JPS60108529A - Suction device of engine - Google Patents
Suction device of engineInfo
- Publication number
- JPS60108529A JPS60108529A JP58216849A JP21684983A JPS60108529A JP S60108529 A JPS60108529 A JP S60108529A JP 58216849 A JP58216849 A JP 58216849A JP 21684983 A JP21684983 A JP 21684983A JP S60108529 A JPS60108529 A JP S60108529A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- throttle valve
- injection
- intake passage
- intake air
- 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.)
- Granted
Links
Classifications
-
- 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
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10026—Plenum chambers
- F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
- F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
- F02B27/0221—Resonance charging combined with oscillating pipe charging
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
- F02B27/0252—Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of cylinders
-
- 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
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
- F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
- F02B27/0289—Intake runners having multiple intake valves per cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
- F02D33/02—Controlling delivery of fuel or combustion-air, not otherwise provided for of combustion-air
-
- 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
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
- F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
-
- 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
- F02M35/1015—Air intakes; Induction systems characterised by the engine type
- F02M35/10177—Engines having multiple fuel injectors or carburettors per cylinder
-
- 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
- F02M35/1085—Intake manifolds with primary and secondary intake passages the combustion chamber having multiple intake 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
- F02M35/112—Intake manifolds for engines with cylinders all in one line
-
- 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
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1816—Number of cylinders four
-
- 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)
- Characterised By The Charging Evacuation (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、エンジンの吸気装置の改良に関するものであ
る。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement in an intake system for an engine.
（従来技術）
エンジンの各気筒に対して２つの吸気通路を設け、各吸
気通路に絞り弁および燃料噴射弁を配設し、エンジンの
負荷等の運転状態に応じて各絞り弁の開度を制御し、第
１吸気通路からは低吸気量域を含む全運転領域で吸気を
供給し、第２吸気通路からは高吸気量域で吸気を供給す
るようにした吸気装置は、例えば特開昭５１−１２０２
５号に見られるように公知である。(Prior art) Two intake passages are provided for each cylinder of the engine, a throttle valve and a fuel injection valve are arranged in each intake passage, and the opening degree of each throttle valve is adjusted according to the operating conditions such as engine load. An intake system that supplies intake air from the first intake passage in the entire operating range including the low intake air volume range, and supplies intake air in the high intake air volume range from the second intake passage is disclosed, for example, in Japanese Patent Application Laid-open No. 51-1202
It is publicly known as seen in No. 5.
上記のような吸気装置では、加速運転への移行時に第１
および第２絞り弁が急激に開作動した際に、吸気量は絞
り弁の開作動に伴って急激に増大するのに対し、燃料の
供給遅れが生じ、燃料の加速増量を図っても一時的にリ
ーンな混合気が供給されることによる加速へジテーショ
ンが発生ずることになる。また、高吸気ｍ域から低吸気
量域への減速時づ−なわち急減速時には第１および第２
絞り弁が急激に閉作動し、絞り弁下流の吸気通路の負圧
が急激に増大し、通路壁面に付着している燃料の吸引に
よりオーバーリッチな混合気が供給されるとともに、高
吸気量域内での減速すなわち半減速時には、通路壁面に
付着している燃料の吸引および燃料噴射弁からの燃料が
吸気流速の低下により一時的に気化、霧化しないまま燃
焼室に吸引されてしまうことにより、燃焼性に悪影響を
与える恐れがある。In the above-mentioned intake system, the first
Also, when the second throttle valve opens suddenly, the intake air amount increases rapidly as the throttle valve opens, but there is a delay in fuel supply, and even if you try to accelerate and increase the amount of fuel, it will be temporary. Acceleration displacement occurs due to the lean air-fuel mixture being supplied to the engine. In addition, when decelerating from a high intake air volume region to a low intake air amount region, that is, when decelerating suddenly, the first and second
The throttle valve suddenly closes, the negative pressure in the intake passage downstream of the throttle valve rapidly increases, and the suction of fuel adhering to the passage wall supplies an over-rich air-fuel mixture. During deceleration (half deceleration), the fuel adhering to the passage wall surface and the fuel from the fuel injection valve are temporarily sucked into the combustion chamber without being vaporized or atomized due to the decrease in the intake flow velocity. May adversely affect flammability.
