JP2009144659A - Intake device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an intake device of an internal combustion engine capable of reducing the harmful components contained in the exhaust gas by a simple structure since an intake air and a vaporized fuel can be sufficiently mixed by promoting the vaporization of a fuel during the cold start of an engine. <P>SOLUTION: This intake device of an internal combustion engine comprises an engine electronic control unit 16 which has an intake air flow control valve 13 disposed in an intake pipe 11, controls the air flow introduced into a combustion chamber 2b by controlling the intake air flow control valve 13, and controls the temperature of the intake air sucked into the intake pipe 11. The intake device further comprises an intake heater 14 installed in the intake air flow control valve 13 and heating the intake air. The engine electronic control unit 16 controls the temperature of the intake heater 14 so that heat can be transferred from the intake heater 14 to the intake air. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an intake device for an internal combustion engine that controls the airflow and temperature of intake air taken into the engine.

Generally, immediately after the engine is started at a low temperature, the temperature of the cylinder inner wall of the engine and the intake air is low, so that the injected fuel is not sufficiently vaporized. Therefore, more fuel than usual is used to improve the air-fuel ratio. Is sprayed. As a result, the fuel introduced into the combustion chamber does not completely burn, and more harmful substances such as unburned HC (Hydro Carbon) than normal combustion are discharged from the combustion chamber together with the exhaust gas.
Also, in an exhaust gas aftertreatment device for removing unburned HC and the like mixed in the exhaust gas, immediately after the engine is started at a low temperature, the catalyst in the exhaust gas aftertreatment device is inactive at a low temperature. Therefore, removal of unburned HC and the like is insufficient. In order to reduce harmful substances in the exhaust gas at the time of such engine cold start, an intake device for an internal combustion engine that controls the flow and temperature of the intake air introduced into the combustion chamber has been proposed.

Conventionally, as an intake device of this type of internal combustion engine, an intake flow control valve disposed in an intake pipe is provided, and the intake air flow introduced into the combustion chamber is controlled by opening and closing the intake flow control valve. It is known (see, for example, Patent Document 1).
In the conventional intake device for an internal combustion engine, a main opening that allows air to pass is formed at the upper end that is one of the rotational ends of the intake flow control valve, and the main opening is formed at the lower end of the intake flow control valve. A sub-opening having an opening area smaller than the opening area of the part is formed. The intake air flow control valve increases the flow rate of the intake air and the in-cylinder tumble flow of the intake air, and generates a negative pressure in the intake port portion to promote fuel vaporization. That is, an appropriate air-fuel mixture is formed by synergistic effect of high-speed intake air flow and reduced-pressure boiling of fuel due to negative pressure to improve fuel combustion and reduce harmful substances in exhaust gas. ing.

Further, as an intake device for a conventional internal combustion engine, there is also known an intake device that includes a heating means and a forced cooling means to adjust the temperature of intake air of the engine (see, for example, Patent Document 2).
This conventional internal combustion engine intake device includes an intake core that exchanges heat in contact with intake air sent to an intake port of the engine, a heating unit that heats the intake core, a forced cooling unit that forcibly cools the intake core, And a control device that controls the heating means and the forced cooling means. When the engine load is small, such as during cold start, the control device is configured to heat the intake air by the heating means to promote fuel vaporization. When the engine load is shifted to the larger one, the forced cooling means The intake core is cooled to suppress the occurrence of knocking. In this way, by adjusting the temperature of the intake air by the control device, harmful components of the exhaust gas are reduced particularly when the engine load is small, such as during cold start.
JP 2004-44459 A JP 2002-276482 A

  However, in the conventional intake device of the internal combustion engine that controls the air flow of the intake air, although the mixture is improved by the synergistic effect of the high speed of the air flow of the intake air and the reduced pressure boiling of the fuel due to the negative pressure, When starting the engine at a low temperature, the temperature of the intake air flow control valve is lower than the intake air because the temperature of the cylinder inner wall of the engine and the intake air are low, and the temperature of the intake air flow control valve is low. In addition, there is a problem that the effect of improving the air-fuel mixture due to the increase in airflow is reduced.

  In a conventional internal combustion engine intake system that adjusts the temperature of intake air, engine cooling water is supplied into the intake core disposed in the intake passage, and the intake air passes through the intake core from the cooling water. The temperature of the intake air is adjusted by exchanging heat. Therefore, a circulation passage connected in parallel to the radiator for supplying engine cooling water to the intake core, a bypass passage connected to bypass the radiator, a pump for supplying cooling water, and a circulation passage There is a problem that the entire apparatus becomes a large and complicated structure, such as providing a control valve arranged at a connection portion between the bypass passage and the bypass passage. Further, when the intake flow control valve is provided on the downstream side of the intake core, the intake air heated in the intake core is cooled by the intake flow control valve. There was a problem that the heating effect was halved.

  The present invention has been made to solve the above-described conventional problems, and facilitates the vaporization of fuel when starting the engine at a low temperature, and can sufficiently mix the intake air and the vaporized fuel. An object of the present invention is to provide an intake device for an internal combustion engine that can reduce harmful components in exhaust gas with a simple structure.

  In order to achieve the above object, an intake system for an internal combustion engine according to the present invention includes (1) an intake air flow control valve disposed in an intake pipe, and an air flow introduced into a combustion chamber by controlling the intake air flow control valve. An intake device for an internal combustion engine, comprising: an intake air flow control means for controlling; and an intake air temperature control means for controlling the temperature of the intake air drawn into the intake pipe. The intake air temperature control means comprises the intake air flow control valve. And an intake heater mounted on the intake heater, and heat is transmitted from the intake heater to the intake air.

  With this structure, the intake air flow rate is increased by the intake air flow control valve to generate a tumble flow of the intake air, and the vaporization of the fuel is promoted. In addition, heat is transferred from the intake heater attached to the intake flow control valve to the intake air, and at least the temperature of the intake air is prevented from decreasing in the vicinity of the intake flow control valve, and effective heat transfer to the intake air Fuel vaporization is promoted.

  In the intake device for an internal combustion engine described in (1) above, preferably, (2) the intake flow control valve has an upstream side surface portion that receives the intake air, and the intake heater is disposed on the upstream side. Mounted on the side.

  With this configuration, since the surface of the intake heater is in direct contact with the intake air, heat is directly transferred from the generated intake heater to the intake air.

  In the internal combustion engine intake device according to (1) or (2), preferably, (3) the intake heater has a heat transfer fin that contacts intake air upstream of the intake flow control valve. Is done.

  With this configuration, the surface of the heat transfer fin is in direct contact with the intake air, so that heat is reliably transferred from the heated intake heater to the intake air.

  In the intake device for an internal combustion engine according to the above (1) to (3), preferably, (4) the intake flow control valve is formed of a flat plate-shaped intake flow control valve, and the intake flow control valve is When in the closed state, the intake flow control valve is configured to intersect with the axis of the intake passage in the intake pipe at an intersection angle of 30 degrees or more and less than 80 degrees.

