JP2008163824A - Intake flow control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an intake flow control device of an internal combustion engine capable of making both compatible; restraint of fuel sticking and an improvement in fuel efficiency. <P>SOLUTION: This intake flow control device of the internal combustion engine 1A has fuel injection means 30 and 40 capable of changing the fuel spraying direction in an intake passage 10, and also has an intake flow control means 25 adjusting an intake flow AR flowing in the intake passage by controlling a valve element 26 for opening-closing, on the upstream side of a position where the fuel injection means inject fuel, and a control means 6A strengthening the intake flow by changing so that the fuel spraying direction becomes the direction along the intake flow adjusted by the intake flow control means, by controlling the fuel injection means in response to opening of the valve element. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an intake air flow control device. More specifically, the present invention relates to an intake flow control device for an internal combustion engine provided with an intake flow control valve in an intake passage.

  2. Description of the Related Art Conventionally, an internal combustion engine in which a fuel injection valve (injector) is disposed in an intake passage, an air-fuel mixture is supplied to a combustion chamber, and a driving force is obtained by burning the mixture is widely known. In general, one fuel injection valve is provided in the middle of one intake passage. For example, Patent Document 1 proposes a fuel injection device provided with a plurality of injectors. This fuel injection device is arranged so that the fuel injection axes of the injectors intersect each other, and changes the ratio of the fuel injection amount from each injector in accordance with the flow velocity of the intake air. Thus, the injected fuel is caused to collide with each other so that the direction of fuel spray is directed to the umbrella portion of the intake valve, thereby reducing fuel adhesion to the wall surface of the intake passage.

JP 2003-314413 A

  By the way, with respect to the internal combustion engine, various improvement proposals have been made in the past, and techniques for improving the combustion efficiency and output in the combustion chamber have been particularly studied. For example, a structure has been proposed in which an intake flow control valve is provided in the intake passage in order to form a vortex called a tumble (longitudinal vortex) or a swirl (lateral vortex) in the combustion chamber. However, since the above-mentioned Patent Document 1 merely proposes a technique for colliding injected fuels and suppressing fuel adhesion to the wall surface, depending on the direction of fuel injection, obstruction of the intake flow Therefore, there is a concern that the intake flow may be disturbed to reduce combustion efficiency and output.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an intake flow control device for an internal combustion engine that can achieve both suppression of fuel adhesion and improvement of fuel efficiency.

  An object of the present invention is to provide an intake flow control device for an internal combustion engine having a fuel injection means capable of changing a fuel spray direction in an intake passage, wherein the valve body is disposed upstream of a position where the fuel injection means injects fuel. Intake flow control means for adjusting the intake flow flowing in the intake passage by opening and closing, and controlling the fuel injection means according to the opening of the valve body, the fuel spray direction is the intake flow control means It can be achieved by an intake air flow control device for an internal combustion engine, further comprising a control means for changing the direction so as to be along the adjusted intake air flow and reinforcing the intake air flow.

  According to the present invention, the control means controls the fuel injection means in accordance with the opening of the valve body, and changes the fuel spray direction so as to be in the direction along the intake flow adjusted by the intake flow control means. To strengthen. Therefore, the fuel efficiency and output of the internal combustion engine can be improved. When the fuel spray is performed along the intake flow as described above, the sprayed fuel smoothly flows downstream along the intake flow, so that adhesion to the peripheral portion can also be suppressed.

  Further, the fuel injection means includes a plurality of fuel injection valves mounted so that fuel spray directions are different from each other, and the control means is configured to control the plurality of fuel injection valves according to the opening degree of the valve body of the intake flow control means. The configuration may be such that fuel is injected by selecting one from the fuel injection valves.

  Further, the fuel injection means includes a plurality of fuel injection valves mounted so that fuel spray directions are different from each other, and the control means is configured to control the plurality of fuel injection valves according to the opening degree of the valve body of the intake flow control means. The fuel injection ratio may be changed to inject the fuel.

  Still further, the fuel injection means includes an injection direction changing structure for changing a fuel spray direction provided in a single fuel injection valve, and the control means determines the opening of the valve body of the intake flow control means. Accordingly, the fuel injection may be performed by controlling the injection direction changing structure.

  The fuel injection direction changing structure may employ a fuel injection valve nozzle body structure having a plurality of types of injection holes with different injection directions, or a fuel injection valve rotating structure that changes the mounting angle of the housing. it can.