（発明の目的）
本発明は上記事情に鑑み、加速へジテーションおにび減
速時のオーバーリッチ化の防止を図るようにしたエンジ
ンの吸気装置を提供することを目的とするものである。(Object of the Invention) In view of the above-mentioned circumstances, it is an object of the present invention to provide an intake system for an engine that is capable of preventing over-richness during acceleration and deceleration.
（発明の栂成）
本発明のエンジンの吸気装置は、各気筒に対して低吸気
量域を含む全運転領域で吸気を供給する第１吸気通路に
第１絞り弁および第１噴射弁を設けるとともに、高吸気
量域で吸気を供給する第２吸気通路に第２絞り弁および
第２噴躬弁を設【プたものにおいて、上記第１吸気通路
の第１絞り弁下流に第１拡張至を設【プるどともに、こ
の第１拡張室とは独立して上記第２吸気通路の第２絞り
弁下流に第２拡張室を設けたことを特徴とするものであ
る。(Toganari of the Invention) An intake system for an engine according to the present invention is provided with a first throttle valve and a first injection valve in a first intake passage that supplies intake air to each cylinder in all operating ranges including a low intake air amount range. In addition, a second throttle valve and a second injection valve are provided in the second intake passage that supplies intake air in a high intake air amount region, and a first expansion valve is provided downstream of the first throttle valve in the first intake passage. In addition, a second expansion chamber is provided downstream of the second throttle valve in the second intake passage independently of the first expansion chamber.
（発明の効果）
本発明によれば、第１拡張室および第２拡張室の形成に
より、加速運転への移行時には拡張室は負圧状態となっ
ており、第１および第２絞り弁が開いて＠激に吸気量が
増大しても、この吸気は拡張室に充満して燃焼室には急
に流入ゼず、Ａ−バーリーン化を防止して加速へジテー
ションの発生が阻止できるとともに、減速運転移行時に
は拡張室には吸気が充満しており、第１および第２絞り
弁が閉じて＠激に吸気量が減少しても、燃焼室には拡張
室内の吸気を吸入することにより壁面付着燃料の吸引に
伴うオーバーリッチ化が閉止できるものである。(Effects of the Invention) According to the present invention, by forming the first expansion chamber and the second expansion chamber, the expansion chamber is in a negative pressure state at the time of transition to acceleration operation, and the first and second throttle valves are opened. Even if the amount of intake air increases dramatically, this intake air will not fill the expansion chamber and suddenly flow into the combustion chamber, preventing A-bar lean and preventing the occurrence of acceleration displacement. At the time of transition to deceleration operation, the expansion chamber is filled with intake air, and even if the first and second throttle valves are closed and the amount of intake air is drastically reduced, the intake air in the expansion chamber is sucked into the combustion chamber and the wall surface is reduced. This can prevent over-richness caused by suction of adhering fuel.
また、第１拡張室と第２拡張室とを互いに独立して設け
ていることにより、通常の運転状態において第１および
第２吸気通路の吸気が混流することがなく、また、拡張
室を一体化すると必要容積が大ぎくなり通常の運転域に
おける応答性が低下するが、独立形成のためこの不具合
も発生せず、それぞれ第１および第２吸気通路で加速時
および減速時の運転状態に対処して良好な吸気特性を得
ることができるものである。In addition, by providing the first expansion chamber and the second expansion chamber independently from each other, the intake air in the first and second intake passages does not mix during normal operating conditions, and the expansion chambers are integrated. However, since the intake passages are formed independently, this problem does not occur, and the first and second intake passages handle the operating conditions during acceleration and deceleration, respectively. This makes it possible to obtain good intake characteristics.
