JPS6045718A - Intake device for internal-combustion engine - Google Patents
Intake device for internal-combustion engineInfo
- Publication number
- JPS6045718A JPS6045718A JP58153019A JP15301983A JPS6045718A JP S6045718 A JPS6045718 A JP S6045718A JP 58153019 A JP58153019 A JP 58153019A JP 15301983 A JP15301983 A JP 15301983A JP S6045718 A JPS6045718 A JP S6045718A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- intake
- intake pipe
- duct
- opening
- 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
- 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
- F02B27/0294—Actuators or controllers therefor; Diagnosis; Calibration
-
- 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
-
- 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
- F02B75/20—Multi-cylinder engines with cylinders all in one line
-
- 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)
- Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- Exhaust Silencers (AREA)
- Characterised By The Charging Evacuation (AREA)
Abstract
Description
【発明の詳細な説明】
技術分野
本発明は、吸気マニホルドより上流でがっ空気クリーナ
の下流側の吸気管に、これと隣接して容積室を設け、こ
の容積室を吸気管に対して開閉することで吸気の動的効
果の効率的利用を実現した装置に関する。Detailed Description of the Invention Technical Field The present invention provides a volume chamber adjacent to the intake pipe upstream of the intake manifold and downstream of the air cleaner, and the volume chamber can be opened and closed with respect to the intake pipe. This invention relates to a device that realizes efficient use of the dynamic effect of intake air.
従来技術
内燃機関ではその吸気管の寸法を適当に設計することに
より、その吸気管の固有振動数に対応したエンジンの回
転数で吸気の動的効果が生じ体積効率を高め、エンジン
出力、トルクの向上を図ることができる。しかしこの場
合、吸気の動的効果が得られるのは固有振動数の整数倍
に対応した回転数においてである。そこで、吸気の動的
効果が効率的に得られるよう吸気管に隣接して容積室を
設け、その容積室と開閉弁を介して連結し、開閉弁を開
閉するようにしたものが提案されている（例えば特開昭
５５−８７８２１号）。その開閉弁が開のときと閉のと
きとでは吸気管系の固有振動数が違ってくる。そのため
回転数に対するηＶ特性曲線におけるηＶビークを生ず
るエンジン回転数が異なったものを得ることができる。In conventional internal combustion engines, by appropriately designing the dimensions of the intake pipe, a dynamic effect of the intake air occurs at the engine speed corresponding to the natural frequency of the intake pipe, increasing the volumetric efficiency and increasing the engine output and torque. You can improve your performance. However, in this case, the dynamic effect of intake air is obtained at a rotational speed corresponding to an integral multiple of the natural frequency. Therefore, in order to efficiently obtain the dynamic effect of intake air, a system has been proposed in which a volume chamber is provided adjacent to the intake pipe, and the volume chamber is connected to the volume chamber via an on-off valve, and the on-off valve is opened and closed. (For example, Japanese Patent Application Laid-Open No. 55-87821). The natural frequency of the intake pipe system differs when the on-off valve is open and when it is closed. Therefore, it is possible to obtain different engine speeds at which the ηV peak occurs in the ηV characteristic curve with respect to the rotational speed.
従って、エンジン回転数に応じてそれに適合したηＶ特
性曲線となるように開閉弁を開又は閉とすることでエン
ジンの各回転領域で良好なトルク特性を得ることができ
る。しかしながら、この従来技術では、エンジンの吸気
音が大きい問題がある。即ち、バルブが閉のときは、空
気クリーナの取付点が吸気の動的効果における開放端と
して機能することが必要であり、そのためにはエアクリ
ーナのノーズ（外気取入管）の長さを短縮しなければな
らない。しかしながら、ノーズ長を短縮するとエアクリ
ーナの吸気音が増大し、騒音抑制という面では好ましく
ない。Therefore, by opening or closing the on-off valve so as to obtain an ηV characteristic curve that matches the engine speed, good torque characteristics can be obtained in each rotation range of the engine. However, this conventional technology has a problem in that the intake noise of the engine is large. That is, when the valve is closed, the attachment point of the air cleaner must function as an open end for the dynamic effect of the intake air, and for this the length of the air cleaner nose (outside air intake pipe) must be shortened. Must be. However, shortening the nose length increases the intake noise of the air cleaner, which is not preferable in terms of noise suppression.