  ADVANTAGE OF THE INVENTION According to this invention, the intake flow control apparatus of the internal combustion engine which can make compatible suppression of fuel adhesion and improvement of fuel efficiency can be provided.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram schematically illustrating an outline of an internal combustion engine 1A to which an intake air flow control device according to a first embodiment is applied. In the internal combustion engine 1 </ b> A, a piston 3 is disposed in a cylinder 2 so as to be movable up and down like a conventional internal combustion engine. A combustion chamber 4 is formed above the piston 3. A spark plug 5 is provided so as to face the combustion chamber 4. Further, an intake port 10 as an intake passage for supplying intake air and an exhaust port 20 for discharging generated exhaust gas are connected to the combustion chamber 4. An intake valve 11 is provided at the opening of the intake port 10 on the combustion chamber 4 side, and an exhaust valve 21 is provided at the exhaust port 20. The intake passage includes an intake manifold and an intake duct connected upstream of the intake port 10. An air cleaner, an air flow meter, a throttle valve, and the like are appropriately arranged in the middle of the intake passage, but these are not shown here.

  In the intake port 10 of the internal combustion engine 1A, a tumble flow control valve 25 is disposed as an intake flow control means for generating a tumble flow TS that promotes combustion in the combustion chamber 4. The tumble flow control valve 25 adjusts the intake flow AR flowing in the intake port 10 under the control of the ECU 6A described later, and generates the tumble flow TS in the combustion chamber 4. More specifically, by setting the valve body 26 in the rising posture, a drift is formed in which the intake flow AR flows in one direction (upper inner wall in FIG. 1) in the intake port 10. By flowing this uneven flow into the combustion chamber 4, a tumble flow TS can be formed, and homogeneous combustion of the air-fuel mixture can be promoted. As a result, the internal combustion engine 1A improves combustion efficiency and output. The drift can be changed by the rising degree of the valve body 26 (opening degree of the intake port), and the tumble flow TS formed in the combustion chamber 4 can be adjusted accordingly.

  The tumble flow control valve 25 has the plate-like valve body 26 that opens and closes the inside of the intake port as described above. The valve body 26 is rotatable around a support shaft 27 set on the lower side of the inner wall of the intake port 10. A driving force of an actuator 28 is connected to the support shaft 27, and the valve body 26 is opened and closed by the actuator 28. The actuator 28 is controlled by an ECU 6A described later.

  The valve body 26 illustrated in FIG. 1 is rotated counterclockwise from the state where the flow passage area (cross-sectional area) in the intake port 10 is the most open (the valve body 26 is lying on the lower wall surface). The rotation angle θ changes. When the rotation angle θ is set to a large value and the valve body 26 rises to a posture, the intake port is most throttled, and a relatively strong tumble flow TS can be formed in the combustion chamber 4. The “opening degree” of the valve body 26 takes into account the size of the flow path area in the intake port 10, and when the valve body 26 is laid down, the opening degree is large and a large flow path area is secured. This is the case. Therefore, the rotation angle θ and the “opening degree” have a reverse relationship in magnitude. That is, when the rotation angle θ of the valve body 26 is large, the flow path area in the intake port 10 is narrowed, so the opening degree is small.

  Next, the configuration of fuel injection provided in the intake port 10 will be described. Generally, an internal combustion engine includes a fuel injection valve (injector) at a predetermined position of an intake port. The injector is normally mounted (installed) in a fixed posture. Therefore, the direction of fuel spray from the injector is generally constant and cannot be changed. However, in the case of the structure employing the tumble flow control valve 25 as in the present embodiment device, the state of the intake air flow AR flowing in the intake port changes depending on the opening of the valve body 26. As described above, when the tumble flow TS is formed in the combustion chamber 4, the valve body 26 is in a standing posture, and a biased flow that is offset upward is formed. Further, the direction of the intake air flow AR changes depending on the rotation angle θ of the valve body 26.

  In this way, the direction of the intake flow AR changes, whereas the direction of fuel spray is generally constant. Therefore, when the opening degree of the valve body 26 is changed, a state in which the direction of the intake air flow AR and the direction of the fuel spray do not match (intersect) frequently occurs. When the fuel spray direction and the intake air flow direction intersect, the tumble flow formed for improving combustion in the combustion chamber 4 is attenuated. This point will be described with reference to FIG.