（実施例）
１ス下、図面により本発明の実施態様を詳細に説明する
。(Example) Below, embodiments of the present invention will be described in detail with reference to the drawings.
第１図は燃料噴射方式のエンジンの全体構成図で、エン
ジン１の各気筒の燃焼室２に対し、２つの第１および第
２吸気ポート３および４が開口するとともに、２つの第
１および第２排気ポート５ａ３よび６がそれぞれ開口し
ている。FIG. 1 is an overall configuration diagram of a fuel injection type engine, in which two first and second intake ports 3 and 4 open to the combustion chamber 2 of each cylinder of the engine 1, and two first and second intake ports 3 and 4 open to the combustion chamber 2 of each cylinder of the engine 1. Two exhaust ports 5a3 and 6 are open, respectively.
上記吸気ボート３，４には吸入空気を供給する吸気通路
７が接続されている。この吸気通路７は上流端にエアク
リーナ８を有し１．このエアクリーナ８の下流側に吸気
量を検出する吸入空気量検出手段９（エア７０−メータ
）が介装され、この吸入空気量検出手段９より下流側の
吸気通路７が一１第１吸気通路７ａと第２吸気通路７ｂ
とに分岐形成されている。第１吸気通Ｍ７ａは各燃焼室
２の第１吸気ポート３にそれぞれ接続される一方、第２
吸気通路７ｂは各燃焼室２の第２吸気ボート４にそれぞ
れ接続されている。An intake passage 7 for supplying intake air is connected to the intake boats 3 and 4. This intake passage 7 has an air cleaner 8 at its upstream end.1. An intake air amount detection means 9 (air 70-meter) for detecting the amount of intake air is interposed downstream of the air cleaner 8, and an intake passage 7 downstream of this intake air amount detection means 9 is a first intake passage. 7a and second intake passage 7b
It is branched into two parts. The first intake vent M7a is connected to the first intake port 3 of each combustion chamber 2, while the second
The intake passages 7b are connected to the second intake boats 4 of each combustion chamber 2, respectively.
上記第１吸気通路７ａの入口部分には、この第１吸気通
路７ａを流れる吸気量を制御する第１絞り弁１０が介設
されるとともに、上記第２吸気通Ｍ７ｂの入口部分には
、このＭ２吸気通！８７ｂを流れる吸気量を制御する第
２絞り弁１１が介設され、両絞り弁１０．１１はスロッ
トル操作に連係して開閉作動される。第１絞り弁１０は
低負荷時から開いて負荷の上昇に伴って全開状態となり
、第２絞り弁１１は第１絞り弁１０が設定開度以−トと
なったときに開き始め負荷の上譬とともに全開状態とな
るものであり、上記Ｍ１吸気通路７ａは低吸気量域を含
む全運転領域で吸気を供給し、第２吸気通路７ｂは高吸
気ω域で吸気を供給するものである。A first throttle valve 10 for controlling the amount of intake air flowing through the first intake passage 7a is provided at the entrance of the first intake passage 7a, and a first throttle valve 10 is provided at the entrance of the second intake passage M7b. M2 intake vent! A second throttle valve 11 is interposed to control the amount of intake air flowing through 87b, and both throttle valves 10.11 are opened and closed in conjunction with throttle operation. The first throttle valve 10 opens when the load is low and becomes fully open as the load increases, and the second throttle valve 11 starts opening when the opening of the first throttle valve 10 reaches the set opening or higher. The M1 intake passage 7a supplies intake air in the entire operating range including the low intake air amount range, and the second intake passage 7b supplies intake air in the high intake ω range.
また、上記第１吸気通路７ａの第１絞り弁１０より下流
に第１拡張室７Ｇが、第２吸気通路７ｂの第２絞り弁１
１より下流に第２拡張室７ｄがそれぞれ互いに独立して
形成され、この第１および第２拡張苗７ｃ、７ｄから各
気筒２に対し各々独立した通路で接続され、吸気通路７
が構成されている。Further, a first expansion chamber 7G is located downstream of the first throttle valve 10 of the first intake passage 7a, and a second expansion chamber 7G is located downstream of the first throttle valve 10 of the first intake passage 7a.