そこで本出願人はこの改良技術として、容積室と吸気管
とを結、ｇｌｍ ｌのダクトに加えてそれより小径の第
２のダクトを設け、開閉弁により第１のダクトが閉のと
きは第２のダクトによって容積室を共鳴箱として機能さ
せ、騒音の低減を図るようにしたものを既に提案してい
る。Therefore, as an improved technique, the present applicant connects the volume chamber and the intake pipe, and in addition to the GLML duct, a second duct with a smaller diameter is provided, and when the first duct is closed by an on-off valve, the second duct is connected to the intake pipe. A system has already been proposed in which the volume chamber functions as a resonance box using the second duct to reduce noise.
発明の目的
本発明の目的は上記した本出願人の改良に係る装置にお
いて、開閉弁が開のときと閉のときとの吸気音の変化を
可及的に減少することができる吸気装置を提供すること
にある。OBJECTS OF THE INVENTION The object of the present invention is to provide an intake device which is capable of reducing as much as possible the change in intake noise between when the on-off valve is open and when the on-off valve is closed, in the device as improved by the applicant as described above. It's about doing.
発明の構成
本発明における吸気装置では吸気管に隣接して容積室を
設け、吸気管と容積室とは、吸気管の内径と等しいか又
はそれ以上の内径の第１のダクトと吸気管の内径より小
さい内径の第２のダクトとによって相互に連通され、第
１のダクトを開閉する開閉弁を備え、該開閉弁は吸気の
動的効果が得られる運転域ではその運転条件に応じて切
替作動され、吸気の動的効果が得られない運転域にあっ
てはその運転条件に係わらず開又は閉に保持される。Structure of the Invention In the intake device according to the present invention, a volume chamber is provided adjacent to the intake pipe, and the intake pipe and the volume chamber are connected to a first duct having an inner diameter equal to or larger than the inner diameter of the intake pipe, and a first duct having an inner diameter equal to or larger than the inner diameter of the intake pipe. A second duct having a smaller inner diameter communicates with the second duct, and includes an on-off valve that opens and closes the first duct, and the on-off valve is switched according to the operating conditions in an operating range where a dynamic effect of intake air is obtained. In the operating range where the dynamic effect of intake air cannot be obtained, it is kept open or closed regardless of the operating conditions.
実施例
以下図面によって説明する。第１図において１０はエン
ジン本体、１２は吸気マニホルド、１４は吸気管、１６
は空気クリーナである。実施例では、いわゆるユニット
インジェクタ型の燃料噴射装置が搭載されており、吸気
管１４内においてスロットル弁１８の上流に単一のイン
ジェクタ２０が設置されている。Examples will be explained below with reference to the drawings. In Fig. 1, 10 is the engine body, 12 is the intake manifold, 14 is the intake pipe, and 16 is the intake manifold.
is an air cleaner. In the embodiment, a so-called unit injector type fuel injection device is installed, and a single injector 20 is installed upstream of the throttle valve 18 in the intake pipe 14 .
吸気クリーナ１６はその内部にフィルタエレメント１８
を有し、フィルタエレメントを挟み空間２０ 、２２が
設けられ、−万め空間２０は吸気管１４に接続される。The intake cleaner 16 has a filter element 18 therein.
Spaces 20 and 22 are provided with a filter element in between, and the space 20 is connected to the intake pipe 14.
他方め空間２２に外気取入管２８が開口している。An outside air intake pipe 28 opens into the other eye space 22 .
吸気管１４に一定のボリュームを持った容積室３０が連
通管３２を介して接続され、その接続箇所に開閉弁３４
が設げられる。吸気管１４と容積室３０とを結ぶ第１の
ダクト３２はその管路径りが吸気管１４のそれＬ′と等
しいか、又はそれ以上に設定される。この条件によって
吸気の動的効果を開閉弁３４の開閉によって有効利用で
きる。A volume chamber 30 having a certain volume is connected to the intake pipe 14 via a communication pipe 32, and an on-off valve 34 is installed at the connection point.
will be established. The first duct 32 connecting the intake pipe 14 and the volume chamber 30 is set to have a diameter equal to or larger than that L' of the intake pipe 14. Under this condition, the dynamic effect of intake air can be effectively utilized by opening and closing the on-off valve 34.