  With this configuration, when the intake flow control valve is in the closed state, the crossing angle is 30 degrees or more and less than 80 degrees and the intake flow control valve intersects the axis of the intake passage, so that the crossing angle is close to 90 degrees, The surface area of the intake heater mounted on the intake flow control valve is increased to an extent effective for heat transfer, and heat transfer from the generated intake heater to the intake air becomes more reliable.

  (1) The intake device for an internal combustion engine according to (1) to (4), wherein (5) the intake air temperature control means detects an intake air temperature upstream of the intake air flow control valve; An intake air flow control valve temperature sensor for detecting the temperature of the intake air flow control valve; and an engine speed sensor for detecting the rotational speed of the engine of the internal combustion engine, the intake air temperature sensor and the intake air flow control valve temperature. The heating of the intake heater is started based on the detected temperature detected by the sensor, and the heating is stopped based on the detected rotational speed detected by the engine speed sensor.

  With this configuration, the intake heater is reliably heated when necessary, such as when the engine is started, based on the detected temperature detected by both temperature sensors.

  In the intake device for an internal combustion engine according to (5), preferably, (6) when the intake temperature control means has a detected temperature of the intake air temperature sensor higher than a detected temperature of the intake air flow control valve temperature sensor. And the heating of the intake heater is started.

  With this configuration, when the intake air temperature is higher than the intake flow control valve temperature and the effect of intake flow control is likely to be reduced, the intake heater is heated, and the air-fuel mixture improvement effect by the intake flow control valve is sufficient. Can be demonstrated.

  According to the present invention, heat is transmitted to the intake flow control valve by the intake heater attached to the intake flow control valve, and the effect of intake flow control is surely exhibited even at the time of engine start, etc. Fuel vaporization can be further promoted. As a result, combustion of the fuel is improved with a simple structure, and harmful substances in the exhaust gas can be reduced.

  Hereinafter, a first embodiment of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a partial cross-sectional view of an engine to which an intake device for an internal combustion engine according to a first embodiment of the present invention is applied.

First, the configuration of an intake device for an internal combustion engine will be described.
As shown in FIG. 1, an intake device 10 according to the present embodiment constitutes an engine 1, and the engine 1 includes a cylinder block 2, a cylinder head 3, a piston 4, an intake valve 5, an exhaust gas. A valve 6, an injector 7, and an intake device 10 are included. The engine 1 in the present embodiment is a multi-cylinder internal combustion engine mounted on an automobile, for example, a gasoline engine, similarly to a known one. A diesel engine or other multi-cylinder internal combustion engine may be used.

  The cylinder block 2 has a plurality of cylinders 2a in which reciprocating pistons 4 are accommodated, and a combustion chamber 2b is defined by the cylinders 2a, a lower part 3a of the cylinder head 3, and an upper part 4a of the pistons 4. . The upper part 4a of the piston 4 is formed with irregularities for causing an airflow of an air-fuel mixture such as a swirl flow.

  The cylinder head 3 has an intake port portion 3b for intake into each cylinder 2a and an exhaust port portion 3c for exhaust from each cylinder 2a. An intake device 10 is attached to the inlet portion of the intake port portion 3b, and an exhaust pipe (not shown) is attached to the outlet portion of the exhaust port portion 3c. An intake valve 5 is provided at the intake air inlet of each combustion chamber 2b, and the intake is opened and closed at a predetermined timing via an intake camshaft (not shown). An exhaust valve 6 is provided at an exhaust gas outlet of each combustion chamber 2b, and the outlet is opened and closed at a predetermined timing via an exhaust camshaft (not shown). A spark plug (not shown) is disposed below the cylinder head 3 so as to be exposed in each combustion chamber 2b.

  Further, an injector 7 is provided in the vicinity of the inlet portion of the intake port portion 3b so that fuel is injected from the injection port into the intake port portion 3b in the form of a mist according to the operating state of the engine 1. It has become. The fuel is, for example, gasoline, but may be an alcohol fuel made of ethanol or methanol, or a mixed fuel in which gasoline and alcohol are mixed.

  FIG. 2 is a cross-sectional view of the intake device for the internal combustion engine according to the first embodiment of the present invention, and FIG. 2A is a cross-sectional view showing a cross section taken along the line BB in FIG. 2B shows a state in which the intake flow control valve is closed, and FIG. 2B is a cross-sectional view showing a cross section taken along line AA in FIG. 2A, and shows a state in which the intake flow control valve is closed. (C) is sectional drawing which shows the AA arrow cross section of Fig.2 (a), and shows the state which opened the intake flow control valve.

As shown in FIG. 2A, the intake device 10 includes an intake pipe 11, a rotating shaft 12, an intake flow control valve 13, an intake heater 14, a servo motor 15, and an engine electronic control unit (ECU). 16.
As shown in FIG. 1, the intake device 10 is arranged such that the intake flow control valve 13 is positioned in the vicinity of the inlet portion of the intake port portion 3b.

The intake pipe 11 is made of a hollow pipe formed of resin or metal, and is connected to an air cleaner (not shown) at one end and connected to the inlet portion of each intake port 3b at the other end. An intake passage 11a is formed inside the intake pipe 11, and intake air flowing from the air cleaner is circulated and supplied to the intake port portion 3b.
A throttle valve (not shown) is provided in the middle of the intake passage 11a so that the intake air amount supplied to each cylinder 2a of the intake air flowing from the air cleaner is adjusted according to the depression amount of the accelerator (not shown). It has become.

  The rotation shaft 12 is made of a cylinder such as resin or metal, and has an end connected to the servo motor 15 and a bearing (not shown) provided on the side surface portion 11 b of the intake pipe 11 and a side surface portion 11 c of the intake pipe 11. It is rotatably held by the intake pipe 11 through a bearing (not shown). An intake flow control valve 13 is fixed to the rotating shaft 12 by a joining means such as welding or a fastening means such as screwing.

The intake flow control valve 13 is made of a flat plate made of resin or metal, and has substantially the same outer shape as the inner part of the cross section of the intake pipe 11, and as shown in FIG. when is the closed state, the intake air flow control valve 13 is adapted to to 80 degrees to the axis of the intake passage 11a intersect at an intersection angle theta ₁ of 90 degrees, to block the intake passage 11a.

  In addition, the intake flow control valve 13 is formed with an opening 17 for allowing intake air to pass between the upper inner wall surface 11d of the intake pipe 11 when the intake flow control valve 13 is closed. This opening 17 causes the in-cylinder tumble flow to occur even when the intake flow control valve 13 is in the closed state. Further, by opening the intake flow control valve 13 according to the operating state of the engine 1, the opening area between the upper inner wall surface 11d of the intake pipe 11 is increased, and the flow velocity of the intake air passing through the opening portion is increased. As a result, the tumble flow is increased. In addition, when the engine 1 is in a normal operation when the engine 1 is warmed or in an operation state that does not require a tumble flow, such as when the amount of intake air is large, the intake flow control valve 13 is opened as shown in FIG. In this state, the intake air is supplied into the intake port portion 3b.

