JP2005307888A - Intake device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the detection precision of an air quantity of intake air taken into an internal combustion engine, and prevent the attachment of contamination to an air quantity detecting part that detects the air quantity of intake air. <P>SOLUTION: In this intake device 10, one end of a tubular intake manifold 14 is connected to an intake port 26 of an engine 12, and the other end of the intake manifold 14 is connected to a throttle body 38 having a throttle valve 36. On the downstream side of the throttle valve 36 in the intake manifold 14, a bypass passage 52 is formed, and an air flow meter 62 capable of detecting the air quantity of intake air is disposed in the bypass passage 52. Part of intake air flowing in the intake manifold 14 is branched to flow to the bypass passage 52, and the air quantity of intake air is detected by the air flow mater 62. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an intake device for an internal combustion engine for causing the internal combustion engine to suck intake air, and more specifically, an intake device for an internal combustion engine having an air amount detection unit capable of measuring the air amount of the intake air. About.

  2. Description of the Related Art Conventionally, an internal combustion engine used in a vehicle or the like is connected to an intake manifold for sucking intake air into a cylinder serving as a combustion chamber. An intake valve that can switch the communication state between the intake manifold and the intake manifold is provided. Then, when the intake valve is opened, intake air is drawn into the cylinder through the intake manifold.

  The intake manifold is provided with a throttle valve for adjusting the flow rate (air amount) of intake air flowing inside the intake manifold, and is drawn into the cylinder by opening and closing the throttle valve. The amount of intake air is adjusted. On the upstream side of the throttle valve, an air flow sensor is provided as means for measuring and detecting the amount of intake air flowing through the intake manifold, and a detection signal detected by the air flow sensor is output to the control circuit, An air amount (mass or volume) of the intake air sucked into the cylinder is calculated from the detection signal. Thereafter, an optimum fuel injection amount corresponding to the operating state of the internal combustion engine is calculated with respect to the air amount, and a control signal is output to the fuel injection device based on the result calculated by the control circuit, so that the inside of the cylinder Fuel is injected into the tank.

  In an intake device having such a measuring means, an air flow rate sensor for detecting the amount of intake air taken into the cylinder is provided upstream of the throttle valve. For example, the vehicle is accelerated rapidly. In this case, when the throttle valve is rapidly opened, the intake air for filling the inside of the intake manifold in the negative pressure state in addition to the intake air actually sucked into the cylinder Introduced into the interior. As a result, the amount of air detected by the air flow rate sensor is the sum of the intake air actually sucked into the cylinder and the intake air filled into the intake manifold.

  Therefore, a detection device such as a pressure sensor is provided in the intake manifold separately from the air flow sensor, and the pressure value of the intake air inside the intake manifold is detected by the detection device. The engine is controlled by estimating the amount of intake air actually sucked into the cylinder by subtracting it from the total amount of air detected by the air flow sensor. .

  However, in the intake device having the above-described measuring means, the amount of intake air taken into the cylinder is estimated based on the amount of air detected by an air flow sensor provided upstream of the throttle valve. Therefore, there is a problem that the amount of air actually taken into the cylinder cannot be accurately grasped, and the fuel injection amount performed based on the air amount cannot be controlled with high accuracy.

  Further, since the air flow rate sensor is provided on the upstream side of the throttle valve in the intake manifold, the timing at which the air flow rate sensor detects the amount of intake air, and the intake valve is opened so that the intake air is the fuel. At the same time, there will be a time difference between the timing of intake into the cylinder.

  Furthermore, since it is necessary to provide a detection device such as a pressure sensor in order to estimate the amount of air filled in the intake manifold, the manufacturing cost of the entire intake device having the measuring means increases.

  In order to solve such a problem, an air flow rate sensor is provided on the downstream side of the throttle valve in the intake manifold, so that the air flow rate sensor is inhaled as compared with the case where the air flow rate sensor is provided on the upstream side. The time difference between the timing of detecting the amount of air and the timing at which the intake air is opened into the cylinder together with the fuel by opening the intake valve is reduced, and the amount of air actually sucked into the cylinder There is known an intake device having a measuring means capable of grasping the above.