即ち、開閉弁３４が開のときは、容積室３０のボリュー
ム効果によって等価的に吸気管長が延長したのと同等に
なり、このとき吸気管系の固有振動数は小さい値をとる
。このとき体積効率ηＶはエンジン回転数に対してプロ
ットすると第２図の（イ）の通りであり、エンジン回転
数Ｎ１で１次共振、Ｎ１ ′で２次共振を呈し、夫々の
回転数で体積効率ηＶはピークを持つ。That is, when the on-off valve 34 is open, the length of the intake pipe is equivalently extended due to the volume effect of the volume chamber 30, and at this time, the natural frequency of the intake pipe system takes a small value. At this time, when the volumetric efficiency ηV is plotted against the engine speed, it is as shown in Figure 2 (a), and it exhibits a first-order resonance at the engine speed N1, a second-order resonance at N1', and the volumetric efficiency changes at each speed. The efficiency ηV has a peak.
一方、開閉弁３４が閉のときは、容積室３０ば切離され
るから、開のときに比し吸気管長は等価的に短縮したの
と同じになる。そのため、吸気管系の固有振動数は高く
なる。そのため、体積効率ηＶはエンジン回転数に対し
て第２図の（ロ）の様になり、１次共振点Ｎ２は開閉弁
３４が開の場合の１次共振点Ｎ１より高回転側となる。On the other hand, when the on-off valve 34 is closed, the volume chamber 30 is separated, so the length of the intake pipe is equivalently shortened compared to when it is open. Therefore, the natural frequency of the intake pipe system becomes high. Therefore, the volumetric efficiency ηV becomes as shown in (b) in FIG. 2 with respect to the engine speed, and the primary resonance point N2 is on the higher rotation side than the primary resonance point N1 when the on-off valve 34 is open.
尚、２次共振のピークＮ２ ’も同様Ｎｉ ’より高く
なるが、これは実際上は現れて来ない。Note that the secondary resonance peak N2' is also higher than Ni', but this does not appear in practice.
第２図から開閉弁３４の開閉により体積効率特性は（イ
）と（ロ）との間で変化する。従って、そのピークを結
ぶように開閉弁３４を２つの特性曲線の交点である回転
数Ｎｘ ｐ ＮＶで切替作動することで全回転域でηＶ
を高め・ることができる。そのため第１図の開閉弁３４
は以下のような作動手段に連結される。即ち、開閉弁３
４はロッド３７によってアクチュエータ３６に連結され
る。アクチュエータ３６はロッド３７に連結されるダイ
ヤフラム３６１を持つ。ばね３６２はダイヤフラム３６
１が図の下方に変形するような付勢力を発揮している。From FIG. 2, the volumetric efficiency characteristic changes between (a) and (b) by opening and closing the on-off valve 34. Therefore, by switching the on-off valve 34 at the rotation speed Nx p NV, which is the intersection of the two characteristic curves, so as to connect the peaks, ηV is maintained over the entire rotation range.
It is possible to increase the Therefore, the on-off valve 34 in FIG.
is connected to actuating means such as: That is, the on-off valve 3
4 is connected to the actuator 36 by a rod 37. Actuator 36 has a diaphragm 361 connected to rod 37. The spring 362 is the diaphragm 36
1 exerts a biasing force that deforms downward in the figure.
そのダイヤフラム３６１に３方切替弁３８からの大気圧
又は負圧が選択的に作用する。４０は負圧源としての、
吸気マニホルド１２に設置した負圧取出口である。負圧
取出口４０と３方切替弁３８との間に、スロットル弁１
８が全開時においても十分な負圧レベルを維持するため
の蓄圧タンク４３とチェック弁４１が配置されている。Atmospheric pressure or negative pressure from the three-way switching valve 38 selectively acts on the diaphragm 361. 40 as a negative pressure source,
This is a negative pressure outlet installed in the intake manifold 12. A throttle valve 1 is installed between the negative pressure outlet 40 and the three-way switching valve 38.
A pressure accumulation tank 43 and a check valve 41 are arranged to maintain a sufficient negative pressure level even when the valve 8 is fully open.
３方切替弁３８は電磁式弁として構成され、中央のボー
トが下側のポートと連通ずる黒ぬりの第１位置と、中央
のポートが上側のボートと連通ずる第２位置との間を切
替えることができる。切替弁３８は制御回路４４によっ
て作動される。制御回路４４はエンジン回転数センサ等
のセンサからの信号を受けて３万切替弁３８の駆動を行
う。The three-way switching valve 38 is configured as an electromagnetic valve, and switches between a first position, shown in black, in which the center port communicates with the lower port, and a second position, in which the center port communicates with the upper port. be able to. The switching valve 38 is operated by a control circuit 44. The control circuit 44 drives the 30,000 switching valve 38 in response to signals from sensors such as an engine rotation speed sensor.