  FIG. 2 is a schematic diagram for explaining the relationship between the rotation angle of the valve body of the tumble flow control valve disposed in the intake port and the spray direction of the injector. In order to facilitate understanding of the description here, in FIG. 2, the same reference numerals are used for portions corresponding to the components shown in FIG.

  FIG. 2A schematically shows a state when a strong tumble flow is formed. At this time, the valve body 26 of the tumble flow control valve assumes a posture in which the rotation angle θ1 rises to about 90 degrees. As a result, the flow passage area in the intake port 10 is reduced, and the intake flow AR-1 rises. The flow is along the lower surface of the wall. In this case, if the fuel spray direction FE-1 from the injector IN-1 is set along the lower surface of the intake port 10, the generated intake air flow AR-1 can be strengthened. Therefore, the mounting angle A1 of the injector IN-1 in this case is preferably a relatively small angle along the upper wall of the intake port 10.

  On the other hand, FIG. 2 (B) schematically shows a state when a medium tumble flow is formed. At this time, the valve body 26 of the tumble flow control valve 25 is at the rotation angle θ2, and the rotation angle is smaller than that in the case of (A), and the posture becomes a little lying. Here, the flow path in the intake port 10 is expanded to about half (the opening degree is increased), and the intake flow AR-2 becomes a flow that is shifted to the upper half from the center. In this case, the mounting angle A2 of the injector IN-2 is set to be larger than the mounting angle A1 in (A), and the fuel spray direction FE-2 is adjusted so as to follow the intake air flow AR-2. Would be preferable.

  However, in the past, since the injector mounting angle is constant, there is no intake flow control device having a configuration that satisfies the requirements described with reference to FIG. The apparatus according to this embodiment has a new configuration that satisfies such a requirement.

  In addition, the fuel injection device of Patent Document 1 pointed out earlier causes the sprays to collide with each other by performing fuel spray from two injectors, and changes the spray direction at the fuel spray amount ratio. As a result, the spray direction after the collision is directed to the umbrella portion of the intake valve to reduce fuel adhesion to the peripheral portion. On the other hand, in this embodiment, the fuel is sprayed from the injector so as to follow the flow of the intake flow AR adjusted by the tumble flow control valve, thereby strengthening the intake flow AR and promoting combustion in the combustion chamber. Is. Further, by performing fuel spray along the intake flow AR, the sprayed fuel can be put on the intake flow AR and smoothly flowed downstream to suppress adhesion to the peripheral portion. From this point of view, the internal combustion engine 1A of the first embodiment is configured.

  With reference to FIG. 1 again, a configuration relating to fuel injection provided in the internal combustion engine 1A will be described. Two injectors with different mounting angles are installed above the intake port 10. The first injector 30 has a mounting angle α with respect to a horizontal line, and the injection hole 31 for injecting fuel is set downstream of the tumble flow control valve 25. The second injector 40 is installed on the downstream side of the first injector 30. The second injector 40 is set at the mounting angle β, and the injection hole 41 is set downstream of the injection hole 31.

  The mounting angle α of the first injector 30 is set smaller than the mounting angle β of the second injector 40. In other words, the first injector 30 is set in a posture in which it is laid down more than the second injector 40. For example, the first injector 30 is selected when the rotation angle θ of the valve body 26 is larger than 60 degrees and forms a relatively strong tumble flow (when the opening degree of the valve body 26 is small). And inject fuel. On the other hand, the second injector 40 is selected when the rotation angle θ of the valve body 26 is 60 degrees or less and forms a tumble flow up to a medium to low level and when the tumble flow is not formed. Let spray. In the internal combustion engine 1A, fuel injection from either the first injector 30 or the second injector 40 is performed with a predetermined reference angle θp as a boundary.