  As an intake device having such a measuring means, as shown in FIG. 4, the air flow rate sensor 1 for detecting the amount of intake air is downstream of the throttle valve 4 in the vicinity of the cylinder 3 in the intake manifold 2. The air flow rate sensor 1 is disposed so as to protrude into the passage 5 of the intake manifold 2.

  When the throttle valve 4 is in the open state shown in FIG. 4, the intake air is supplied from the upstream side of the intake manifold 2 to the throttle valve 4 and the surge tank 6 provided between the throttle valve 4 and the intake manifold 2. Through the passage 5 of the intake manifold 2, the intake valve 7 is opened and sucked into the cylinder 3. At that time, the amount of intake air flowing through the intake manifold 2 is detected by the air flow sensor 1, and fuel is injected from the fuel injection valve 8 based on the flow rate and mixed with the intake air. It is introduced into the internal combustion engine (for example, see Patent Document 1).

Japanese Patent No. 2887111

  By the way, in the prior art according to Patent Document 1, when the air flow sensor 1 is provided on the downstream side of the throttle valve 4, the intake air flow is disturbed on the downstream side of the throttle valve 4 due to the opening / closing operation of the throttle valve 4. There is. For this reason, it may be difficult to accurately measure the amount of intake air by the air flow sensor 1.

  Further, on the downstream side of the throttle valve 4, unburned gas generated in the cylinder 3 of the internal combustion engine may enter the intake manifold 2 through the intake port under the opening / closing action of the intake valve 7, and the exhaust gas. When exhaust gas recirculation control is performed to recirculate the exhaust gas to the internal combustion engine for the purpose of removing harmful components contained in the gas, the exhaust gas is placed downstream of the throttle valve 4 in the intake manifold 2. Reflux. Therefore, there is a concern that the detection portion protruding into the passage 5 of the air flow sensor 1 is contaminated by the unburned gas or the exhaust gas, and the detection accuracy by the air flow sensor 1 is lowered.

  The present invention has been made in consideration of the above-described problems, and improves the accuracy of detecting the amount of intake air taken into the internal combustion engine, and also attaches dirt to the air amount detector that detects the amount of air. An object of the present invention is to provide an intake device for an internal combustion engine that can prevent the above-described problem.

In order to achieve the above-mentioned object, the present invention opens and closes a throttle valve connected to an intake manifold that constitutes an internal combustion engine, thereby allowing intake air to be sucked into the internal combustion engine through a main intake passage of the intake manifold. In an intake device for an internal combustion engine in which fuel is injected that adjusts the air amount and becomes an injection amount according to the air amount,
The intake manifold is provided separately from the main intake passage, and communicates with the main intake passage;
An air amount detection unit that is provided in the auxiliary intake passage and detects an amount of intake air taken into the internal combustion engine;
With
At least one of one end and the other end of the auxiliary intake passage is connected to the downstream side of the throttle valve in the intake manifold.

  According to the present invention, the intake manifold constituting the internal combustion engine is provided with the auxiliary intake passage separately from the main intake passage of the intake manifold, and communicates with the main intake passage. Then, at least one of one end and the other end of the auxiliary intake passage is connected to the downstream side of the throttle valve in the intake manifold, and the auxiliary intake passage is circulated by the air amount detection unit provided in the auxiliary intake passage. The amount of intake air to be detected is detected.

  Therefore, since the air amount detection unit can be provided at a position closer to the internal combustion engine via the auxiliary intake passage with respect to the intake manifold, the timing at which the air amount of the intake air is detected by the air amount detection unit, and the fuel It is possible to suppress a time difference that occurs between the time when the intake air into which the air is injected is sucked into the internal combustion engine. As a result, it is possible to detect the air amount of the intake air with an air amount detector provided at a position closer to the internal combustion engine, and to inject the fuel with the optimal injection amount based on the air amount. It is possible to perform engine control in real time from the fuel injection amount and the intake air amount.