第１図において、第１のダクト３２に加えて第２のダク
ト４６が並列に設けられている。この第２のダクトの内
径Ｌ“は第１のダクトのそれより小さく、開閉弁３４が
閉のときに容積室を共鳴室として機能させ特定周波数の
吸気音を低減させることを意図したものである（開閉弁
３４が閉時の領域の吸気音低減）。この場合当然のこと
ながら開閉弁３４が開のときは容積室３６は共鳴室とし
ては機能し得ないが容積として作用するため全周波数の
吸気音が低減する。しかし、開閉弁３４の開閉時には吸
気系諸元が変化するため吸気音に変化はある。In FIG. 1, in addition to the first duct 32, a second duct 46 is provided in parallel. The inner diameter L" of this second duct is smaller than that of the first duct, and is intended to cause the volume chamber to function as a resonance chamber when the on-off valve 34 is closed, thereby reducing intake noise at a specific frequency. (Intake noise reduction in the region when the on-off valve 34 is closed).In this case, of course, when the on-off valve 34 is open, the volume chamber 36 cannot function as a resonance chamber, but since it acts as a volume, all frequencies are Intake noise is reduced.However, since the intake system specifications change when the on-off valve 34 is opened and closed, there is a change in the intake noise.
本発明は開閉弁３４の開閉による吸気音の変化を可能な
限りにおいて避けようとしてなされたものであり、その
アイディアの基礎となるのは次のような知見に基づく。The present invention has been made to avoid changes in intake noise due to opening and closing of the on-off valve 34 as much as possible, and the idea is based on the following knowledge.
即ち、第２図の（イ）。That is, (a) in Figure 2.
（ロ）のようなηＶの回転数に対する特性差は機関の負
荷が大きいときのものであり、負荷が小さいときはこの
ような差はではない。第３図のグラブはこれを示すもの
で、スロットル弁の開度又は吸気管の負圧等によって代
表される負荷に対してηＶの変化特性を回転数を固定し
てプロットしたものである。（ａｌは回転数がＮ１のと
き、（ｂｌは回転数がＮ２のときで、夫々実線は開閉弁
３４が開、破線は開閉弁３４が閉のときである。ここに
Ｎ１ 。The characteristic difference in ηV with respect to the rotational speed as shown in (b) occurs when the load of the engine is large, and such a difference does not occur when the load is small. The graph in FIG. 3 shows this, and is a plot of the change characteristics of ηV against a load represented by the opening of the throttle valve or the negative pressure of the intake pipe, etc., with the rotational speed fixed. (al is when the rotation speed is N1, (bl is when the rotation speed is N2, the solid line is when the on-off valve 34 is open, and the broken line is when the on-off valve 34 is closed. Here, N1.
Ｎ２は第２図に対応していて、開閉弁の開閉によるην
差（スロットル全開時）が最も大きいときである。第３
図より明らかなことは開閉弁３４の開閉によりηＶの差
がでてくるのはある負荷（（ａ）ではｒｌ 、（ｂ）で
はｒ２）以上であり、それ以下ではην差は出ない。こ
れは逆にいえば低負荷側では開閉弁３４は開又は閉どち
らでも支障がないことを意味する。従って、低負荷側で
は開閉弁を固定しておくことにより吸気音のステップ的
な変化をなくすことができる。N2 corresponds to Fig. 2, and ην due to opening and closing of the on-off valve.
This is when the difference (when the throttle is fully open) is the largest. Third
What is clear from the figure is that a difference in ηV occurs due to opening and closing of the on-off valve 34 above a certain load (rl in (a), r2 in (b)), and below that, a difference in ην does not occur. Conversely, this means that on the low load side, there is no problem whether the on-off valve 34 is open or closed. Therefore, by keeping the on-off valve fixed on the low load side, step-like changes in intake noise can be eliminated.
本発明によれば、回転数と、負荷を代表するスロットル
開度又は吸気管負圧などの運転条件パラメータとの組合
せに対し、その組合せが開閉弁の開閉によりην差が出
る、即ち吸気の動的効果を生ずる組合せか否かをマツプ
として記憶しておく。According to the present invention, for a combination of rotational speed and operating condition parameters such as throttle opening or intake pipe negative pressure representing the load, the combination produces a ην difference depending on the opening and closing of the on-off valve, that is, the intake dynamics. Whether or not the combination produces the desired effect is stored as a map.