  The internal combustion engine 1 is entirely controlled by an ECU (Electronic Control Unit) 6A. The ECU 6A includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output circuit, and the like (not shown). The ECU 6A is supplied with outputs from various sensors such as a crank angle sensor, a cylinder temperature (water temperature) sensor, and an accelerator sensor. The ECU 6A smoothly drives the internal combustion engine 1 by appropriately controlling the ignition timing of the spark plug 5 and the drive timing of the intake / exhaust valves 11 and 21 based on these outputs. For this purpose, the ROM stores a program in which various processes executed by the CPU are described. In the case of the present embodiment, particularly, the injectors 30 and 40 are selectively employed in accordance with the opening degree of the valve body 26 of the tumble flow control valve 25, and appropriate fuel injection is performed. Stores a program that promotes efficient combustion control. That is, the ECU 6A functions as a control means for controlling the fuel injection means in accordance with the opening degree of the valve body 26. In this embodiment, the ECU 6A selectively employs the injectors 30 and 40 to reinforce the intake air flow so that the fuel spray direction is along the intake air flow AR adjusted by the tumble flow control valve 25.

  FIG. 3 is a flowchart showing an example of a routine executed by the ECU 6A. The ECU 6A activates this routine when, for example, an ignition switch of the internal combustion engine is turned on. The ECU 6A checks whether or not the rotation angle θ of the valve body 26 exceeds a preset reference angle θp (for example, 60 degrees) (S101). Thus, the reference angle θp used for the determination is stored in the ROM and can be called up when necessary. Further, as described above, the output of the plurality of sensors is supplied to the ECU 6A to control the driving of the internal combustion engine 1A as a whole. Under this control, the ECU 6A forms a tumble flow TS in the combustion chamber 4 as required based on the output of the sensor. At that time, the ECU 6 </ b> A supplies a drive signal to the actuator 28 to change the opening degree of the valve body 26. Therefore, the rotation angle θ of the valve body 26 can be confirmed by the ECU 6A itself.

  When the rotation angle θ exceeds the reference angle θp in step S101, the ECU 6A sets the opening degree in the intake port 10 to be small and forms a strong tumble flow so that the intake flow flows along the wall surface in the port. It is a situation. Therefore, the ECU 6A selects the first injector 30 with a small mounting angle and executes fuel spray (S102).

  On the other hand, when the rotation angle θ is equal to or smaller than the reference angle θp, the flow passage area in the intake port 10 is ensured to be a certain level or more. In this case, the intake air flow is adjusted so as not to form a tumble flow or to form a relatively weak tumble flow. Therefore, the ECU 6A selects the second injector 40 having a large mounting angle and executes fuel spray (S103).

  As described above, the ECU 6A of the internal combustion engine 1A changes the injectors 30 and 40 that inject fuel according to the opening degree of the valve body 26 of the tumble flow control valve 25. At this time, the ECU 6A strengthens (assists) the intake air flow by selecting an injector whose spray direction is close to the flow of the intake air flow AR adjusted by the tumble flow control valve 25. Therefore, the internal combustion engine 1A can improve the combustion efficiency and output by strengthening the tumble flow formed in the combustion chamber 4.

  Further, the fuel injected along the intake air flow AR is in a state where it flows along the flow. As a result, the fuel injected from the injectors 30 and 40 can flow into the combustion chamber 4 while being prevented from scattering around. Therefore, the effect that scattering and adhesion to the peripheral part of the injected fuel can be suppressed can also be expected.

  Furthermore, Embodiment 2 of the present invention will be described with reference to FIGS. FIG. 4 is a diagram schematically illustrating an outline of the internal combustion engine 1B to which the intake air flow control device according to the second embodiment is applied. In FIG. 2, the same parts as those of the internal combustion engine 1 </ b> A of the first embodiment are denoted by the same reference numerals, and redundant description will be omitted.

  In the first embodiment described above, the ECU 6A injects fuel from one of the first injector 30 and the second injector 40 depending on whether or not the rotation angle θ of the valve body 26 is equal to or larger than the reference angle θp. It was. In contrast, in the second embodiment, the ECU 6B can simultaneously inject fuel from the first injector 30 and the second injector 40. When fuel is simultaneously injected from two injectors in this way, the two spray directions are merged into one merged spray direction V. The merging spray direction V can be changed by adjusting the injection ratio (ratio for merging) of the first injector 30 and the second injector 40, so that the intake air flow adjusted by the tumble flow control valve 25 at that time It can be controlled to match the direction of. Therefore, according to the second embodiment, the tumble flow can be more reliably enhanced. The merging spray direction V is set based on the horizontal line HL as in the case of the mounting angle.