  Further, for example, unburned gas from the internal combustion engine or exhaust gas when exhaust gas recirculation control is performed by recirculating exhaust gas in the intake manifold flows downstream of the throttle valve in the intake manifold. Even in this case, since the air amount detection unit for detecting the air amount of the intake air is provided in the auxiliary intake passage, unburned gas or the like flowing through the main intake passage of the intake manifold touches the air amount detection unit. And will not get dirty. Therefore, it is possible to prevent a decrease in detection accuracy by the air amount detection unit, and it is possible to detect the air amount of the intake air reliably and with high accuracy.

  Further, the one end portion of the auxiliary intake passage is connected to the upstream side of the intake manifold, and the other end portion of the auxiliary intake passage is connected to the downstream side of the intake manifold, whereby the other end portion of the auxiliary intake passage is The intake manifold can be positioned close to the internal combustion engine. As a result, since the air amount detection unit is provided through the auxiliary intake passage, it is not affected by the disturbance of the intake air flow generated inside the main intake passage during the opening / closing operation of the throttle valve. The degree of freedom of layout in which the amount detection unit is arranged increases, and the amount of intake air flowing through the auxiliary intake passage can be detected reliably and with high accuracy.

  Furthermore, one end of the auxiliary intake passage may be connected to the intake manifold, and the other end of the auxiliary intake passage may be connected to the upstream side of the throttle valve in the intake manifold. For example, when exhaust gas recirculation control is performed by recirculating unburned gas from an internal combustion engine or exhaust gas inside the intake manifold, the exhaust gas is circulated downstream of the throttle valve in the intake manifold. There is. Even in such a case, by connecting one end of the auxiliary intake passage on the upstream side to the upstream side of the throttle valve, unburned gas or the like does not flow through the auxiliary intake passage, and the air The quantity detector does not touch the unburned gas or the like. Therefore, it is possible to prevent a decrease in detection accuracy by the air amount detection unit, and it is possible to reliably and highly accurately detect the amount of intake air.

  Furthermore, a communication passage that connects the auxiliary intake passage and the main intake passage to each other is formed between the main intake passage and the auxiliary intake passage of the intake manifold, and the auxiliary intake passage is connected to the auxiliary intake passage via the communication passage. It is preferable to provide a pressure adjusting mechanism for holding the pressure of the intake air flowing through the main intake passage and the pressure of the intake air flowing through the auxiliary intake passage so as to be substantially equal. Accordingly, there is an advantage that the pressure of the intake air flowing through the main intake passage of the intake manifold and the pressure of the intake air flowing through the auxiliary intake passage can be maintained substantially evenly.

  According to the present invention, the following effects can be obtained.

  That is, a sub-intake passage is provided on the downstream side of the throttle valve separately from the main intake passage of the intake manifold, and the air amount of the intake air is provided by the air amount detection unit provided at a position close to the internal combustion engine via the sub-intake passage. It is possible to suppress a time difference that occurs between the timing at which this is detected and the timing at which intake air into which fuel is injected is sucked into the internal combustion engine. As a result, since it becomes possible to inject the fuel with the optimum injection amount based on the air amount of the intake air detected by the air amount detection unit, the fuel injection amount and the air amount of the intake air are determined in real time. The engine can be controlled.

  Further, even when, for example, unburned gas in the internal combustion engine flows in the main intake passage of the intake manifold, the unburned gas flowing through the main intake passage is provided because the air amount detection unit is provided in the auxiliary intake passage. It is possible to reduce dirt and the like from adhering to the air amount detection unit due to gas or the like, and it is possible to prevent a decrease in detection accuracy by the air amount detection unit.

  A preferred embodiment of an intake device for an internal combustion engine according to the present invention will be described below and described in detail with reference to the accompanying drawings.

  In FIG. 1, reference numeral 10 denotes an intake device for an internal combustion engine according to the first embodiment of the present invention.

  This intake device 10 is provided in an engine (internal combustion engine) 12 mounted on a vehicle or the like, and measures the amount of intake air taken into the engine 12 via an intake manifold (intake manifold) 14. It is. Examples of the vehicle on which the engine 12 is mounted include an automobile and a motorcycle.

