム装置２７の負圧室３４は上記開口
部４４の開度が小さくなるほど、負圧が大きくなって、
作動ロッド３５をケーシング３１内へ没入させる。The negative pressure in the negative pressure chamber 34 of the diaphragm device 27 becomes larger as the opening degree of the opening 44 becomes smaller.
The actuating rod 35 is recessed into the casing 31.
したがって、上記開閉弁１４は上記信号Ｍ１によって、
排圧が高くなるほど開度を大きくするように作動させら
れ、低負荷用吸気通路１２に加えて、高負荷用吸気通路
１３からも混合気が燃焼室４に供給される。Therefore, the on-off valve 14 is activated by the signal M1.
The higher the exhaust pressure is, the larger the opening is operated, and the air-fuel mixture is supplied to the combustion chamber 4 from the high load intake passage 13 in addition to the low load intake passage 12.
したがって、燃料の霧化、気化が良好な上に、吸気抵抗
が小さくて、充填効率、出力性能が向上する。Therefore, not only is the fuel atomized and vaporized well, but the intake resistance is small, and the filling efficiency and output performance are improved.
次いで、排圧が第４図に示すＰ ２ ｋｇ／ｃｒｊＪＪ
上の場合には、電磁弁２８に入力される信号Ｍ２はハイ
レベルの一定値となって、電磁弁２８の弁体４３は開口
部４４に密着してそれを閉鎖する。Then, the exhaust pressure is P 2 kg/crjJJ shown in FIG.
In the above case, the signal M2 input to the solenoid valve 28 has a constant high level value, and the valve body 43 of the solenoid valve 28 comes into close contact with the opening 44 to close it.
このためダイヤフラム装置２７の負圧室３４の負圧は吸
気通路５の負圧に等しくなって、作動ロッド３５はダイ
ヤフラム３２の作動に没入して、開閉弁１４を全開にす
る。Therefore, the negative pressure in the negative pressure chamber 34 of the diaphragm device 27 becomes equal to the negative pressure in the intake passage 5, and the operating rod 35 is immersed in the operation of the diaphragm 32 to fully open the on-off valve 14.
したがって、この高負荷時には、低負荷用吸気通路１２
と完全に開放された高負荷用吸気通路１３とによって、
混合気が燃焼室４に供給されるため、充填効率が向上し
、出力性能が向上する。Therefore, at this high load, the low load intake passage 12
and the fully opened high-load intake passage 13,
Since the air-fuel mixture is supplied to the combustion chamber 4, charging efficiency is improved and output performance is improved.
次に、エンジンの温度が上述の場合より低（て燃料の霧
化性、気化性が悪い状態で、温度センサー２３の検出温
度が０℃から６０℃の間であるとする。Next, assume that the temperature of the engine is lower than in the above case (and the atomization and vaporization properties of the fuel are poor), and the temperature detected by the temperature sensor 23 is between 0°C and 60°C.
このとき、制御装置２５の補正回路５２の関数発生器は
、第５図に示すように１以下で検出温度の低下につれて
リニアに小さくなる係数Ｎ１ を発生する。At this time, the function generator of the correction circuit 52 of the control device 25 generates a coefficient N1 which is less than 1 and decreases linearly as the detected temperature decreases, as shown in FIG.
そして、上記補正回路５２の演算回路は、上記係数Ｎ１
と演算増巾器５１から出力される第４図中曲線Ｍに示
す信号とを乗算して、たとえば第４図中の曲線Ｖで示す
ようなレベルを有する信号Ｖを作成して、トランジスタ
６１０ベースニ出力する。Then, the arithmetic circuit of the correction circuit 52 calculates the coefficient N1.
A signal V having a level as shown by curve V in FIG. 4, for example, is created by multiplying the signal output from the operational amplifier 51 by the signal shown by curve M in FIG. Output.
このため、電磁弁２８は、前述の検出温度が６０℃以上
の場合の信号Ｍよりもローレベルの信号Ｖにより駆動さ
れる。Therefore, the solenoid valve 28 is driven by the signal V, which is lower in level than the signal M when the detected temperature is 60° C. or higher.
この信号■のレベルは、上記係数Ｎ１ がエンジン温度
の低下に応じて小さくなるために、エンジンの低下に応
じて低くなって、上記開閉弁１４を下記の如（エンジン
温度の低下に応じて閉方向に補正制御する。Since the coefficient N1 decreases as the engine temperature decreases, the level of the signal (■) decreases as the engine temperature decreases, and the on-off valve 14 is closed as described below (as the engine temperature decreases). Correction control is performed in the direction.