  FIG. 5 is a diagram showing the range of the merging spray direction V. As shown in this figure, the merging spray direction V is an angle range between the mounting angle α of the first injector 30 and the mounting angle β of the second injector 40. Depending on the injection ratio (0 to 100%) of the first injector 30 and the second injector 40, the merging spray direction V can be arbitrarily set within this angular range. In FIG. 4, the mounting angle β of the second injector 40 is set larger than in the case of FIG. 1 of the first embodiment. Thus, the merging spray direction V can be set in a wider range.

  FIG. 6 is a diagram showing an example of the relationship between the rotation angle θ of the valve body 26 and the target fuel ratio. The vertical axis in FIG. 6 indicates the injection ratio (fuel injection rate) between the injectors, where the total amount of fuel injection is 100%. In the case of Example 2, the merging spray direction V can be changed to a plurality of stages. That is, as compared with the case of the first embodiment, the fuel spray direction can be changed so as to be in the direction along the intake flow in response to the change in the opening degree of the valve body 26. Therefore, a plurality of (four in this case) reference angles that are one in the first embodiment are set on the horizontal axis of FIG.

  The horizontal axis is set such that the injection rate of the first injector 30 increases as the rotation angle θ of the valve body 26 increases. The first first reference angle θp0 is a case where a tumble flow is not formed or a weak tumble flow is formed. In this case, the injection rates of the first injector 30 and the second injector 40 are set to 50% each. On the other hand, the last fourth reference angle θpE is the case where the rotation angle θ is maximum and the strongest tumble flow is formed. In this case, fuel is injected only from the first injector 30. The second reference angle θp1 and the third reference angle θp2 are set between the first reference angle θp0 and the fourth reference angle θpE so that the spray direction can be changed more finely. is there. Reference angle data as shown in FIG. 6 is also stored in the ROM so that the ECU 6B can read and use it appropriately.

  In the case of the second embodiment, the mounting angle β of the second injector 40 is set larger than that of the first embodiment as described above. Therefore, injecting fuel from only the second injector 40 is not preferable because the fuel is sprayed onto the inner wall surface of the intake port 10. Therefore, when the rotation angle θ is equal to or less than the first reference angle θp0, the injection ratio of the first injector 30 is set to at least about 50%, and the combined spray direction V is designed to face the combustion chamber.

  FIG. 7 is a flowchart showing an example of a routine executed by the ECU 6B. Also in the case of this ECU 6B, this routine is started when, for example, the ignition switch of the internal combustion engine is turned on. The ECU 6B checks whether or not the rotation angle θ of the valve body 26 exceeds a preset first reference angle θp0 (S201). When the rotation angle θ is less than the first reference angle θp0 in step S201, the ECU 6B determines that the opening degree in the intake port 10 is set to be considerably large. Therefore, the ECU 6B sets the target fuel ratio (the first injector 30 is 50% and the second injector 40 is 50%) according to less than the first reference angle θp0, and executes fuel spray (S202).

  On the other hand, when the rotation angle θ is equal to or larger than the first reference angle θp0 (S201), it is further confirmed whether the rotation angle θ exceeds the second reference angle θp1 (S203). If the rotation angle θ is less than the second reference angle θp1 in step S203, it is determined that the opening degree in the intake port 10 is set to a medium level. Therefore, the ECU 6B sets the target fuel ratio (55% for the first injector 30 and 45% for the second injector 40) according to less than the second reference angle θp1, and executes fuel spray (S204).

  Similarly, the ECU 6B determines the magnitude of the rotation angle θ using the third reference angle θp2 (S205). When the rotation angle θ is less than the third reference angle θp2, target fuel ratios (75% for the first injector 30 and 25% for the second injector 40) are set (S206). If the rotation angle is equal to or greater than the third reference angle θp2, the ECU 6B determines that the rotation angle is substantially close to the maximum reference angle θpE (S207), and the target fuel ratio (the first injector 30 is 100% and the second The fuel spray with the injector 40 set to 0% is executed (S208), and the processing by this routine is completed.

  As described above, in the case of the ECU 6B of the internal combustion engine 1B according to the second embodiment, the fuel is generated by changing the combined spray direction V by changing the injection ratio of the injectors 30 and 40 according to the opening degree of the valve body 26. To spray. Therefore, the intake flow can be strengthened by more reliably adjusting the spray direction to follow the flow of the intake flow AR. Therefore, the internal combustion engine 1B according to the second embodiment can enhance the tumble flow formed in the combustion chamber 4 more reliably and improve the combustion efficiency and output.