  FIG. 3 is a perspective view of the intake air flow control valve in the intake device for the internal combustion engine according to the first embodiment of the present invention.

  As shown in FIG. 3, the intake heater 14 as the intake air temperature control means is composed of, for example, a planar silicon rubber heater, and has an outer shape substantially similar to the outer shape of the intake flow control valve 13. It is joined to the side surface portion on the upstream side of the valve 13. The intake heater 14 has a heat generation pattern portion 14a formed by bending, and terminal portions 14b and 14c. A conductive wire 14d is connected to the terminal portion 14b, and the conductive wire 14d is connected to the inside of the rotating shaft 12. It passes through the end of the rotating shaft 12 and is connected to an external energizing unit (not shown). Similarly, a lead wire 14e is connected to the terminal portion 14c, and the lead wire 14e passes through the inside of the turning shaft 12 and is connected to an external energizing portion (not shown) from the end of the turning shaft 12. This energization unit is configured to include a transformer and a switch. Based on a command from the engine electronic control unit 16 using a battery as a power source, the ON / OFF timing of the intake heater 14, the energization amount to the intake heater 14, and the like Is to control.

The intake heater 14 is formed with a predetermined watt density (W / cm ² ), for example, and can be heated up to a maximum of 200 ° C. to 250 ° C. The heating characteristics such as the predetermined watt density (W / cm ² ) and the maximum heating temperature (° C.) are appropriately selected based on the vehicle model, the engine specifications, the design conditions such as the size of the intake flow control valve 13 and the like.

  The servo motor 15 is composed of, for example, an electric motor or a hydraulic motor, and is connected to the end of the rotating shaft 12. The servo motor 15 rotates the rotating shaft 12 according to a control signal output from the engine electronic control unit 16. The angle and rotation speed are controlled.

  The engine electronic control unit 16 operates with a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores processing programs, a RAM (Random Access Memory) that temporarily stores data, and a battery as a power source. It includes an EEPROM (Electronically Erasable and Programmable Read Only Memory) composed of possible non-volatile memory, an input interface circuit including an A / D converter and a buffer, and an output interface circuit including a drive circuit.

  The engine electronic control unit 16 includes an outside air temperature sensor 16a that detects the outside air temperature, an intake air flow control valve temperature sensor 16b that is disposed near the intake air flow control valve 13 and detects the temperature of the intake air flow control valve 13, a crank position sensor, and the like. Are connected to a sensor group such as an engine speed sensor 16c for detecting the engine speed and an accelerator opening sensor for detecting depression of an accelerator pedal (not shown). Information output from these sensor groups is: It is taken into the engine electronic control unit 16 via the input interface circuit.

  As the outside air temperature, an intake air temperature detected by an intake air temperature sensor provided on the upstream side of the intake air flow control valve in the intake pipe 11 may be applied. As for the temperature of the intake flow control valve 13, the temperature of the cooling water temperature sensor that detects the temperature of the cooling water that cools the engine 1 is applied, and a predetermined calculation process is performed to estimate the temperature of the intake flow control valve 13. Thus, the estimated temperature may be set as the temperature of the intake flow control valve 13.

  The engine electronic control unit 16 controls the intake heater 14 to operate based on the outside air temperature detected by the outside air temperature sensor 16a and the intake air flow control valve temperature detected by the intake air flow control valve temperature sensor 16b. The intake heater 14 is controlled to be stopped based on the engine speed detected by the engine speed sensor 16c. Further, the engine electronic control unit 16 adjusts the intake air amount passing through the throttle valve and the injection amount of fuel injected from the injector 7 according to the operating state such as the accelerator opening detected by the accelerator opening sensor. The air-fuel ratio is controlled so as to be a proper one.

  The CPU of the engine electronic control unit 16 is composed of an electronic circuit such as an integrated circuit, and together with a ROM and a RAM, an intake flow control means for controlling an air flow introduced into the combustion chamber in the intake device of the internal combustion engine of the present invention, and intake air An intake air temperature control means for controlling the temperature is configured.

Next, the operation of the intake heater 14 of the intake flow control valve 13 in the intake device 10 for the internal combustion engine according to the present embodiment will be described.
FIG. 4 is a flowchart showing the control contents in the intake device for the internal combustion engine according to the first embodiment of the present invention, and FIG. 5 is for the intake device for the internal combustion engine according to the first embodiment of the present invention. It is a time chart which shows the contents of control.

  In FIG. 5, the left vertical axis indicates the temperature (° C.) and the outside air temperature (° C.) of the intake flow control valve 13, the horizontal axis indicates time (seconds), and the central horizontal straight line indicates the outside air temperature. The middle curve shows the change in the temperature of the intake flow control valve 13. The vertical axis on the right side shows the engine speed (rpm), and the lower curve shows the change in the engine speed. Further, the upper broken line indicates the ON and OFF states of the intake heater 14.

  In the present embodiment configured as described above, the engine electronic control unit 16 controls the intake flow control valve 13 according to the operating state and operating environment of the engine 1 with the control logic shown in FIGS. Controls such as the opening degree, the temperature of the intake heater 14 and the fuel injection amount of the injector 7 are executed when predetermined conditions are satisfied.

  The predetermined condition varies depending on the vehicle type, engine specifications, and other design conditions, but is set to be satisfied before the starter motor of the engine 1 is started and when the vehicle is accessed from the outside. For example, when an automobile door lock is released by a mechanical key, or when a weak radio wave is transmitted from an electronic key and an ID code is collated by the engine electronic control unit 16, an engine switch such as a push button is pressed It is set to satisfy

  First, as shown in FIGS. 4 and 5, the outside air temperature sensor 16a starts measuring the outside air temperature (° C.), and the intake air flow control valve temperature sensor 16b starts measuring the temperature (° C.) of the intake air flow control valve 13. (Step S11). Temperature information obtained by each measurement is taken into the engine electronic control unit 16 at predetermined intervals, and the CPU in the engine electronic control unit 16 compares the levels of the outside air temperature and the temperature of the intake flow control valve 13 (step). S12).

  If the outside air temperature is lower than the temperature of the intake air flow control valve 13 by a predetermined temperature (NO in step S12), the process returns to step S11. The predetermined temperature is appropriately selected based on design conditions such as the vehicle type, engine specifications, the size of the intake flow control valve 13, and the heating characteristics of the intake heater 14.

  If the outside air temperature is higher than the temperature of the intake flow control valve 13 (YES in step S12), the intake heater 14 of the intake flow control valve 13 is energized (step S13). With this energization, the timer starts counting, and it is determined whether a predetermined time t (second) has elapsed (step S14). The predetermined time t means a time sufficient for the temperature of the intake flow control valve 13 to rise to a temperature higher than the outside air temperature, and the measured outside air temperature, the measured temperature of the intake flow control valve 13, and The temperature is appropriately selected based on various conditions such as the temperature difference between the measured outside air temperature and the measured temperature of the intake air flow control valve 13 and the heating characteristics of the intake heater 14.