Second expansion chambers 7d are formed independently of each other downstream of the first and second expansion chambers 7d, and are connected to each cylinder 2 through independent passages from the first and second expansion seedlings 7c and 7d.
is configured.
上記第１吸気通路７ａには第１拡張室７Ｃの下流に全運
転領域で燃料を噴射する第１噴射弁１２が、および上記
第２吸気通路７ｂには第２拡張室７ｄの下流に高吸気量
域で燃料を噴射する第２噴射弁１３が各気筒に対してそ
れぞれ配設されている。この第１および第２噴射弁１２
．１３にはコントロールユニット１４（マイクロコンピ
ユータ）からの燃料制御信号として燃料噴射パルスが出
力され、その噴射パルス幅に応じた所定量の燃料噴射を
行う。In the first intake passage 7a, there is a first injection valve 12 that injects fuel in the entire operating range downstream of the first expansion chamber 7C, and in the second intake passage 7b, there is a high intake valve 12 downstream of the second expansion chamber 7d. A second injection valve 13 that injects fuel in a quantity range is provided for each cylinder. This first and second injection valve 12
．． A fuel injection pulse is output to 13 as a fuel control signal from a control unit 14 (microcomputer), and a predetermined amount of fuel is injected according to the width of the injection pulse.
上記コントロールユニット１−４には前記吸入空気歯検
出手段９からの吸気量信号が入力されるとともに、回転
数センサー１５からエンジン回転数信号が入力され、両
信号に対応して燃利鳴躬損および時期（噴射回数）を演
算して所定時期に所定パルス幅を有する燃料噴射パルス
を各噴射弁１２゜１３に出力する。The control unit 1-4 receives an intake air amount signal from the intake air tooth detecting means 9, and also receives an engine speed signal from the rotation speed sensor 15, and detects fuel noise in response to both signals. and timing (number of injections), and outputs a fuel injection pulse having a predetermined pulse width to each injection valve 12 and 13 at a predetermined time.
また、上記第１および第２噴射弁１２．１３に対する燃
料の供給は、燃料タンク１６の燃料が燃料ポンプ１７か
らフィルター１８を介して各々第１噴射弁１２および第
２噴剣弁１３に接続されｌζ燃料供給通路１９によって
供給されるものであり、噴射圧力がプレッシャレギュレ
ータ２０にＪ−り調整される。このプレッシャレギュレ
ータ２０は負圧導入通１２１によって前記第１吸気通路
７ａの第１拡張室７Ｃにおける吸気負圧を導入し、この
吸気負圧により燃料供給通路１９から燃料タンク１６に
戻る流量をノ々制し、吸気負圧が大ぎいどきには噴射圧
力を低くするように調整している。この負圧導入通路２
１は、全運転域で吸気が流れで吸気負圧が発生する第１
吸気通路７ａ側に接続し、好ましくは第１＠射弁１２の
設置位置に近い部分の吸気負圧を導入するようにする。Further, fuel is supplied to the first and second injection valves 12, 13 by connecting the fuel in the fuel tank 16 from the fuel pump 17 to the first injection valve 12 and the second injection valve 13, respectively, via the filter 18. It is supplied by the lζ fuel supply passage 19, and the injection pressure is adjusted by the pressure regulator 20. This pressure regulator 20 introduces the intake negative pressure in the first expansion chamber 7C of the first intake passage 7a through a negative pressure introduction passage 121, and uses this intake negative pressure to continuously control the flow rate returned from the fuel supply passage 19 to the fuel tank 16. The injection pressure is adjusted to lower the injection pressure when the intake negative pressure is too large. This negative pressure introduction passage 2
1 is the first in which intake air flows and negative intake pressure occurs in the entire operating range.
It is connected to the intake passage 7a side, and preferably introduces the intake negative pressure from a portion near the installation position of the first injection valve 12.