エンジンの運転中に回転数及び負荷を検知し、その検出
された回転数及び負荷の組合せが吸気の動的効果が得ら
れる運転域か否かを判定する。そして、吸気の動的効果
が得られる回転数及び負荷であれば開閉弁の切替制御を
行い、そうでなければ開閉弁３４はどちらかに固定して
おく。第４図はそのようなマツプの一例であって、エン
ジン回転数と負荷を代表するスロットル開度又は吸気管
圧力との組合せに対−し、斜線を付した領域が開閉弁３
４を閉とする領域を示し、白ぬきの領域は開閉弁を開と
する領域を示す。図中、ｎの線が吸気の動的効果が出始
める負荷のラインを示す。このラインより下側は、開閉
弁３４は開でも閉で良いがこの実施例では閉としている
。The rotational speed and load are detected while the engine is operating, and it is determined whether the detected combination of rotational speed and load is in an operating range where the dynamic effect of intake air can be obtained. Then, if the rotation speed and the load are such that a dynamic effect of intake air can be obtained, switching control of the on-off valve is performed, and if not, the on-off valve 34 is fixed to either one. FIG. 4 is an example of such a map, where the shaded area corresponds to the combination of the engine speed and the throttle opening or intake pipe pressure representing the load.
4 indicates the area where it is closed, and the white area indicates the area where the on-off valve is open. In the figure, the line n indicates the load line where the dynamic effect of intake begins to appear. Below this line, the on-off valve 34 may be open or closed, but in this embodiment it is closed.
第１図において、回転数センサ５１はエンジンのクラン
ク軸の回転数を検知し、その信号を制御回路４４に印加
する。またスロットル弁１８の弁軸に負荷センサとして
のスロットル開度センサ５３が設けられ、負荷の代表と
してのスロットル開度信号が制御回路４４に印加される
。In FIG. 1, a rotation speed sensor 51 detects the rotation speed of the engine crankshaft and applies the signal to the control circuit 44. Further, a throttle opening sensor 53 as a load sensor is provided on the valve shaft of the throttle valve 18, and a throttle opening signal as a representative of the load is applied to the control circuit 44.
制御回路４４は例えばマイクロコンピュータシステムと
して構成することができる。即ぢ、現在のスロットル弁
の開度と回転数とをセンサより入力し、そのとき開閉弁
３４を開閉のどちらにするか制御回路４４中のメモリに
格納した第４図のマツプより判断する。開とずべきとす
れば制御回路４４より切替弁３８に黒のボート位置をと
るような指令が行く。そのため負圧がボート４０．チェ
ック弁４１１Ｍ圧タンク４３．切替弁３８を介してダイ
ヤフラム３６１に導入され、ダイヤフラム３６１はばね
３６２に抗して上方に変位し、第１のダクト３２は開放
する。Control circuit 44 can be configured, for example, as a microcomputer system. Immediately, the current opening degree and rotational speed of the throttle valve are inputted from the sensor, and it is determined whether the on-off valve 34 should be opened or closed based on the map shown in FIG. 4 stored in the memory in the control circuit 44. If it should be opened, a command is sent from the control circuit 44 to the switching valve 38 to take the black boat position. Therefore, the negative pressure is on the boat 40. Check valve 411M pressure tank 43. It is introduced into the diaphragm 361 via the switching valve 38, the diaphragm 361 is displaced upward against the spring 362, and the first duct 32 is opened.
一方開閉弁３４を閉とする領域と認識すれば、制御回路
４４は切替弁３８を第１図の白のボート位置とする。そ
のため、ダイヤフラム３６１に大気圧が作用し、ばね３
６２の力で第１のダクト３２が閉鎖され、容積室３０は
第２のダクト４６ののを介して容積室と連結される。On the other hand, if the control circuit 44 recognizes that the on-off valve 34 is in the closed region, the control circuit 44 sets the switching valve 38 to the white boat position in FIG. Therefore, atmospheric pressure acts on the diaphragm 361, and the spring 3
A force of 62 closes the first duct 32 and connects the volume chamber 30 with the volume chamber via the second duct 46 .
尚、第１図中の負圧タンク４３及びチェック弁４１は高
負荷側でも、ダイヤフラム３６１をばね３６２に抗して
動かすに必要な負圧を確保し、開閉弁３４を制御回路４
４からの信号で確実に動かすことを可能にする。ただし
、開閉弁の駆動頻度によっては負圧クンクの省略は可能
である。Note that the negative pressure tank 43 and check valve 41 in FIG.
The signal from 4 makes it possible to move reliably. However, depending on the driving frequency of the on-off valve, it is possible to omit the negative pressure pump.