  When the intake heater 14 is energized, the intake heater 14 is heated, and the amount of heat of the intake heater 14 is conducted to the intake flow control valve 13, and the amount of heat of the intake heater 14 is heated by the intake air contacting the intake heater 14. As a result, the intake air is warmed. At this time, the larger the temperature difference between the intake heater 14 and the intake air, that is, the temperature gradient, the faster the heat transfer from the intake heater 14 to the intake air, and the greater the contact area between the intake heater 14 and the intake air, the greater the intake air. Heat transfer from the heater 14 to the intake air becomes faster.

In this way, when the outside air temperature is higher than the temperature of the intake flow control valve 13, the intake heater 14 is heated, so that the temperature of the intake air is prevented from decreasing at least in the vicinity of the intake flow control valve 13. At the same time, the temperature of the intake air is warmed by the intake heater 14.
The intake air is warmed by the intake heater 14 and at the same time passes through the opening 17 of the intake flow control valve 13, thereby increasing the flow velocity and generating in-cylinder tumble flow in the intake air. The fuel is injected and uniformly mixed in the intake port portion 3b, and a good mixture of intake air and fuel is introduced into the combustion chamber 2b. At this time, when the intake air is warmed by the intake heater 14 and expands to reduce the oxygen concentration, the intake air amount passing through the throttle valve or the injection port of the injector 7 is injected in order to maintain a good air-fuel ratio. The fuel injection amount is controlled by the engine electronic control unit 16.

When the predetermined time t has elapsed, the start of the engine 1 is permitted, and the operation of the starter of the engine 1 is permitted (step S15). The fact that the engine start is permitted may be displayed on a display device such as a combination meter in the driver's seat, for example.
Next, when the engine 1 is started, the engine speed (rpm) is measured by the engine speed sensor 16 c and the measurement information is taken into the engine electronic control unit 16. Subsequently, the CPU in the engine electronic control unit 16 reads the measured rotational speed of the engine 1 and the reference rotational speed (rpm) stored in a storage medium such as a ROM, and the rotational speed of the engine 1 and the reference rotational speed. Are compared (step S16).

The reference rotational speed varies depending on various conditions such as the vehicle type, the engine specifications, and the heating characteristics of the intake heater 14, but is appropriately selected within a range of 700 rpm to 1200 rpm, for example. For example, the reference rotational speed is a preset rotational speed at which the idling rotational speed becomes stable. In this state, good combustion of the air-fuel mixture in the combustion chamber 2b is obtained, and generation of harmful substances such as unburned HC in the exhaust gas is suppressed.
When the rotational speed of the engine 1 reaches the reference rotational speed, it is no longer necessary to heat the intake air by the intake heater 14, the energization of the intake heater 14 of the intake flow control valve 13 is cut off (step S17), and the process goes to step S11. Return.

  As described above, the intake device 10 for the internal combustion engine according to the present embodiment has the intake flow control valve 13 disposed in the intake pipe 11, and is introduced into the combustion chamber 2b by controlling the intake flow control valve 13. An engine electronic control unit 16 for controlling the air flow to be controlled and controlling the temperature of the intake air sucked into the intake pipe 11, and an intake heater 14 attached to the intake flow control valve 13 for heating the intake air. The control unit 16 is configured to control the temperature of the intake heater 14 so that heat is transferred from the intake heater 14 to the intake air.

  FIG. 6 is a partial cross-sectional view of an engine to which the intake device for an internal combustion engine according to the first embodiment of the present invention is applied, showing a state in which the intake device is operated, and FIG. 7 is the first embodiment of the present invention. It is a graph which shows the effect when operating the intake device of the internal combustion engine which concerns on this embodiment.

  In the intake device 10 for an internal combustion engine according to the present embodiment, when the engine 1 is to be started at a low temperature, if the outside air temperature is lower than the temperature of the intake flow control valve 13 by a predetermined temperature, the intake air Since the intake air is warmed by the amount of heat of the intake flow control valve 13 without energizing the heater 14, consumption of electric power required when energizing the intake heater 14 can be suppressed.

  As shown in FIG. 6, when the outside air temperature is higher than the temperature of the intake flow control valve 13, the intake heater 14 of the intake flow control valve 13 is energized for a predetermined time t, and heat is transferred from the intake heater 14 to the intake air. Therefore, the intake air is surely warmed. The intake air is warmed by the intake heater 14 and simultaneously passes through the opening 17 of the intake flow control valve 13, a tumble flow is generated in the intake air, and fuel is injected from the injection port of the injector 7. A good air-fuel mixture uniformly mixed in the portion 3b is introduced into the combustion chamber 2b. At this time, in order to maintain a good air-fuel ratio, the engine electronic control unit 16 controls the fuel injection amount to be reduced from the injection port of the injector 7, so that the fuel efficiency at the time of engine start is improved.

  Further, since the tumble flow is caused in the warmed intake air, the warmed air-fuel mixture is introduced into the combustion chamber 2b. As a result, the air-fuel mixture is easily vaporized, and fuel particles that have been generated when the engine 1 is started at a low temperature are prevented from adhering to the intake valve, combustion of the air-fuel mixture is improved in the combustion chamber 2b, and exhaust gas is exhausted. Generation of harmful substances such as unburned HC in the gas is suppressed.

  As shown in FIG. 7, at the timing when the engine speed at start-up increases and the engine enters an idle state, the solid line indicates the concentration of unburned HC in the exhaust gas discharged from the prior art intake device indicated by the dotted line. It is expected that the concentration of unburned HC in the exhaust gas of the intake device 10 according to the present embodiment shown is significantly reduced.

  In the intake device 10 for an internal combustion engine according to the present embodiment, the intake air can be warmed with a simple structure in which an intake heater 14 is attached to the intake flow control valve 13, and the flow of warmed intake air is increased. Therefore, it is possible to obtain a good air-fuel mixture, and it is possible to promote vaporization of the air-fuel mixture in the combustion chamber 2b.

Next, a modified example of the intake device 10 for an internal combustion engine according to the first embodiment will be described.
FIG. 8 is a partial perspective view showing a modification of the intake device for the internal combustion engine according to the first embodiment of the present invention.

In the intake apparatus 10 for an internal combustion engine of the present embodiment, the case where the intake heater 14 is formed by a planar silicon rubber heater has been described. However, in the intake apparatus for an internal combustion engine according to the present invention, the intake heater is a silicon rubber. You may form with heating members other than a heater.
For example, as shown in FIG. 8, the outer shape of the intake flow control valve 13 is substantially the same as that of the intake flow control valve 13 and is composed of a planar high-frequency induction heater joined to the side surface portion on the upstream side of the intake flow control valve 13. It may be formed by the intake heater 24.