すなわち、第４図中曲線■で示すように、排圧がＰｌに
９／ｃｒｒｔ以下の低負荷状態の場合には、上記信号Ｖ
は零レベルとなるため、電磁弁２８は前述の検出温度６
０℃以上の場合と同様に、ノーマル位置に位置して、開
口部４４を全開にし、ダイヤフラム装置２７の作動ロッ
ド３５を突出させて、開閉弁１４を閉鎖する。That is, as shown by the curve ■ in FIG.
is at zero level, so the solenoid valve 28 detects the above-mentioned detected temperature 6
As in the case where the temperature is 0° C. or higher, it is located at the normal position, the opening 44 is fully opened, the operating rod 35 of the diaphragm device 27 is protruded, and the on-off valve 14 is closed.
このため、このとき混合気は低負荷用吸気通路１２のみ
を高速で燃焼室４に供給され、強いスワールが生成され
、燃料の霧化、気化が良くなり、燃焼性能、運転性、燃
費性能が良（なる。Therefore, at this time, the air-fuel mixture is supplied to the combustion chamber 4 only through the low-load intake passage 12 at high speed, generating a strong swirl, improving fuel atomization and vaporization, and improving combustion performance, drivability, and fuel efficiency. Good (naru)
次いで、排圧が第４図中Ｐ１ からＰ２の中負荷状態の
場合には、第４図中曲線Ｖ１に示すように、電磁弁２８
へ入力される信号Ｖ１のレベルは排圧の上昇に応じてリ
ニアに高くなるが、前述の信号Ｍ□のレベルよりも低く
なるために、電磁弁２８の弁体４３は開口部４４に接近
して、その開口部４４を前述の検出温度６０℃以上の場
合よりも、より絞る。Next, when the exhaust pressure is in a medium load state from P1 to P2 in FIG. 4, the solenoid valve 28
Although the level of the signal V1 input to the solenoid valve 28 increases linearly as the exhaust pressure increases, it becomes lower than the level of the signal M□, so the valve body 43 of the solenoid valve 28 approaches the opening 44. Therefore, the opening 44 is narrowed down more than in the case where the detected temperature is 60° C. or more.
このため、ダイヤフラム装置２７の負圧室３４の負圧は
前述の場合よりも大きくなって作動ロッド３５は前述の
６０℃以上の場合よりもケーシング３１内に没入させら
れる。Therefore, the negative pressure in the negative pressure chamber 34 of the diaphragm device 27 becomes greater than in the case described above, and the actuating rod 35 is recessed into the casing 31 more than in the case of 60° C. or more as described above.
したがって、温度センサー２３の検出温度が０℃から６
０℃未満の場合には、上記開閉弁１４の開度は検出温度
が６０℃以上の場合よりも小さくなり、しかし検出温度
の低下に応じて小さくなって、高負荷用吸気通路１３が
絞られ、低負荷用吸気通路１２を通る混合気の流速が早
められ、スワールが強化され、燃料の霧化、気化がよ（
なる。Therefore, the temperature detected by the temperature sensor 23 ranges from 0°C to 6°C.
When the temperature is below 0°C, the opening degree of the on-off valve 14 is smaller than when the detected temperature is 60°C or higher, but it becomes smaller as the detected temperature decreases, and the high-load intake passage 13 is throttled. , the flow velocity of the air-fuel mixture passing through the low-load intake passage 12 is accelerated, the swirl is strengthened, and fuel atomization and vaporization are improved (
Become.
つまり、中負荷時にエンジンの温度の低下に基づく燃料
の霧化性、気化性の悪化に対する補償が行なわれる。In other words, compensation is made for deterioration in fuel atomization and vaporization due to a drop in engine temperature during medium load conditions.
次いで、排圧が第４図に示すＰ２ｋｇ／ｃｒ７Ｌ以上の
高負荷状態の場合には、電磁弁２８に入力される信号Ｖ
２のレベルは、係数Ｎ１により、前述の６０℃以上の場
合の信号Ｍ２のレベルよりも低くなる。Next, when the exhaust pressure is in a high load state of P2 kg/cr7L or more shown in FIG. 4, the signal V input to the solenoid valve 28 is
Due to the coefficient N1, the level of signal M2 is lower than the level of signal M2 when the temperature is 60° C. or higher.
このため、電磁弁２８の弁体４３は開口部４４を一定量
絞り、ダイヤフラム装置２７の作動ロッド３５はダイヤ
フラム３２の作動で一定量ケーシング３１内に没入させ
られ、開閉弁１４は一定開度に絞られる。Therefore, the valve body 43 of the solenoid valve 28 narrows the opening 44 by a certain amount, the operating rod 35 of the diaphragm device 27 is immersed into the casing 31 by a certain amount by the operation of the diaphragm 32, and the on-off valve 14 is kept at a certain opening degree. narrowed down.