  As shown in FIG. 1, the engine 12 is provided with a piston 20 in a cylinder chamber 18 formed inside the engine body 16 so as to be displaceable along an axial direction. By changing the internal volume, intake, compression, combustion, and exhaust strokes in the engine 12 are performed. The piston 20 outputs the driving force of the engine 12 via the connecting rod 22 and the crankshaft 24.

  An intake port 26 and an exhaust port 28 are opened in the cylinder chamber 18 of the engine 12, and an intake valve 30 is provided in the intake port 26, while an exhaust valve 32 is provided in the exhaust port 28. . A spark plug 34 is provided above the cylinder chamber 18 between the intake port 26 and the exhaust port 28.

  The intake port 26 is connected to a tubular intake manifold 14 into which intake air is introduced from the outside of the vehicle. A throttle body 38 having a throttle valve 36 is provided. An air cleaner 42 is connected to the throttle body 38 via an intake pipe 40, and intake air is taken into the intake manifold 14 from the outside through the air cleaner 42. At that time, dust or the like contained in the intake air is suitably removed by the air cleaner 42.

  In this case, a tank portion 43 having a predetermined capacity is formed at an end portion of the intake manifold 14 to which the throttle valve 36 is connected.

  An intake passage (main intake passage) 44 through which intake air flows is formed inside the intake manifold 14, and an injector 46 functioning as a fuel injection valve is provided at one end of the intake manifold 14 connected to the intake port 26. It is disposed so as to face the intake port 26. Then, fuel is injected from the injector 46 into the intake passage 44 of the intake manifold 14 by an electrical signal from a control unit (not shown).

Further, one end of a tubular bypass pipe (sub-intake passage) 50 is connected to the tank portion 43 of the intake manifold 14, and the other end of the bypass pipe 50 is connected to the pipe wall 48 of the intake manifold 14. Has been. The bypass passage 52 formed inside the bypass pipe 50 is formed into a narrower tube than the intake passage 44 of the intake manifold 14. The first connection end 54 that is one end of the bypass pipe 50 is not limited to the case where the first connection end 54 is connected to the tank portion 43, and the first connection end 54 is connected to the throttle body in the intake manifold 14. It is only necessary that the second connection end portion 56 connected to the side 38 and the other end portion side is connected to the engine body 16 side in the intake manifold 14.

  That is, the first connection end 54 is connected to an arbitrary position in the intake manifold 14 on the downstream side of the throttle body 38, while the second connection end 56 is closer to the cylinder chamber 18 in the intake manifold 14. It is good to connect to.

  The bypass passage 52 is connected to the intake passage 44 of the intake manifold 14 via the first opening 58 formed on the first connection end 54 side and the second opening 60 formed on the second connection end 56 side. And communicate with each other.

  That is, the intake air flowing through the intake manifold 14 is introduced into the bypass passage 52 of the bypass pipe 50 from the first connection end 54 and is again introduced into the intake manifold 14 through the second connection end 56. The

  In other words, the intake air flowing through the intake passage 44 is divided into the intake passage 44 and the bypass passage 52 from the first connection end 54 of the bypass pipe 50, and the intake air flowing through the bypass pipe 50 is , The second connection end 56 joins again to the intake passage 44.

  On the other hand, the bypass pipe 50 is provided with an air flow meter (air amount detector) 62 for detecting the amount of intake air flowing through the bypass passage 52. The air flow meter 62 functions as an air amount detection unit, and is provided at a position where the flow of intake air flowing through the bypass passage 52 is in a stable laminar flow state.

  The air flow meter 62 includes, for example, a detection unit 64 in which a platinum thin film is deposited on a silicon substrate, and the detection unit 64 that is held at a constant temperature in advance by the intake air flowing around the detection unit 64. And the amount of current supplied to the detection unit 64 changes in order to maintain the temperature of the detection unit 64 at a constant temperature. A hot-wire system that detects the mass flow rate of the intake air in the bypass passage 52 by detecting the amount of change in current is employed.

  The air flow meter 62 that functions as the air amount detection unit is not limited to the above-described hot-wire type, and a resistance member that serves as a flow path resistance is provided inside the bypass passage 52, and is provided downstream of the resistance member. Detects volume flow of intake air by detecting Karman vortex type that detects volume flow of intake air by detecting vortex generated, and rotation angle of flap pushed by intake air flowing through bypass passage 52 Of course, a flap type or the like may be adopted.