The intake heater 24 has a conductor coil portion 24a and terminal portions 24b and 24c formed in a spiral shape. A conductor 24d is connected to the terminal portion 24b, and the conductor 24d passes through the inside of the rotating shaft 12. Through the end of the rotating shaft 12, it is connected to an external AC power source (not shown). Similarly, a lead wire 24e is connected to the terminal portion 24c, and the lead wire 24e passes through the inside of the turning shaft 12 and is connected to an external AC power supply portion (not shown) from the end of the turning shaft 12. This AC power supply unit converts a DC power supplied from a battery of an automobile into a high-frequency AC current of, for example, 100 KHz to 400 KHz based on a command from the engine electronic control unit 16, and is conducted through conductors 24d and 24e. The coil portion 24a is energized. When a high-frequency alternating current is applied to the conductor coil portion 24a, an eddy current is generated in the intake flow control valve 13 that is disposed opposite to the conductor coil portion 24a and formed of metal, and the electric current of the intake flow control valve 13 is increased. Due to the resistance, Joule heat is generated in the intake flow control valve 13, and the intake flow control valve 13 is induction-heated. The amount of heat of the intake flow control valve 13 by this induction heating may be transferred to the intake air to warm the intake air.
In this case, since the intake heater 24 is formed of a high-frequency induction heater, the heating rate can be made faster than that of the intake heater 14 formed of the aforementioned silicon rubber heater, and the aforementioned predetermined time t can be shortened. .

  The intake heater 24 is disposed on the upstream side surface of the intake flow control valve 13. However, the intake heater 24 is disposed on the downstream side surface of the intake flow control valve 13, and the intake flow control valve 13 is disposed. The Joule heat generated in the process may be directly transferred to the intake air.

Further, in the intake device 10 for the internal combustion engine of the present embodiment, when the intake flow control valve 13 is in the closed state, the intake flow control valve 13 has an intersection angle θ of 80 degrees to 90 degrees with respect to the axis of the intake passage 11a. _In the intake system for an internal combustion engine according to the present invention, when the intake flow control valve is in the closed state, the intake flow control valve is in relation to the axis of the intake passage. intersect at an intersection angle other than the crossing angle theta ₁ Te, it may be configured to shut off the intake passage.

  FIG. 9 is a cross-sectional view of a modification of the intake device for the internal combustion engine according to the first embodiment of the present invention, and FIG. 9A shows a cross-section taken along the line DD in FIG. 9B. FIG. 9B is a cross-sectional view showing a state in which the intake flow control valve is closed, and FIG. 9B is a cross-sectional view showing a cross-section taken along the line CC in FIG. 9A and showing a state in which the intake flow control valve is closed. FIG. 9C is a cross-sectional view taken along the line CC in FIG. 9A and shows a state in which the intake flow control valve is opened.

  As shown in FIG. 9A, an intake device 20 according to a modification of the present embodiment includes an intake pipe 11, a rotating shaft 12, an intake flow control valve 33, an intake heater 34, and a servo motor 15. And the engine electronic control unit 16.

The intake air flow control valve 33 is made of a flat plate made of resin or metal, and has substantially the same outer shape as the inner part of the cross section of the intake pipe 11, and as shown in FIG. when is the closed state, the intake air flow control valve 33 is adapted to intersect at an intersection angle theta ₂ of less than 30 degrees 80 degrees with respect to the axis of the intake passage 11a, to block the intake passage 11a. When crossing angle theta ₂ is less than 80 degrees 30 degrees, the contact area between the intake air and the intake air flow control valve 33 may be wider than the case close to 90 degrees, the intake air flow control valve 33 Heat transfer to the intake air can be accelerated.

  In addition, the intake flow control valve 33 is formed with an opening 37 for allowing intake air to pass between the upper inner wall surface 11d of the intake pipe 11 when the intake flow control valve 33 is in the closed state. In addition, when the engine 1 is warming up or in an operating state that does not require a tumble flow, such as when the amount of intake air is large, the intake flow control valve 33 is opened as shown in FIG. In this state, the intake air is supplied into the intake port portion 3b.

  The intake heater 34 is configured in substantially the same manner as the intake heater 14, is composed of a planar silicon rubber heater, and has an outer shape substantially similar to the outer shape of the intake flow control valve 33. The intake heater 34 is joined to the side surface portion on the upstream side of the intake flow control valve 13. The intake heater 34 has a heat generation pattern portion formed by bending, and terminal portions 34 b and 34 c, and a lead wire 34 d is connected to the terminal portion 34 b, and the lead wire 34 d is connected to the inside of the rotating shaft 12. It passes through the end of the rotating shaft 12 and is connected to an external energizing unit (not shown). Similarly, a lead wire 34e is connected to the terminal portion 34c, and the lead wire 34e passes through the inside of the turning shaft 12 and is connected to the above-described energization portion from the end of the turning shaft 12.

  In the intake device 10 and the intake device 20 for an internal combustion engine according to the first embodiment of the present invention, a butterfly structure in which the rotating shaft 12 supports the central portion of the intake flow control valve 13 or the intake flow control valve 33. However, instead of the butterfly type, a cantilever type structure may be used. An intake device 30 according to a second embodiment formed with a cantilever structure will be described.

(Second Embodiment)
FIG. 10 is a cross-sectional view of an intake device for an internal combustion engine according to a second embodiment of the present invention, and FIG. 10 (a) is a cross-sectional view showing a cross section taken along the line FF in FIG. 10 (b). 10B shows a state in which the intake flow control valve is closed, and FIG. 10B is a cross-sectional view showing a cross section taken along line EE in FIG. 10A, and shows a state in which the intake flow control valve is closed. (C) is sectional drawing which shows the EE arrow cross section of Fig.10 (a), and shows the state which opened the intake flow control valve.

  The intake device 30 for the internal combustion engine according to the second embodiment is different from the intake device 10 for the internal combustion engine according to the first embodiment in that it has a cantilever type structure instead of the butterfly type. However, other configurations are the same. Therefore, the same configuration will be described using the same reference numerals as those of the first embodiment shown in FIGS. 1 to 7, and only differences will be described in detail.

First, the structure of the intake device 30 for an internal combustion engine according to the second embodiment will be described.
An intake device 30 for an internal combustion engine according to the present embodiment constitutes an engine 1, and the engine 1 includes a cylinder block 2, a cylinder head 3, a piston 4, an intake valve 5, an exhaust valve 6, The injector 7 and the intake device 30 are included.

As shown in FIG. 10A, the intake device 30 includes an intake pipe 41, a rotating shaft 42, an intake flow control valve 43, an intake heater 44, a servo motor 15, and an engine electronic control unit 16. It is configured to include.
The intake pipe 41 is formed of a hollow pipe formed of resin or metal, and is connected to an air cleaner (not shown) at one end and connected to an inlet portion of each intake port portion 3b at the other end. An intake passage 41a is formed inside the intake pipe 41, and intake air flowing from the air cleaner is circulated and supplied to the intake port portion 3b.

