JP2591258B2 - Intake device for internal combustion engine - Google Patents
Intake device for internal combustion engineInfo
- Publication number
- JP2591258B2 JP2591258B2 JP2148516A JP14851690A JP2591258B2 JP 2591258 B2 JP2591258 B2 JP 2591258B2 JP 2148516 A JP2148516 A JP 2148516A JP 14851690 A JP14851690 A JP 14851690A JP 2591258 B2 JP2591258 B2 JP 2591258B2
- Authority
- JP
- Japan
- Prior art keywords
- valve
- control valve
- deceleration
- engine
- intake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、アイドリング等の低負荷時に各気筒の遮断
弁を閉じて、各遮断弁をバイパスする副吸気管に設けた
制御弁を開閉することにより遮断弁下流側の吸気管部分
に所定量の空気を供給する方法（以下吸気ポート充填法
という）を採用した内燃機関の吸気装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention closes a shut-off valve of each cylinder at a low load such as idling, and opens and closes a control valve provided in a sub intake pipe that bypasses each shut-off valve. The present invention relates to an intake device for an internal combustion engine employing a method of supplying a predetermined amount of air to an intake pipe portion downstream of a shutoff valve (hereinafter referred to as an intake port filling method).
一般にスロットル弁を有する内燃機関では、アイドリ
ング等の低負荷運転時には、スロットル弁が略全閉とな
るため、スロットル弁下流側の吸気管圧力は大きく負圧
側に移行する。このため吸気行程時のピストンにこの負
圧が作用することによりいわゆるポンピング損失が増大
して機関効率が低下する原因となっていた。In general, in an internal combustion engine having a throttle valve, during low load operation such as idling, the throttle valve is substantially fully closed, so that the intake pipe pressure downstream of the throttle valve largely shifts to the negative pressure side. For this reason, when this negative pressure acts on the piston during the intake stroke, so-called pumping loss increases, which causes a decrease in engine efficiency.
本出願人は上記問題を解決するため、先に実願平１−
43976号（実開平２−139352号）において前述の吸気ポ
ート充填法を用いた内燃機関の吸気装置を提案してい
る。In order to solve the above-mentioned problem, the present applicant has previously filed Japanese Utility Model Application No.
No. 43976 (Japanese Utility Model Laid-Open No. 2-139352) proposes an intake device for an internal combustion engine using the above-described intake port filling method.
この吸気装置ではアイドリング等の低負荷時には各吸
気管の遮断弁を全閉にして、遮断弁をバイパスする副吸
気管に設けた制御弁を所定時間開弁することより吸気弁
閉弁中の吸気ポートに空気を供給している。すなわち、
各制御弁は、各々の気筒の吸気弁が閉弁した後に開いて
吸気ポートに空気を充填し、吸気弁開弁前に閉弁するよ
うにして、機関運転に必要な空気は遮断弁下流の吸気ポ
ートに充填した空気量でまかなっている。この方法によ
れば吸気弁閉弁中に吸気ポートに空気が充填されるた
め、吸気弁が開き始めるときには吸気ポート圧力は大気
圧付近まで上昇しており、各気筒の吸気行程時のポンピ
ング損失は大幅に低減される。In this intake system, when the load is low such as idling, the shutoff valve of each intake pipe is fully closed, and the control valve provided on the sub-intake pipe that bypasses the shutoff valve is opened for a predetermined time. Supplying air to port. That is,
Each control valve opens after the intake valve of each cylinder is closed, fills the intake port with air, and closes before the intake valve opens, so that air required for engine operation is located downstream of the shut-off valve. It is covered by the amount of air charged to the intake port. According to this method, since the intake port is filled with air while the intake valve is closed, the intake port pressure rises to near atmospheric pressure when the intake valve starts to open, and the pumping loss of each cylinder during the intake stroke is reduced. It is greatly reduced.
上述のように実願平１−43976号の吸気装置では低負
荷運転時に吸気ポート圧力を上昇させることによって遮
断弁全閉の際のポンピング損失を低減させているため、
通常走行中にアクセルを戻してエンジンブレーキにより
車両を減速するような場合に遮断弁が全閉になっても遮
断弁下流の吸気ポート圧力は低くならず、通常のエンジ
ンのようにポンピング損失が大きくならないことから、
エンジンブレーキの“効き”が悪いという問題が生じて
いた。As described above, in the intake device of Japanese Utility Model Application No. 1-43976, the pumping loss when the shut-off valve is fully closed is reduced by increasing the intake port pressure during low load operation.
When the accelerator is released during normal running and the vehicle is decelerated by engine braking, even if the shut-off valve is fully closed, the intake port pressure downstream of the shut-off valve does not decrease, and pumping loss is large like a normal engine. Because it does not become
The problem was that the "effectiveness" of the engine brake was poor.