  The intake device 10 for an internal combustion engine according to the first embodiment of the present invention is basically configured as described above. Next, the operation and effects thereof will be described.

  First, as shown in FIG. 2, in a state where the engine 12 is started, the driver operates an accelerator pedal (not shown) to open the throttle valve 36, and the intake valve 30 is separated from the intake port 26. In the intake stroke in which the piston 20 is displaced downward, the intake air is introduced into the intake manifold 14 through the air cleaner 42 (see FIG. 1) by the intake negative pressure from the cylinder chamber 18.

  At this time, a part of the intake air introduced into the intake passage 44 of the intake manifold 14 through the throttle valve 36 is transferred from the first connection end portion 54 of the bypass pipe 50 to the inside of the bypass passage 52 from the tank portion 43. The amount of intake air introduced and flowing through the bypass passage 52 is detected by an air flow meter 62 provided in the bypass pipe 50. The amount of intake air is detected by the air flow meter 62 in a laminar flow state in which the flow is stable inside the bypass passage 52.

  Then, the intake air flowing through the bypass passage 52 of the bypass pipe 50 joins again to the inside of the intake passage 44 of the intake manifold 14 via the second connection end portion 56 and is sucked through the intake passage 44. The air is sucked into the cylinder chamber 18 together with air.

  At this time, the amount of intake air detected by the air flow meter 62 is output as a detection signal to a control unit (not shown), and the control unit calculates an optimal fuel injection amount based on the detection signal. Then, a control signal based on the fuel injection amount calculated in the control unit is output to the injector 46, so that the intake port 26 with respect to the intake air flowing in the intake passage 44 of the intake manifold 14 is supplied. In the vicinity of, fuel is injected from the injector 46, and an air-fuel mixture in which the fuel and intake air are mixed is sucked into the cylinder chamber 18.

  As described above, in the first embodiment of the present invention, the intake manifold 14 for sucking intake air into the cylinder chamber 18 of the engine 12 has the throttle body 38 that adjusts the amount of intake air. A bypass pipe 50 is provided at a position on the downstream side. The bypass pipe 50 communicates with the intake passage 44 of the intake manifold 14 and is configured to allow a portion of the intake air flowing through the intake passage 44 to flow. The bypass pipe 50 is provided with an air flow meter 62 for detecting the flow rate of the intake air.

  Thus, the air flow meter 62 can be disposed at a position closer to the cylinder chamber 18 of the engine 12 in the intake manifold 14 via the bypass pipe 50. Therefore, the time difference between the timing at which the intake air is detected by the air flow meter 62 and the timing at which the fuel injected by the injector 46 is mixed and the intake air is sucked into the cylinder chamber 18 can be suppressed. . In other words, it is possible to reduce the difference between the amount of intake air detected by the air flow meter 62 and the amount of intake air actually mixed into the cylinder chamber 18 after the fuel injected from the injector 46 is mixed. It becomes.

  Furthermore, since the intake manifold 14 and the intake pipe 40 have a predetermined length along the pipe line through which the intake air flows, intake pulsation may occur when the intake air flows through the intake passage 44. is there. Even in such a case, by providing the air flow meter 62 at a position close to the cylinder chamber 18, an advantage that the influence of the intake pulsation can be reduced can be obtained.

  In addition, since the air flow meter 62 can detect an air amount close to the amount of intake air actually sucked into the cylinder chamber 18, the fuel injection amount injected based on the air amount is controlled with high accuracy. It becomes possible. As a result, it is possible to optimize the air-fuel ratio, which is the ratio between the amount of intake air sucked into the cylinder chamber 18 and the amount of fuel injected with respect to the intake air. Engine control can be performed.

  Further, for example, when unburned gas generated in the cylinder chamber 18 of the engine 12 enters the intake manifold 14 through the intake port 26 downstream of the throttle valve 36 under the opening action of the intake valve 30, Even when exhaust gas flows when performing circulation control, the bypass passage 52 of the bypass pipe 50 is formed with a smaller diameter than the intake passage 44 of the intake manifold 14, so that the unburned gas or the like is bypassed by the bypass passage 52. Inflow is suppressed.