  The bottom surface 41e of the intake pipe 41 is formed with an accommodating portion 45 that accommodates the rotation shaft 42, the intake flow control valve 43, and the intake heater 44. As shown in FIG. When the flow control valve 43 is in the open state, the rotation shaft 42, the intake flow control valve 43, and the intake heater 44 are accommodated in the accommodating portion 45, and the bottom surface portion 41e of the intake pipe 41 is configured to be flat. Yes.

  The rotation shaft 42 is made of a cylinder such as resin or metal, and has an end connected to the servo motor 15 and a bearing (not shown) provided on the side surface 41 b of the intake pipe 41 and a side surface 41 c of the intake pipe 41. It is rotatably held by the intake pipe 41 via a bearing (not shown). An intake flow control valve 43 is fixed to the rotating shaft 42 by joining means such as welding or fastening means such as screwing.

The intake air flow control valve 43 is made of a flat plate made of resin or metal and has substantially the same outer shape as the inner part of the cross section of the intake pipe 41. As shown in FIG. when is the closed state, the intake air flow control valve 43 is adapted to intersect at an intersection angle theta ₂ of less than 30 degrees 80 degrees with respect to the axis of the intake passage 41a, to block the intake passage 41a.

  Further, the intake flow control valve 43 is formed with an opening 47 for allowing intake air to pass between the upper inner wall surface 41d of the intake pipe 41 when the intake flow control valve 43 is in the closed state. The opening 47 allows the in-cylinder tumble flow to occur even when the intake flow control valve 43 is in the closed state. Further, by opening the intake flow control valve 43 according to the operating state of the engine 1, the opening area between the upper inner wall surface 41d of the intake pipe 41 is increased and the tumble flow is increased. In addition, when the engine 1 is warming up or in an operating state that does not require a tumble flow, such as when the amount of intake air is large, the intake flow control valve 43 is opened as shown in FIG. In this state, the intake air is supplied into the intake port portion 3b.

  As in the first embodiment, the intake heater 44 is made of a planar silicon rubber heater, has an outer shape substantially similar to the outer shape of the intake flow control valve 43, and is located upstream of the intake flow control valve 43. It is joined to the side part. The intake heater 44 has a heat generation pattern portion 44a formed by bending, and terminal portions 44b and 44c. A conductive wire 44d is connected to the terminal portion 44b, and the conductive wire 44d is connected to the rotating shaft 42. It passes through the inside and is connected to an external current-carrying part (not shown) from the end of the rotating shaft 42. Similarly, a lead wire 44e is connected to the terminal portion 44c, and the lead wire 44e passes through the inside of the turning shaft 42 and is connected from an end of the turning shaft 42 to an external energizing portion (not shown). The energization unit includes a transformer and a switch, and controls the ON / OFF timing of the intake heater 44 and the energization amount to the intake heater 44 based on a command from the engine electronic control unit 16 using a battery as a power source. It has become.

Next, the operation of the intake heater 44 of the intake flow control valve 43 in the intake device 30 of the internal combustion engine according to the present embodiment will be described.
Regarding the operation of the intake heater 44 of the intake flow control valve 43 of the intake device 30, in FIG. 4, the intake flow control valve 13 in step S12 is replaced with the intake flow control valve 43 in this embodiment, and the intake flow control in step S13 is performed. In this embodiment, the intake heater 14 of the valve 13 is replaced with the intake heater 44 of the intake flow control valve 43, and the intake heater 14 of the intake flow control valve 13 in step S17 is the intake air of the intake flow control valve 43 in this embodiment. Since the configuration is the same except that the heater 44 is replaced, the operation of the intake heater 44 of the intake flow control valve 43 in the intake device 30 is also performed in steps S11 to S17 shown in FIG. The process of the control content similar to the control content of the intake device 10 according to is performed.

  As described above, the intake device 30 for an internal combustion engine according to the present embodiment has the intake flow control valve 43 disposed in the intake pipe 41, and is introduced into the combustion chamber 2b by controlling the intake flow control valve 43. An engine electronic control unit 16 for controlling the air flow to be controlled and controlling the temperature of the intake air taken into the intake pipe 41, and an intake heater 44 attached to the intake flow control valve 43 for heating the intake air. The control unit 16 is configured to control the temperature of the intake heater 44 so as to transfer heat from the intake heater 44 to the intake air.

  In this case, as in the first embodiment, when the engine 1 is to be started at a low temperature, if the outside air temperature is lower than the temperature of the intake flow control valve 43 by a predetermined temperature, the intake heater 44 Since the intake air is warmed by the heat quantity of the intake flow control valve 43 without energizing the intake air, it is possible to save the power consumption required when the intake heater 44 is energized.

  When the outside air temperature is higher than the temperature of the intake flow control valve 43, the intake heater 44 of the intake flow control valve 43 is energized for a predetermined time t, and the amount of heat of the intake heater 44 is transferred to the intake air. The intake air is warmed. The intake air is warmed by the intake heater 44 and simultaneously passes through the opening 47 of the intake flow control valve 43. As a result, a tumble flow is generated in the intake air, fuel is injected from the injection port of the injector 7, and the intake port A good air-fuel mixture uniformly mixed in the portion 3b is introduced into the combustion chamber 2b. At this time, in order to maintain a good air-fuel ratio, the engine electronic control unit 16 controls the fuel injection amount to be reduced from the injection port of the injector 7, so that the fuel efficiency at the time of engine start is improved.

  Further, since the tumble flow is caused in the warmed intake air, the warmed air-fuel mixture is introduced into the combustion chamber 2b. As a result, the air-fuel mixture is easily vaporized, and fuel particles that have been generated at the time of low-temperature start of the engine 1 are not attached to the intake valve 5, and combustion of the air-fuel mixture is improved in the combustion chamber 2b. Generation of harmful substances such as unburned HC in the exhaust gas is suppressed.

  Similar to the intake device 10 of the first embodiment, at the timing when the engine speed at the time of starting increases and becomes an idle state, the concentration of unburned HC in the exhaust gas discharged from the intake device of the prior art However, it is expected that the concentration of unburned HC in the exhaust gas of the intake device 30 according to the present embodiment will be significantly reduced.

  Also in the intake device 30 of the internal combustion engine according to the present embodiment, the intake air can be warmed and the air flow of the intake air is controlled with a simple structure in which the intake air heater 44 is attached to the intake flow control valve 43. Therefore, a good air-fuel mixture can be obtained, and vaporization of the air-fuel mixture in the combustion chamber 2b can be promoted.

  In the intake device 30 for an internal combustion engine according to the second embodiment of the present invention, the case where the intake heater 44 is formed only by a planar silicon rubber heater has been described. However, heat transfer fins are attached to the intake heater 44. You may do it. An intake device 40 according to a third embodiment in which heat transfer fins are attached to the intake heater 44 will be described.