したがって、排圧がＰ２ｋｇ／ＣｒＡ以上である高負荷
状態であっても、温度センサー２３の検出温度が６０℃
未満の場合には、上記のように高負荷用吸気通路１３が
開閉弁１４で絞られるため、低負荷用吸気通路１２を通
る混合気の流速が早められ、スワールが強化され、エン
ジン温度の低下による燃料の霧化性、気化性の悪化に対
する補償が行なわれる。Therefore, even in a high load state where the exhaust pressure is P2kg/CrA or more, the temperature detected by the temperature sensor 23 is 60°C.
If it is below, the high-load intake passage 13 is throttled by the on-off valve 14 as described above, so the flow velocity of the air-fuel mixture passing through the low-load intake passage 12 is accelerated, the swirl is strengthened, and the engine temperature is lowered. Compensation is made for the deterioration in fuel atomization and vaporization caused by this.
次に、エンジンの温度が極く低くて、温度センサー２３
の検出温度が０℃以下であるとする。Next, if the engine temperature is extremely low, the temperature sensor 23
It is assumed that the detected temperature is 0°C or lower.
このときは、第５図に示すように、補正回路５２の関数
発生器の発生する係数Ｎは零となって、補正回路５２の
出力信号のレベルは常時零レベルとなり、電磁弁２８の
弁体４３はノーマル位置に位置して開口部４４を常時、
完全に開放する。At this time, as shown in FIG. 43 is located in the normal position and the opening 44 is always open.
completely open.
このため、開閉弁１４はダイヤフラム装置２７により常
時、完全に閉鎖される。Therefore, the on-off valve 14 is always completely closed by the diaphragm device 27.
したがって、低負荷用吸気通路１２を通る混合気の流速
が早められて、スワールが強化され、エンジン温度が極
く低いためによる燃料の霧化性および気化性の悪さが補
償される。Therefore, the flow velocity of the air-fuel mixture passing through the low-load intake passage 12 is increased, the swirl is strengthened, and the poor atomization and vaporization properties of the fuel due to the extremely low engine temperature are compensated for.
このように、中負荷から高負荷の領域においてエンジン
温度の低下に応じて開閉弁１４を閉方向に補正制御して
いるので、燃料の霧化、気化が良くなり、燃焼性が改善
される。In this way, since the on-off valve 14 is corrected and controlled in the closing direction in accordance with the decrease in engine temperature in the medium to high load range, fuel atomization and vaporization are improved and combustibility is improved.
上記実施例では、エンジンの低下に応じて開閉弁を閉方
向に補正制御し、開閉弁の負荷に応じて開き始める時期
はエンジン温度が低下しても変化させないようにしてい
るが、開閉弁の開き始めるべき負荷をエンジン温度の低
下に応じて高くするようにしてもよい。In the above embodiment, the on-off valve is corrected and controlled in the closing direction according to the engine temperature drop, and the timing at which the on-off valve begins to open according to the load on the on-off valve does not change even if the engine temperature drops. The load at which opening should begin may be increased in accordance with the decrease in engine temperature.
また、上記実施例では、負荷を排圧により検出したが、
ベンチュリ負圧、スロットル開度、エアフローセンサー
等により検出してもよい。In addition, in the above embodiment, the load was detected by exhaust pressure, but
It may be detected by venturi negative pressure, throttle opening, air flow sensor, etc.
また、上記実施例ではアクチュエータは吸気通路の負圧
を利用して作動させるようにしているが、排圧を利用し
て作動させるようにしてもよい。Further, in the above embodiment, the actuator is operated using the negative pressure in the intake passage, but it may be operated using exhaust pressure.
また、制御装置は上記実施例に限るものではなく、種々
の構成が可能なもので、ディジタル回路、アナログ回路
、機械的装置を問わない。Further, the control device is not limited to the above embodiment, and various configurations are possible, and the control device may be a digital circuit, an analog circuit, or a mechanical device.