  As a result, dirt such as unburned gas is prevented from adhering to the detection unit 64 of the air flow meter 62 provided in the bypass pipe 50, so that the accuracy of detection of the amount of intake air by the air flow meter 62 is reduced. Can be prevented.

  Further, conventionally, it has been difficult to dispose an air flow sensor at a position where the flow of intake air is disturbed when the throttle valve is opened and closed. Therefore, the air amount of the intake air flowing through the bypass pipe 50 is reliably and accurately detected without being affected by the disturbance of the intake air flow generated when the throttle valve 36 is opened and closed. be able to.

  As a result, the degree of freedom in layout in which the air flow meter 62 is disposed in the intake device 10 can be increased as compared with the case where the air flow sensor 1 is disposed directly on the pipe line of the conventional intake manifold 2. it can.

  Furthermore, since a detection device such as a pressure sensor that has been conventionally required to detect the amount of intake air filled in the intake manifold 2 is not required, the cost of the intake device 10 can be reduced. There is an advantage that you can.

  Next, an intake device 100 for an internal combustion engine according to a second embodiment is shown in FIG. The same components as those of the intake device 10 for an internal combustion engine according to the first embodiment described above are denoted by the same reference numerals, and detailed description thereof is omitted.

  In the intake device 100 for an internal combustion engine according to the second embodiment, a first tank portion 104 having a predetermined capacity is formed at the end of the intake manifold 102 on the throttle body 38 side, and the intake manifold 102 A pipe (sub-intake passage) 106 is connected to the pipe wall 48 on the downstream side of the throttle body 38, and the pipe 106 and the first tank portion 104 are connected by a communication path 108. This is different from the intake device 10 for an internal combustion engine according to the embodiment.

  A connection end 110 connected to the pipe wall 48 of the intake manifold 102 is formed at one end of the pipe 106, and an opening end 112 opening toward the outside is formed at the other end. ing. A second tank 114 having a predetermined capacity and wider than the pipe 106 is formed between the connection end 110 and the open end 112 of the pipe 106. The opening end 112 of the pipe 106 may be connected to the air cleaner 42 separately from the intake pipe 40 connected to the intake manifold 102 (two-dot chain line shape in FIG. 3). In other words, the opening end 112 may be connected to a position on the upstream side of the throttle valve 36.

  That is, the intake air is introduced into the intake manifold 102 through the intake pipe 40 via the air cleaner 42, and at the same time, the intake air is introduced into the pipe 106 through the open end 112 of the pipe 106.

  In addition, a pipe 116 through which intake air flows is formed inside the pipe 106, and the pipe 116 is formed in a narrower tube than the intake passage 44 of the intake manifold 102.

  A communication path 108 connected to the first tank section 104 is connected between the open end 112 and the second tank section 114 in the pipe 106, and inside the pipe 106 facing the communication path 108. Is provided with a pressure adjusting mechanism 118 (for example, a pressure adjusting valve) for balancing the pressure difference generated between the intake air in the intake manifold 102 and the intake air in the pipe 106.

  That is, the pressure adjusting mechanism 118 is adjusted so that the pressure of the intake air flowing through the intake passage 44 of the intake manifold 102 and the pressure of the intake air flowing through the inside of the pipe 106 are always substantially equal.

  Further, an air flow meter 62 for detecting the amount of intake air flowing through the inside of the pipe 106 is provided on the downstream side of the second tank portion 114 in the pipe 106.

  With this configuration, in the intake device 100 for an internal combustion engine according to the second embodiment, the intake air flowing through the pipe 106 is directly introduced from the open end 112 of the pipe 106, Intake air of a different system from the intake air flowing through the intake manifold 102 can be circulated. Accordingly, even when unburned gas generated in the cylinder chamber 18 of the engine 12 enters the downstream side of the throttle valve 36 in the intake manifold 102 or exhaust gas when performing exhaust gas recirculation control flows, The unburned gas or the like can be prevented from flowing into the pipe 106.