  Furthermore, Embodiment 3 of the present invention will be described with reference to FIGS. FIG. 8 is a diagram schematically illustrating an outline of the internal combustion engine 1C to which the intake air flow control device according to the third embodiment is applied. The description of the third embodiment will be omitted, and the description will focus on the differences from the first and second embodiments.

  In the first and second embodiments, a plurality of injectors (two in the above example) are provided. Then, by switching from the injector that injects the fuel, or by appropriately adjusting the injection ratio of the injector that injects the fuel at the same time, the spray direction of the fuel becomes the direction along the intake flow adjusted by the tumble flow control valve 25. It was like that. That is, in the first and second embodiments, a plurality of injectors (fuel injection valves) having different fuel spray directions are employed as the fuel injection means. However, the form of the fuel injection means that can be employed in the present invention is not limited to the case where a plurality of injectors are provided as described above. The third embodiment described below is an intake flow control device for an internal combustion engine that employs a single injector and is configured to obtain the same effects as the first and second embodiments.

  In FIG. 8, one injector 50 is provided in the intake port 10. The injector 50 is also controlled by the ECU 6C as in the first and second embodiments. The injector 50 is designed so that the fuel spray direction can be changed by an injection direction changing structure not shown here. The ECU 6C controls the injection direction changing structure simultaneously with the fuel injection timing of the injector 50 to appropriately change the injection direction. Thus, the intake flow is reinforced by the injected fuel as in the first and second embodiments.

  FIG. 9 is a diagram showing the relationship between the rotation angle θ of the valve body 26 and the fuel spray angle γ of the injector 50 on the horizontal reference shown in FIG. The spray angle γ is set to be smaller as the rotation angle θ is larger, that is, as the opening is smaller. The ECU 6C stores data as shown in FIG. 9 in the ROM, and changes the spray angle γ of the injector 50 in accordance with the rotation angle θ to enhance the intake air flow.

  FIG. 10 is a view showing an example of a configuration that can be adopted as the injection direction changing structure of the injector 50. (A) has shown about the case where the spray angle (gamma) is changed with the nozzle hole formed in the nozzle body of the injector 50. FIG. The nozzle body of the injector 50 is formed with injection holes 51a and 51b having different spray angles γ1 and γ2. The needle valve 52 disposed in the nozzle body is formed by an inner needle 52a and an outer needle 52b. These are driven by an actuator 53 to open one of the nozzle holes 51a and 51b and inject fuel. The actuator 53 is controlled by the ECU 6C. Therefore, the intake flow can be enhanced by fuel injection by changing the injection direction according to the opening degree of the valve body 26 with the single injector 50.

  (B) shows a case where the mounting angle δ is changed by adding a rotating structure to the injector 50. The housing 56 of the injector 50 is set so as to be rotatable about a fulcrum 57, and is rotated by the actuator 55 so that the mounting angle δ can be changed in the range of δ1 to δ2. The actuator 55 is controlled by the ECU 6. Therefore, also in the case of (B), the intake flow can be enhanced by fuel injection by changing the injection direction according to the opening degree of the valve body 26 with the single injector 50.

  In the case of FIG. 10B, the actuator 55 can be driven to set the mounting angle γ in the range of γ1 to γ2, so that the fuel injection direction is substantially changed to a plurality of stages as in the case of the second embodiment. it can. In the case of FIG. 10A, when each injection hole is set so that the injected fuel sprays do not interfere with each other, fuel injection is performed by switching the injection hole to any one. However, the direction of the nozzle holes may be set so as to interfere with each other. In this case, if the lift amount of the inner needle 52a and the outer needle 52b is adjusted and injected at the same time, the synthetic spray can be performed. Therefore, in this case, the fuel spray direction can be changed to a plurality of stages as in the second embodiment.

  FIG. 11 is a flowchart showing an example of a routine executed by the ECU 6C of the injector having two injection holes with different spray angles shown in FIG. 10A as the injection direction changing structure. The ECU 6C checks whether or not the rotation angle θ of the valve body 26 exceeds a preset reference angle θp (for example, 60 degrees) (S301). If the rotation angle θ exceeds the reference angle θp in step S301, the ECU 6C performs fuel spraying by controlling the nozzle hole of the first spray angle γ1 having a small spray angle to open (S302). On the other hand, when the rotation angle θ is equal to or smaller than the reference angle θp, the ECU 6C performs fuel spraying by controlling so that the nozzle hole of the second spraying angle γ2 having a large spraying angle is opened (S303).