第２図は上記コントロールユニット１４の動作を説明す
るためのフローチャートであり、スタート後、ステップ
Ｓ１で運転状態に対応する燃料噴射量を演算するもので
あって、吸入空気母検出手段９による吸入空気ωＱａ、
回転数センサー１５によるエンジン回転数Ｎ１定数に１
補正係数αなどから燃料噴射パルス幅τ（噴射時間）を
める。FIG. 2 is a flowchart for explaining the operation of the control unit 14. After the start, in step S1, the fuel injection amount corresponding to the operating state is calculated, and the intake air detected by the intake air carrier detection means 9 is calculated. ωQa,
1 for the engine rotation speed N1 constant determined by the rotation speed sensor 15
Calculate the fuel injection pulse width τ (injection time) from the correction coefficient α, etc.
なお、補正係数αは冷間時等の補正を行うためのもので
あり、加算補正値τ０は燃料噴射パルスが第１もしくは
第２噴劃弁１２．１３に出力されても、実際に燃料の噴
射が開始されるまでに一定時間を要することから、この
立上りの時間を補正するためのものである。また、τａ
は冷間補正等を加味した基本噴射時間であり、τｂは加
速増量時間である。Note that the correction coefficient α is used to correct for cold times, etc., and the additional correction value τ0 is used to calculate the actual amount of fuel even if the fuel injection pulse is output to the first or second injection valve 12.13. Since it takes a certain amount of time to start injection, this is to correct the rise time. Also, τa
is the basic injection time taking cold correction etc. into consideration, and τb is the acceleration increase time.
続いて、第２噴射弁１３の燃料噴射を開始する設定パル
ス幅τＶを読出しく８２＞、前記ステップＳ１で演算し
た噴射パルス幅τａ十τわがこの設定パルス幅τ■以上
かどうかを判断しくＳ３）、この判断がＮＯ＜低吸気を
域）のときには非同期加速スイッチがオンかどうかを判
断しくＳ４）、非同期加速スイッチがオン（ＹＥＳ）と
なっている大きな加速状態のときにはステップＳ５で非
同期噴射を行う一方、この非同期加速スイッチがオフ（
ＮＯ）のときには非同期噴射を行うことなく、第１噴射
弁１２用の噴射パルスτｐと第２噴剣弁１３用の噴射パ
ルスτＳとを演算する（Ｓ６）。Next, the set pulse width τV for starting the fuel injection of the second injector 13 is read out (82), and it is determined whether the injection pulse width τa+τ calculated in step S1 is greater than or equal to the set pulse width τ■.S3 ), when this judgment is NO<low intake air), it is determined whether the asynchronous acceleration switch is on or not (S4), and when the asynchronous acceleration switch is on (YES) in a large acceleration state, asynchronous injection is performed in step S5. While doing so, this asynchronous acceleration switch is turned off (
When NO), the injection pulse τp for the first injection valve 12 and the injection pulse τS for the second injection valve 13 are calculated without performing asynchronous injection (S6).
上記低吸気量域では、第２噴劃弁１３用の噴射パルスτ
Ｓが零に設定されており、この第２１１Ｍ Ｏ’ｌ弁１
３からの燃料噴射を行うことなく、第１噴射弁１２のみ
によってステップＳ１でめた噴射パルス幅τｐの制御信
号によって第１噴剣弁１２を駆動して燃料噴射を行う（
Ｓ １０）。In the above-mentioned low intake air amount region, the injection pulse τ for the second injection valve 13
S is set to zero, and this 211M O'l valve 1
3, the first injection valve 12 is driven by the control signal of the injection pulse width τp determined in step S1 only by the first injection valve 12, and fuel injection is performed (
S10).