  Therefore, it is prevented that dirt due to the unburned gas or the like adheres to the detection unit 64 of the air flow meter 62 provided in the pipe 106, and the accuracy of detecting the flow rate of the intake air by the air flow meter 62 is further reduced. Can be effectively prevented.

  Here, the intake devices 10 and 100 for the internal combustion engine according to the first and second embodiments described above may be applied to a single-cylinder engine having a single cylinder chamber 18, or a plurality (for example, 4 May be applied to a multi-cylinder engine having the cylinder chamber 18). When the intake devices 10 and 100 are applied to a multi-cylinder engine, a bypass pipe 50 or a pipe 106 is provided in an intake manifold branched into a plurality according to the number of cylinder chambers 18, and the bypass passage 52 and An air flow meter 62 may be provided in the pipe line 116 of the pipe 106 to detect the flow rate of the intake air flowing through the bypass pipe 50 or the pipe 106.

  As described above, by adopting the intake devices 10 and 100 in the multi-cylinder engine, for example, it is possible to grasp the cylinder in the intake stroke by the rotation angle sensor provided on the crankshaft 24, the camshaft or the like. Based on the detection signal from the rotation angle sensor, the air flow meter 62 can grasp the amount of intake air sucked into each cylinder chamber, and the fuel injection amount from the injector 46 based on the air amount. By controlling the above, it is possible to perform engine control with higher accuracy.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic configuration explanatory view showing an intake device for an internal combustion engine according to a first embodiment of the present invention. FIG. 2 is a schematic enlarged configuration explanatory view showing the vicinity of an intake device in an intake stroke in which an intake valve of the internal combustion engine of FIG. 1 is separated from an intake port. It is a schematic structure explanatory drawing which shows the intake device of the internal combustion engine which concerns on the 2nd Embodiment of this invention. It is a partially expanded schematic structure explanatory drawing of the intake device which concerns on a prior art.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10,100 ... Intake device 12 ... Engine 14,102 ... Intake manifold 16 ... Engine main body 18 ... Cylinder chamber 20 ... Piston 26 ... Intake port 30 ... Intake valve 34 ... Spark plug 36 ... Throttle valve 38 ... Throttle body 42 ... Air cleaner 44 ... Intake passage 46 ... Injector 48 ... Pipe wall 50 ... Bypass piping 52 ... Bypass passage 54 ... First connection end 56 ... Second connection end 62 ... Air flow meter 64 ... Detector 106 ... Pipe 108 ... Communication passage 110 ... Connection End 112 ... Open end 116 ... Pipe line 118 ... Pressure adjustment mechanism

Claims (4)

By opening and closing a throttle valve connected to an intake manifold constituting the internal combustion engine, an air amount of intake air taken into the internal combustion engine through a main intake passage of the intake manifold is adjusted, and an injection corresponding to the air amount is performed. In an intake device of an internal combustion engine in which a quantity of fuel is injected,
The intake manifold is provided separately from the main intake passage, and communicates with the main intake passage;
An air amount detection unit that is provided in the auxiliary intake passage and detects an amount of intake air taken into the internal combustion engine;
With
An intake device for an internal combustion engine, wherein at least one of one end and the other end of the auxiliary intake passage is connected to a downstream side of the throttle valve in the intake manifold. The apparatus of claim 1.
One end of the auxiliary intake passage is connected to the upstream side of the intake manifold, and the other end of the auxiliary intake passage is connected to the downstream side of the intake manifold. apparatus. The apparatus of claim 1.
One end portion of the auxiliary intake passage is connected to the intake manifold, and the other end portion of the auxiliary intake passage is connected to an upstream side of the throttle valve in the intake manifold. Intake device. The apparatus of claim 3.
A communication passage is formed between the main intake passage and the auxiliary intake passage of the intake manifold to connect the auxiliary intake passage and the main intake passage to each other. The auxiliary intake passage is connected to the auxiliary intake passage via the communication passage. An intake device for an internal combustion engine, comprising: a pressure adjusting mechanism that holds the pressure of intake air flowing through the main intake passage and the pressure of intake air flowing through the auxiliary intake passage so as to be substantially equal.

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