(Third embodiment)
FIG. 11 is a cross-sectional view of an intake device for an internal combustion engine according to a third embodiment of the present invention, and FIG. 11 (a) is a cross-sectional view taken along the line HH in FIG. 11 (b). 11B shows a state in which the intake flow control valve is closed, and FIG. 11B is a cross-sectional view showing a cross section taken along line GG in FIG. 11A, and shows a state in which the intake flow control valve is closed. (C) is sectional drawing which shows the GG arrow cross section of Fig.11 (a), and shows the state which opened the intake flow control valve. FIG. 12 is a partial perspective view of an intake device for an internal combustion engine according to the third embodiment of the present invention.

  The intake device 40 for the internal combustion engine according to the third embodiment is different in that a heat transfer fin is attached to the intake heater 44 of the intake device 30 for the internal combustion engine according to the third embodiment. The other configurations are configured similarly. Therefore, the same configuration will be described using the same reference numerals as those of the third embodiment shown in FIG. 10, and only differences will be described in detail.

First, the configuration of the intake device 40 for an internal combustion engine according to the third embodiment will be described.
An intake device 40 for an internal combustion engine according to the present embodiment constitutes an engine 1, and the engine 1 includes a cylinder block 2, a cylinder head 3, a piston 4, an intake valve 5, an exhaust valve 6, The injector 7 and the intake device 40 are included.

  As shown in FIGS. 11 (a), 11 (b), 11 (c) and 12, the intake device 40 includes an intake pipe 41, a rotating shaft 42, an intake flow control valve 43, an intake heater 44, and a transmission. The heat fin 54, the servo motor 15, and the engine electronic control unit 16 are included.

  The heat transfer fins 54 are made of, for example, an aluminum alloy having a high thermal conductivity, have substantially the same outer shape as the intake heater 44, and are configured to transfer heat from the intake heater 44 to the intake air. A plurality of protrusions 54b are formed on the surface portion 54a on the side in contact with the intake air so as to be parallel to the axial direction of the intake passage 41a, and the intake air flows between the surface portion 54a and the plurality of protrusions 54b. It is like that.

Next, operations of the intake heater 44 and the heat transfer fin 54 of the intake flow control valve 43 in the intake device 40 of the internal combustion engine according to the present embodiment will be described.
Regarding the operation of the intake heater 44 and the heat transfer fin 54 of the intake flow control valve 43 of the intake device 40, in FIG. 4, the intake flow control valve 13 in step S12 is replaced with the intake flow control valve 43 in this embodiment. In this embodiment, the intake heater 14 of the intake flow control valve 13 in step S17 is replaced with the intake heater 44 and the heat transfer fin 54 of the intake flow control valve 43 in this embodiment. Since the configuration is the same except that the intake heater 44 and the heat transfer fin 54 of the intake flow control valve 43 are replaced, the operation of the intake heater 44 and the heat transfer fin 54 of the intake flow control valve 43 in the intake device 40 is configured. Also, steps S11 to S17 shown in FIG. 4 are related to the first embodiment. Processing same control content and control content of the air intake device 10 is executed.

  As described above, the intake device 40 for an internal combustion engine according to the present embodiment has the intake flow control valve 43 disposed in the intake pipe 41, and is introduced into the combustion chamber 2b by controlling the intake flow control valve 43. An engine electronic control unit 16 for controlling the airflow to be performed and controlling the temperature of the intake air sucked into the intake pipe 41, an intake heater 44 and a heat transfer fin 54 which are attached to the intake flow control valve 43 and heat the intake air; The engine electronic control unit 16 is configured to control the temperature of the intake heater 44 so as to transfer heat from the heat transfer fins 54 to the intake air.

  In this case, as in the first embodiment, when the engine 1 is to be started at a low temperature, if the outside air temperature is lower than the temperature of the intake flow control valve 43 by a predetermined temperature, the intake heater 44 Since the intake air is warmed by the heat quantity of the heat transfer fins 54 and the intake flow control valve 43 without energizing the intake air, it is possible to save the power consumption required when energizing the intake heater 44.

  When the outside air temperature is higher than the temperature of the intake flow control valve 43, the intake heater 44 of the intake flow control valve 43 is energized for a predetermined time t, and the heat amount of the intake heater 44 is thermally conducted to the heat transfer fins 54. Since the heat quantity of the heat transfer fins 54 is transferred to the intake air, the intake air is more reliably warmed. The intake air is effectively warmed by the heat transfer fins 54, and at the same time, passes through the opening 47 of the intake flow control valve 43, a tumble flow is generated in the intake air, and fuel is injected from the injection port of the injector 7. Therefore, a good air-fuel mixture uniformly mixed in the intake port portion 3b is introduced into the combustion chamber 2b. At this time, in order to maintain a good air-fuel ratio, the engine electronic control unit 16 controls the fuel injection amount to be reduced from the injection port of the injector 7, so that the fuel efficiency at the time of engine start is improved.

  Further, since the tumble flow is caused in the warmed intake air, the warmed air-fuel mixture is introduced into the combustion chamber 2b. As a result, the air-fuel mixture is easily vaporized, and fuel particles that have been generated when the engine 1 is started at a low temperature are prevented from adhering to the intake valve, combustion of the air-fuel mixture is improved in the combustion chamber 2b, and exhaust gas is exhausted. Generation of harmful substances such as unburned HC in the gas is suppressed.

  Similar to the intake device 10 of the first embodiment, at the timing when the engine speed at the time of starting increases and becomes an idle state, the concentration of unburned HC in the exhaust gas discharged from the intake device of the prior art However, it is expected that the concentration of unburned HC in the exhaust gas of the intake device 40 according to the present embodiment will be significantly reduced.

  In the intake device 40 of the internal combustion engine according to the present embodiment, the intake air can be warmed and the air flow of the intake air is controlled with a simple structure in which an intake heater 44 is attached to the intake flow control valve 43. Therefore, a good air-fuel mixture can be obtained, and vaporization of the air-fuel mixture in the combustion chamber 2b can be promoted.

  In the intake device 10 for the internal combustion engine according to the first embodiment, the intake flow control valve 13 is configured in a butterfly form, and in the intake device 30 for the internal combustion engine according to the second embodiment, the intake flow Although the case where the control valve 43 is configured in a cantilever manner has been described, in the intake device for an internal combustion engine according to the present invention, the intake flow control valve may be configured in another type of structure. For example, a rotary cylinder that opens and closes an intake passage is arranged so that a cylinder having a through hole at the center is rotatable so as to be orthogonal to the intake passage, and the through hole and the intake passage are communicated with each other at a predetermined angle. It may be formed in a form, and an intake heater may be disposed on the inner wall portion of the through hole so as to warm the intake air flowing through the through hole.

  Also, a curtain-like intake flow control valve is arranged so as to be orthogonal to the axial direction of the intake passage in the intake pipe, and both end portions of the curtain-like intake flow control valve are guided by guide grooves formed in the intake pipe. Alternatively, a slide-type structure may be configured to slide in the intake pipe. In this case, an intake heater may be joined to the surface portion of the upstream side intake flow control valve in the intake pipe, and the intake air may be warmed by the intake heater.