一方、上記ステップＳ３の判断がＹＥＳで高吸気量域の
ときには、同様に非同期加速スイッチがオンかどうかを
判断しくＳ７）、非同期加速スイッチがオン（ＹＥＳ）
となっている大ぎな加速状態のときにはステップＳ８で
非同期噴射を行う一方、非同期加速スイッチがオフ（Ｎ
ｏ）のときには非同期＠劇を行うことなく、第１噴射弁
１２用の噴射パルスτｐと第２噴射弁１３用の噴射パル
スτＳとを演算しくＳ９）、この制御信号によって第１
および第２噴射弁１２．１３を駆動して燃料ｊｌ Ｆｉ
ｔを行う（８１０）。なお、この例では、第１噴射弁１
２と第２噴射弁１３とは同量（半分ずつ）の燃料を噴射
するように設定されている。On the other hand, if the determination in step S3 is YES and the intake air amount is in the high intake air amount region, it is similarly determined whether the asynchronous acceleration switch is on (S7), and the asynchronous acceleration switch is on (YES).
When the acceleration state is large, asynchronous injection is performed in step S8, while the asynchronous acceleration switch is turned off (N
In case o), the injection pulse τp for the first injection valve 12 and the injection pulse τS for the second injection valve 13 are calculated without performing an asynchronous operation (S9).
and drives the second injection valve 12.13 to inject fuel
t (810). Note that in this example, the first injection valve 1
The second injection valve 2 and the second injection valve 13 are set to inject the same amount (half each) of fuel.
上記燃料噴射において、高吸気量域で非同期噴射を行う
場合の噴射パルスτｐ、τＳの出力は、第３図に示すよ
うになる。In the above fuel injection, the outputs of the injection pulses τp and τS when performing asynchronous injection in a high intake air amount region are as shown in FIG.
なお、上記実施例において、第１図に示すように第１噴
射弁１２は比較的燃焼室２に近い第１吸気通路７ａの下
流側部分に配設し、この第１噴射弁１２から噴射された
燃料が速やかに燃焼室２に供給されるようにして、吸気
量の増減に対する燃料の応答性を良好にしているもので
あり、一方、第２噴射弁１３は第１噴射弁１２より上流
側の第２吸気通路７ｂに配設して噴射燃料と吸気との混
合、微粒化を良好にして、霧化を促進するようにしてい
るものである。In the above embodiment, as shown in FIG. 1, the first injector 12 is disposed in the downstream portion of the first intake passage 7a relatively close to the combustion chamber 2, and the first injector 12 injects air. The second injector 13 is located upstream of the first injector 12 so that the fuel is quickly supplied to the combustion chamber 2, thereby improving the responsiveness of the fuel to increases and decreases in the amount of intake air. The injected fuel is disposed in the second intake passage 7b to improve mixing and atomization of the injected fuel and intake air, thereby promoting atomization.
また、第１吸気通路７ａを流れる吸気量を制御する第１
絞り弁１０は、第１図のように第１吸気通路７ａの入口
部に介設する他、第２絞り弁１１より上流側の吸気通路
７に介設しても同様の制御作用が得られる。Also, a first
The throttle valve 10 may be provided at the entrance of the first intake passage 7a as shown in FIG. 1, or may be provided in the intake passage 7 upstream of the second throttle valve 11 to obtain the same control effect. .
第１図は本発明の一実施例におけるエンジンの吸気装置
の概略構成図、
第２図はフントロールユニットのフローチャート図、
第３図は第２図によって噴射弁に出力される燃料噴射パ
ルスの一例を示す説明図である。
１・・・・・・エンジン ２・・・・・・燃焼室３．４
・・・・・・吸気ポート７・・・・・・吸気通路７ａ・
・・・・・第１吸気通路 ７ｂ・・・・・・第２吸気通
路７Ｃ・・・・・・第１拡張室 ７ｄ・・・・・・第２
拡張室１０・・・・・・第１絞り弁 １１・・・・・・
第２絞り弁１２・・・・・・第１噴射弁 １３・・・・
・・第２噴射弁■
第２図FIG. 1 is a schematic configuration diagram of an engine intake system according to an embodiment of the present invention, FIG. 2 is a flowchart diagram of a funnel unit, and FIG. 3 is an example of a fuel injection pulse outputted to an injector by FIG. 2. FIG. 1...Engine 2...Combustion chamber 3.4
...Intake port 7...Intake passage 7a.