以上の説明で明らかなように、この発明のエンジンの吸
気装置は、高負荷用吸気通路に設定負荷以上で開作動す
る開閉弁を備えると共に、エンジン温度を検出する温度
センサーの出力を受けてエンジン温度の低下に応じて上
記開閉弁を閉方向に補正制御する制御装置を備えている
ので、エンジンの低温時に、高負荷用吸気通路を開閉弁
で閉鎖あるいは絞って、低負荷用吸気通路の分担比率を
高めて、空気の流速を早めて、スワールを強化でき、し
たがって、燃料の霧化、気化を促進できて燃焼性を向上
でき、運転性を向上でき、さらに燃費性能を向上できる
。As is clear from the above description, the engine intake system of the present invention includes an on-off valve in the high-load intake passage that opens and closes when the load is higher than a set load, and receives the output of a temperature sensor that detects the engine temperature to Equipped with a control device that corrects and controls the on-off valve in the closing direction according to a drop in temperature, so when the engine is at low temperature, the high-load intake passage is closed or throttled by the on-off valve, and the low-load intake passage is shared. By increasing the ratio, the air flow velocity can be increased, and the swirl can be strengthened. Therefore, fuel atomization and vaporization can be promoted, combustibility can be improved, drivability can be improved, and fuel efficiency can also be improved.
第１図はこの発明の一実施例の断面図、第２図は制御装
置の回路図、第３，４図は夫々排圧−出力特性を示す各
グラフ、第５図は温度−係数特性を示すグラフである。
４・・・・・・燃焼室、１２・・・・・・低負荷用吸気
通路、１３・・・・・・高負荷用吸気通路、１４・・・
・・・開閉弁、２３・・・・・・温度センサー、２５・
・・・・・制御装置。Fig. 1 is a sectional view of an embodiment of the present invention, Fig. 2 is a circuit diagram of a control device, Figs. 3 and 4 are graphs showing exhaust pressure-output characteristics, and Fig. 5 shows temperature-coefficient characteristics. This is a graph showing. 4...Combustion chamber, 12...Intake passage for low load, 13...Intake passage for high load, 14...
...Opening/closing valve, 23...Temperature sensor, 25.
·····Control device.
Claims (1)
気通路と高負荷用吸気通路とを備え、該高負荷用吸気通
路に設定負荷以上で開作動する開閉弁を設け、吸入空気
量の少ない低負荷時には低負荷用吸気通路から吸入空気
を供給する一方、吸入空気量の多い高負荷時には低負荷
用吸気通路および高負荷用吸気通路から空気を供給する
ようにしたエンジンにおいて、 エンジン温度を検出する温度センサーと、該温度センサ
ーの出力を受け、エンジン温度の低下に応じて上記開閉
弁を閉方向に補正制御する制御装置とを設けたことを特
徴とするエンジンの吸気装置。[Scope of Claims] 1. At least in the vicinity of the combustion chamber, an independent low-load intake passage and a high-load intake passage are provided, and the high-load intake passage is provided with an on-off valve that opens and closes when the load exceeds a set load. In an engine in which intake air is supplied from the low-load intake passage when the amount of intake air is small at low loads, and air is supplied from the low-load intake passage and the high-load intake passage during high loads when the intake air amount is large, the engine An intake system for an engine, comprising: a temperature sensor that detects temperature; and a control device that receives the output of the temperature sensor and corrects and controls the opening/closing valve in the closing direction in accordance with a decrease in engine temperature.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57077274A JPS5938416B2 (en) | 1982-05-07 | 1982-05-07 | engine intake system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57077274A JPS5938416B2 (en) | 1982-05-07 | 1982-05-07 | engine intake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58195012A JPS58195012A (en) | 1983-11-14 |
| JPS5938416B2 true JPS5938416B2 (en) | 1984-09-17 |
Family
ID=13629273
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57077274A Expired JPS5938416B2 (en) | 1982-05-07 | 1982-05-07 | engine intake system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5938416B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6392903A (en) * | 1986-10-07 | 1988-04-23 | Matsushita Electric Ind Co Ltd | Optical fiber cable |
| JPS63180804U (en) * | 1987-05-14 | 1988-11-22 | ||
| KR20200010256A (en) * | 2017-04-20 | 2020-01-30 | 실텍트라 게엠베하 | How to Produce Wafers with Corrected Lines in Defined Directions |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61151037U (en) * | 1985-03-11 | 1986-09-18 |
-
1982
- 1982-05-07 JP JP57077274A patent/JPS5938416B2/en not_active Expired
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6392903A (en) * | 1986-10-07 | 1988-04-23 | Matsushita Electric Ind Co Ltd | Optical fiber cable |
| JPS63180804U (en) * | 1987-05-14 | 1988-11-22 | ||
| KR20200010256A (en) * | 2017-04-20 | 2020-01-30 | 실텍트라 게엠베하 | How to Produce Wafers with Corrected Lines in Defined Directions |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58195012A (en) | 1983-11-14 |
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