発明の効果
本発明では、エンジン回転数と負荷とによって開閉弁の
開閉を制御することで、高負荷側の、切替が本当に必要
なところのみで開閉弁の作動をしている。従って、低負
荷側では回転数に係わらず開閉が行われず吸気音が変化
しない。低負荷側は、市街地での走行が主となることか
ら、実施例のように開閉弁３４を閉に維持し、容積室３
０を共鳴室として機能させることで、市街地走行におｉ
Ｊる騒音を押えることができる。Effects of the Invention In the present invention, by controlling the opening and closing of the on-off valve based on the engine speed and the load, the on-off valve is operated only in areas where switching is really necessary on the high load side. Therefore, on the low load side, opening and closing are not performed regardless of the rotation speed, and the intake noise does not change. Since the low-load side is mainly used for driving in urban areas, the on-off valve 34 is kept closed as in the embodiment, and the volume chamber 3 is
0 functions as a resonance chamber, making it ideal for city driving.
You can suppress the loud noise.
第１図は本発明の全体構成概略図、
第２図はバルブの開閉に応じてηνが回転数によりどの
ように変化するか示す線図、
第３図はバルブの開閉によるｙＶ差が最も大きい回転数
での負荷に応したηＶ変化を示す線図、第４図は本発明
における開閉弁の開閉を回転数及び負荷の組合せに対し
示す図。
１２・・・吸気マニホルド、１６・・・空気クリーナ、
３０・・・容積室、３２・・・第１のダクト、３４・・
・開閉弁、４４・・・制御回路、４６−第２のダクト。
第２図
又は吸気官負比）
第４図
回転数Figure 1 is a schematic diagram of the overall configuration of the present invention. Figure 2 is a diagram showing how ην changes depending on the rotation speed as the valve opens and closes. Figure 3 shows the largest yV difference due to opening and closing of the valve. FIG. 4 is a diagram showing the change in ηV according to the load at the rotation speed, and FIG. 4 is a diagram showing the opening and closing of the on-off valve in the present invention with respect to the combination of the rotation speed and the load. 12...Intake manifold, 16...Air cleaner,
30... Volume chamber, 32... First duct, 34...
- Opening/closing valve, 44... control circuit, 46-second duct. Figure 2 or intake ratio) Figure 4 Rotational speed
Claims (1)
吸気管と容積室とは、吸気管の内径と等しいか又はそれ
以上の内径の第１のダクトと吸気管の内径より小さい内
径の第２のダクトとによって相互に連通され、第１のダ
クトを開閉する開閉弁を備え、該開閉弁は吸気の動的効
果が得られる運転域ではその運転条件に応じて切替作動
され、吸気の動的効果が得られない運転域にあってはそ
の運転条件に係わらず開又は閉に保持される内燃機関の
吸気装置。A volume chamber with a predetermined volume is provided adjacent to the intake pipe of the internal combustion engine,
The intake pipe and the volume chamber are communicated with each other by a first duct having an inner diameter equal to or larger than the inner diameter of the intake pipe and a second duct having an inner diameter smaller than the inner diameter of the intake pipe. The on-off valve is equipped with an on-off valve that opens and closes, and the on-off valve is switched according to the operating conditions in the operating range where the dynamic effect of intake air can be obtained, and in the operating range where the dynamic effect of intake air cannot be obtained, the on-off valve is switched according to the operating conditions. An intake system for an internal combustion engine that is held open or closed regardless of the
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58153019A JPS6045718A (en) | 1983-08-24 | 1983-08-24 | Intake device for internal-combustion engine |
| US06/604,306 US4538556A (en) | 1983-07-11 | 1984-04-26 | Air intake device of an internal combustion engine |
| DE19843416950 DE3416950A1 (en) | 1983-07-11 | 1984-05-08 | AIR SUCTION DEVICE FOR AN INTERNAL COMBUSTION ENGINE |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58153019A JPS6045718A (en) | 1983-08-24 | 1983-08-24 | Intake device for internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6045718A true JPS6045718A (en) | 1985-03-12 |
| JPH0571772B2 JPH0571772B2 (en) | 1993-10-07 |
Family
ID=15553183
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58153019A Granted JPS6045718A (en) | 1983-07-11 | 1983-08-24 | Intake device for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6045718A (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5692719U (en) * | 1979-12-19 | 1981-07-23 |
-
1983
- 1983-08-24 JP JP58153019A patent/JPS6045718A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5692719U (en) * | 1979-12-19 | 1981-07-23 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0571772B2 (en) | 1993-10-07 |
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