...First intake passage 7b...Second intake passage 7C...First expansion chamber 7d...Second
Expansion chamber 10...First throttle valve 11...
Second throttle valve 12...First injection valve 13...
・・Second injection valve ■ Fig. 2
Claims (1)
気を供給する第１吸気通路と、高吸気量域で吸気を供給
ザる第２吸気通路と、第１吸気通路を流−れる吸気量を
制御する第１絞り弁と、第２吸気通路を流れる吸気量を
制御する第２絞り弁と、第１吸気通路に設けられた第１
噴射弁と、第２吸気通路に設けられた第２噴射弁とを備
えたエンジンの吸気装置において、上記第１吸気通路の
第１絞り弁下流に第１拡張室を設けるとともに、この第
１拡張室とは独立して上記第２吸気通路の第２絞り弁下
流に第２拡張至を設けたことを特徴とするエンジンの吸
気装置。(1) A first intake passage that supplies intake air to each cylinder in the entire operating range including the low intake air volume range, a second intake passage that supplies intake air in the high intake air volume range, and a flow through the first intake passage. - a first throttle valve that controls the amount of intake air flowing through the second intake passage; a second throttle valve that controls the amount of intake air that flows through the second intake passage;
In an engine intake system including an injection valve and a second injection valve provided in a second intake passage, a first expansion chamber is provided downstream of the first throttle valve in the first intake passage, and the first expansion chamber is provided downstream of the first throttle valve in the first intake passage. An intake system for an engine, characterized in that a second expansion valve is provided in the second intake passage downstream of the second throttle valve independently of the chamber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58216849A JPS60108529A (en) | 1983-11-17 | 1983-11-17 | Suction device of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58216849A JPS60108529A (en) | 1983-11-17 | 1983-11-17 | Suction device of engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60108529A true JPS60108529A (en) | 1985-06-14 |
| JPH0213130B2 JPH0213130B2 (en) | 1990-04-03 |
Family
ID=16694864
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58216849A Granted JPS60108529A (en) | 1983-11-17 | 1983-11-17 | Suction device of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60108529A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3707805A1 (en) * | 1986-03-20 | 1987-09-24 | Volkswagen Ag | Intake pipe arrangement for multi-cylinder internal combustion engines with fuel injection nozzles |
| EP0444018B1 (en) * | 1990-02-23 | 1994-08-10 | AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List | Internal combustion engine comprising at least two inlet valves per cylinder |
| FR2916245A3 (en) * | 2007-05-16 | 2008-11-21 | Renault Sas | Internal combustion engine e.g. diesel engine, for motor vehicle i.e. diesel type motor vehicle, has manifolds supplying exhaust gas and fresh air mixture to cylinders, such that each of two adjacent cylinders are supplied by one manifold |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58154826U (en) * | 1982-04-09 | 1983-10-17 | トヨタ自動車株式会社 | Internal combustion engine intake system |
-
1983
- 1983-11-17 JP JP58216849A patent/JPS60108529A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58154826U (en) * | 1982-04-09 | 1983-10-17 | トヨタ自動車株式会社 | Internal combustion engine intake system |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3707805A1 (en) * | 1986-03-20 | 1987-09-24 | Volkswagen Ag | Intake pipe arrangement for multi-cylinder internal combustion engines with fuel injection nozzles |
| EP0444018B1 (en) * | 1990-02-23 | 1994-08-10 | AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List | Internal combustion engine comprising at least two inlet valves per cylinder |
| FR2916245A3 (en) * | 2007-05-16 | 2008-11-21 | Renault Sas | Internal combustion engine e.g. diesel engine, for motor vehicle i.e. diesel type motor vehicle, has manifolds supplying exhaust gas and fresh air mixture to cylinders, such that each of two adjacent cylinders are supplied by one manifold |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0213130B2 (en) | 1990-04-03 |
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