  In the case of the third embodiment described above, a single injector is provided, and the intake flow is strengthened by controlling the spray direction to follow the flow of the intake flow AR as in the first or second embodiment. Can be made.

  In the above embodiment, the case where the tumble flow control valve 25 is employed as the intake flow control means to form a tumble flow (vertical vortex flow) in the combustion chamber 4 has been described. However, the present invention is not limited to this, and the intake flow control means may be a swirl flow control valve that forms a swirl flow (lateral vortex flow). In the first and second embodiments, the case where two injectors (fuel injection valves) are provided is illustrated, but of course, three or more injectors may be used.

  Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the specific embodiments, and various modifications and changes can be made within the scope of the gist of the present invention described in the claims. It can be changed.

1 is a diagram schematically illustrating an outline of an internal combustion engine 1A to which an intake air flow control device according to a first embodiment is applied. FIG. It is a schematic diagram for demonstrating the relationship between the rotation angle of the valve body of the tumble flow control valve arrange | positioned at the intake port, and the spray direction of an injector, (A) is a model when forming a strong tumble flow (B) schematically shows a state when a medium tumble flow is formed. It is the flowchart which showed an example of the routine performed by ECU. It is the figure which showed typically the outline of the internal combustion engine 1B to which the intake flow control apparatus which concerns on Example 2 is applied. It is the figure shown about the range of the merging spray direction. It is the figure which showed the example of relationship between rotation angle (theta) of the valve body 26, and a target fuel ratio. It is the flowchart which showed an example of the routine performed by ECU. It is the figure which showed typically the outline of 1 C of internal combustion engines with which the intake air flow control apparatus which concerns on Example 3 is applied. It is the figure shown about the relationship between the rotation angle of a valve body, and the fuel spray angle of an injector. It is the figure which showed an example of the structure which can be employ | adopted as an injection direction change structure of an injector. It is the flowchart which showed an example of the routine performed by ECU of the injector which has two nozzle holes from which the spray angle shown in FIG. 10 (A) differs.

Explanation of symbols

1 (1A, 1B, 1C) Internal combustion engine 6 (6A, 6B, 6C) ECU (control means)
10 intake passage 20 fuel injection system 25 tumble flow control valve (intake flow control means)
26 Valve body 30 First injector (fuel injection valve)
40 Second injector (fuel injection valve)
AR intake flow TS tumble flow

Claims (5)

An intake air flow control device for an internal combustion engine comprising a fuel injection means capable of changing a fuel spray direction in an intake passage,
An intake flow control means for adjusting an intake flow flowing in the intake passage by controlling opening and closing of a valve body upstream of a position where the fuel injection means injects the fuel;
The fuel injection means is controlled in accordance with the opening of the valve body, and the fuel spray direction is changed to be along the intake flow adjusted by the intake flow control means, thereby strengthening the intake flow. An intake flow control device for an internal combustion engine, further comprising a control means. The fuel injection means includes a plurality of fuel injection valves mounted so that fuel spray directions are different from each other,
2. The control unit according to claim 1, wherein the control unit selects one of the plurality of fuel injection valves and injects fuel according to an opening degree of the valve body of the intake flow control unit. An intake air flow control device for an internal combustion engine. The fuel injection means includes a plurality of fuel injection valves mounted so that fuel spray directions are different from each other,
The said control means changes the fuel-injection ratio of these fuel injection valves according to the opening degree of the said valve body of the said intake flow control means, and injects a fuel, It is characterized by the above-mentioned. An intake air flow control device for an internal combustion engine. The fuel injection means includes an injection direction changing structure for changing a fuel spray direction provided in a single fuel injection valve,
2. The intake of the internal combustion engine according to claim 1, wherein the control unit controls the injection direction changing structure to inject fuel according to an opening degree of the valve body of the intake flow control unit. Flow control device. The fuel injection direction changing structure includes a fuel injection valve nozzle body structure having a plurality of types of injection holes having different injection directions, or a fuel injection valve turning structure for changing a housing mounting angle. The intake flow control device for an internal combustion engine according to claim 4.

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