この問題を解決するためには減速を検知して各制御弁
を全閉にするようにして吸気ポート圧力を負圧に移行さ
せれば良い。しかし各制御弁を単純に全閉に切り換える
と吸気ポート圧力が急激に負圧になり、エンジンブレー
キによる減速トルクが急増し、大きな減速ショックが加
わり、運転感覚の悪化を伴う問題があった。In order to solve this problem, the deceleration is detected and each control valve is fully closed to shift the intake port pressure to a negative pressure. However, when each control valve is simply switched to the fully closed state, the intake port pressure suddenly becomes a negative pressure, the deceleration torque by the engine brake rapidly increases, a large deceleration shock is applied, and there is a problem that the driving feeling is deteriorated.
本発明は上記問題を解決するため、機関減速時に減速
ショックを最小限に抑制し、しかも大きなエンジンブレ
ーキの効果を得ることができる内燃機関の吸気装置を提
供することを目的としている。SUMMARY OF THE INVENTION In order to solve the above problems, an object of the present invention is to provide an intake device for an internal combustion engine capable of minimizing a deceleration shock at the time of engine deceleration and obtaining a large engine braking effect.
本発明によれば、各気筒の吸気管毎の遮断弁と、該遮
断弁の上流側と下流側の吸気管部分を連通する副吸気管
と、該副吸気管を開閉する制御弁とを備え、機関低負荷
運転時に前記遮断弁を閉弁するとともに、各気筒の吸気
弁閉弁中に前記制御弁を開弁し、該制御弁の開弁時間
を、機関回転数が予め定めた回転数になるように制御す
る内燃機関の吸気装置において、機関の所定減速状態を
検知する減速検知手段と、該減速検知手段により前記所
定の減速状態が検知されたときに前記制御弁の各々の開
弁時間を所定の手順に従って減少させ、所定時間経過後
に各制御弁を全閉にする減速制御手段を設けたことを特
徴とする内燃機関の吸気装置が提供される。According to the present invention, there are provided a shutoff valve for each intake pipe of each cylinder, a sub intake pipe communicating an intake pipe portion upstream and downstream of the shutoff valve, and a control valve for opening and closing the sub intake pipe. When the engine is operating at low load, the shutoff valve is closed, and the control valve is opened while the intake valve of each cylinder is closed. A deceleration detecting means for detecting a predetermined deceleration state of the engine, and opening each of the control valves when the predetermined deceleration state is detected by the deceleration detection means. There is provided an intake device for an internal combustion engine, characterized in that deceleration control means for reducing a time according to a predetermined procedure and fully closing each control valve after a lapse of a predetermined time is provided.
機関が所定の減速状態にあることが検知されると減速
制御手段は各制御弁の開弁時間を制御し、１サイクル当
りの全制御弁の開弁時間の総和が徐々に減少するように
して所定時間経過後に全部の制御弁が全閉になるように
する。従って減速開始時の減速ショックが緩和されると
共に減速トルクが徐々に増大して、一定時間経過後には
強力なエンジンブレーキを得ることができる。When it is detected that the engine is in a predetermined deceleration state, the deceleration control means controls the valve opening time of each control valve, so that the sum of the valve opening times of all control valves per cycle gradually decreases. After a predetermined time has elapsed, all control valves are fully closed. Accordingly, the deceleration shock at the start of deceleration is alleviated, and the deceleration torque is gradually increased, so that a strong engine brake can be obtained after a certain period of time.
第１図は本発明を実施する吸気ポート充填法による内
燃機関（吸気ポート充填機関）の空気供給装置の実施例
を示しており、図において、１はシリンダブロック、２
はシリンダヘッド、３はピストン、４は燃焼室、５は吸
気ポート、６は排気ポート、７は吸気弁、８は排気弁、
９は各気筒の主吸気通路を形成する吸気管、10はサージ
タンクを示している。FIG. 1 shows an embodiment of an air supply device for an internal combustion engine (intake port filling engine) by an intake port filling method embodying the present invention.
Is a cylinder head, 3 is a piston, 4 is a combustion chamber, 5 is an intake port, 6 is an exhaust port, 7 is an intake valve, 8 is an exhaust valve,
Reference numeral 9 denotes an intake pipe forming a main intake passage of each cylinder, and reference numeral 10 denotes a surge tank.
各気筒の吸気管９には遮断弁11が設けられるが、この
実施例では遮断弁11がスロットル弁を兼ねていて、低・
中負荷以上では運転者の操作するアクセルペダルによっ
て要求量だけ開き、サージタンク10内から吸気ポート５
へ流れる吸気の流量を無段階に調節するようになるが、
アイドリング状態では、遮断弁11は全閉して実質的に空
気の流れを塞ぐようになっている。しかし別の実施例と
しては、遮断弁11は単なる全開位置（低・中負荷以上）
と全閉位置（アイドリング状態）をとるだけのものと
し、別に運転者の操作するスロットル弁を全気筒共通の
吸気管等に設けることもできる。なお、12は点火栓、13
は燃料噴射弁を示す。A shutoff valve 11 is provided in the intake pipe 9 of each cylinder. In this embodiment, the shutoff valve 11 also serves as a throttle valve.