  In the intake device 10 for the internal combustion engine according to the first embodiment, the case where the intake heater 14 is configured by a silicon rubber heater and a high frequency induction heater has been described. However, in the intake device for an internal combustion engine according to the present invention, The intake heater may be composed of other heating members. For example, it may be composed of a planar heater having a stainless steel foil as a heating element. In this case, an insulator that insulates the stainless steel foil may be formed of a mica plate having a quick response or a polyimide sheet having a high degree of freedom in shape. . Moreover, you may form with the cord-shaped heater formed by winding a nichrome wire spirally on a plane.

  Further, in the intake devices 10, 20, 30, and 40 for the internal combustion engine according to the first embodiment, the case where the intake flow control valves 13, 33, and 43 are provided in the intake pipes 11 and 41, respectively, has been described. However, in the intake device for an internal combustion engine according to the present invention, an intake flow control valve may be provided in the intake port portion.

  As described above, according to the present invention, heat is transferred to the intake flow control valve by the intake heater attached to the intake flow control valve with a simple structure, and the effect of the intake flow control is further improved when the engine is started. The fuel vaporization can be further promoted because the fuel vapor is surely exerted. As a result, the combustion of the fuel is improved and the harmful substances in the exhaust gas can be reduced, which is widely useful for the whole intake system of the internal combustion engine.

1 is a partial cross-sectional view of an engine to which an intake device for an internal combustion engine according to a first embodiment of the present invention is applied. FIG. 2 is a cross-sectional view of the intake device for the internal combustion engine according to the first embodiment of the present invention, and FIG. 2A is a cross-sectional view showing a cross section taken along the line B-B of FIG. FIG. 2 (b) is a cross-sectional view taken along the line AA of FIG. 2 (a), showing a state where the intake flow control valve is closed, and FIG. FIG. 3A is a cross-sectional view taken along the line AA in FIG. 2A, showing a state in which an intake flow control valve is opened. 1 is a perspective view of an intake flow control valve in an intake device for an internal combustion engine according to a first embodiment of the present invention. It is a flowchart which shows the control content in the intake device of the internal combustion engine which concerns on the 1st Embodiment of this invention. It is a time chart which shows the control content in the intake device of the internal combustion engine which concerns on the 1st Embodiment of this invention. 1 is a partial sectional view of an engine to which an intake device for an internal combustion engine according to a first embodiment of the present invention is applied, showing a state in which the intake device is operated. It is a graph which shows the effect when operating the intake device of the internal combustion engine which concerns on the 1st Embodiment of this invention. It is a fragmentary perspective view which shows the modification in the intake device of the internal combustion engine which concerns on the 1st Embodiment of this invention. It is sectional drawing of the modification in the intake device of the internal combustion engine which concerns on the 1st Embodiment of this invention, Fig.9 (a) is sectional drawing which shows the DD arrow cross section of FIG.9 (b). 9B shows a state in which the intake flow control valve is closed, and FIG. 9B is a cross-sectional view taken along the line CC in FIG. 9A, showing a state in which the intake flow control valve is closed, and FIG. FIG. 9C is a cross-sectional view taken along the line CC of FIG. 9A and shows a state where the intake flow control valve is opened. FIG. 10 is a cross-sectional view of an intake device for an internal combustion engine according to a second embodiment of the present invention, and FIG. 10A is a cross-sectional view showing a cross section taken along the line FF in FIG. FIG. 10B is a cross-sectional view taken along the line EE of FIG. 10A, showing a state where the intake flow control valve is closed, and FIG. FIG. 10 is a cross-sectional view taken along the line E-E in FIG. 10A, showing a state where the intake flow control valve is opened. FIG. 11A is a cross-sectional view of an intake device for an internal combustion engine according to a third embodiment of the present invention, and FIG. 11A is a cross-sectional view showing a cross-section taken along line HH in FIG. FIG. 11B is a cross-sectional view showing a cross section taken along the line GG of FIG. 11A, and shows a state where the intake flow control valve is closed, and FIG. FIG. 12 is a cross-sectional view taken along the line GG in FIG. 11A, showing a state where the intake flow control valve is opened. It is a fragmentary perspective view of the intake device of the internal combustion engine which concerns on the 3rd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Cylinder block 2a Cylinder 2b Combustion chamber 3 Cylinder head 3b Intake port part 3c Exhaust port part 4 Piston 5 Intake valve 6 Exhaust valve 7 Injector 10, 20, 30, 40 Intake device 11, 41 Intake pipe 11a, 41a Intake passage 12, 42 Rotating shaft 13, 33, 43 Intake flow control valve 14, 24, 34, 44 Intake heater (intake temperature control means)
15 Servo motor 16 Engine electronic control unit (intake flow control means, intake air temperature control means)
16a Outside air temperature sensor 16b Intake flow control valve temperature sensor 16c Engine speed sensor 17, 37, 47 Opening portion 45 Housing portion 54 Heat transfer fin

Claims (6)

An intake air flow control means which has an intake air flow control valve disposed in the intake pipe and controls the air flow introduced into the combustion chamber by controlling the intake air flow control valve;
Intake air temperature control means for controlling the temperature of the intake air sucked into the intake pipe;
In an internal combustion engine intake device comprising:
An intake system for an internal combustion engine, wherein the intake temperature control means includes an intake heater mounted on the intake flow control valve, and heat is transferred from the intake heater to the intake air.   2. The internal combustion engine according to claim 1, wherein the intake flow control valve has an upstream side surface portion that receives the intake air, and the intake heater is attached to the upstream side surface portion. Intake device.   3. The intake device for an internal combustion engine according to claim 1, wherein the intake heater has a heat transfer fin that contacts intake air upstream of the intake flow control valve.   The intake flow control valve is formed of a flat plate-shaped intake flow control valve, and when the intake flow control valve is in a closed state, the intake flow control valve is 30 degrees or more with respect to the axis of the intake passage in the intake pipe. The intake device for an internal combustion engine according to any one of claims 1 to 3, characterized in that they intersect at an intersection angle of less than 80 degrees.   The intake air temperature control means detects an intake air temperature upstream of the intake air flow control valve; an intake air flow control valve temperature sensor detects the temperature of the intake air flow control valve; and an internal combustion engine An engine speed sensor that detects the engine speed, and starts heating the intake heater based on the detected temperature detected by the intake air temperature sensor and the intake air flow control valve temperature sensor, and the engine The intake device for an internal combustion engine according to any one of claims 1 to 4, wherein heating is stopped based on a detected rotational speed detected by the rotational speed sensor.   The said intake temperature control means starts heating of the said intake heater when the detection temperature of the said intake temperature sensor is high compared with the detection temperature of the said intake flow control valve | bulb temperature sensor. Intake device for internal combustion engine.

Images