When the load is more than the medium load, the driver opens the required amount by the accelerator pedal.
Will adjust the flow rate of intake air flowing to
In the idling state, the shutoff valve 11 is fully closed to substantially block the flow of air. However, as another embodiment, the shut-off valve 11 is merely in the fully open position (low or medium load or more).
And a fully closed position (idling state), and a throttle valve operated by the driver may be separately provided in an intake pipe common to all cylinders. In addition, 12 is a spark plug, 13
Indicates a fuel injection valve.
14は遮断弁11をバイパスするように吸気ポート５とサ
ージタンク10を連絡してバイパス吸気通路を形成する副
吸気管で、各気筒毎に設けられ、その通路の一部には本
実施例では電磁弁からなる制御弁15が設けられて、バイ
パス吸気通路を流れる空気流を断続するようになってい
る。制御弁15は電子制御装置（ECU）16によって開閉制
御されるが、ECU16はデジタルコンピュータからなり、
双方向性バス17によって相互に接続されるROM18,RAM19,
CPU20、入力ポート21、出力ポート22、制御弁15の駆動
回路23等を備えている。Reference numeral 14 denotes an auxiliary intake pipe which connects the intake port 5 and the surge tank 10 so as to bypass the shutoff valve 11 and forms a bypass intake passage. The sub intake pipe is provided for each cylinder. A control valve 15 composed of an electromagnetic valve is provided so as to interrupt the airflow flowing through the bypass intake passage. The control valve 15 is controlled to be opened and closed by an electronic control unit (ECU) 16, which is a digital computer.
ROM 18, RAM 19, interconnected by a bidirectional bus 17,
It includes a CPU 20, an input port 21, an output port 22, a drive circuit 23 for the control valve 15, and the like.
また25は運転者によるアクセルペダル操作量を検知す
るためのアクセル開度センサである。Reference numeral 25 denotes an accelerator opening sensor for detecting the amount of operation of the accelerator pedal by the driver.
本実施例では制御弁15は実願平１−43976号と同様な
方法で制御されており各制御弁15は機関低負荷時には第
２図に示すようにそれぞれの吸気管の閉弁機関中に所定
の時間T0だけ開弁され、吸気弁が開く直前に閉じるよう
にされている。以下の説明では、制御弁が第２図に示し
たように１サイクル中に所定時間T0だけ開弁する通常時
の作動を便宜上「全開」状態と呼ぶことにする。In this embodiment, the control valves 15 are controlled in the same manner as in Japanese Utility Model Application No. 1-443976. When the engine is under a low load, as shown in FIG. a predetermined time T 0 is opened, and is to close just before the opening of the intake valve. In the following description, will be the control valve is referred to for convenience "fully open" state normal operation during which opens for a predetermined time T 0 in one cycle as shown in Figure 2.
前述のように制御弁の全開状態では吸気ポート圧力が
吸気弁開弁直前に大気圧付近まで上昇しているため機関
のポンピング損失が小さい反面エンジンブレーキの効果
が小さくなっている。従ってエンジンブレーキの制動力
を増大させるためには制御弁が全く開弁しない状態（全
閉状態）とすることが好ましい。しかし、減速開始と共
に全開状態の制御弁を全閉にした場合、吸気ポート圧力
が急激に負圧になり、ポンピング損失の増加により大き
な制動力が生じるため減速ショックが大きくなる。As described above, in the fully opened state of the control valve, the intake port pressure has risen to near the atmospheric pressure immediately before the intake valve is opened, so the pumping loss of the engine is small, but the effect of the engine brake is small. Therefore, in order to increase the braking force of the engine brake, it is preferable that the control valve is not opened at all (fully closed state). However, when the fully open control valve is fully closed at the same time as the start of deceleration, the intake port pressure suddenly becomes a negative pressure, and a large braking force is generated due to an increase in pumping loss, resulting in a large deceleration shock.
本発明では、この減速ショックを回避するため、制御
弁の全開から全閉への切り換えを徐々に行なうようにし
ている。In the present invention, in order to avoid this deceleration shock, the control valve is gradually switched from fully open to fully closed.
第３図は機関減速時におけるECU16による制御弁の減
速制御動作の実施例を示している。FIG. 3 shows an embodiment of the deceleration control operation of the control valve by the ECU 16 at the time of engine deceleration.
この制御動作は各制御弁15の作動直前に行なわれ、例
えば４気筒機関であればクランク軸回転180度毎に実行
される。図においてステップ100でルーチンが開始する
とステップ110ではアクセル開度センサ25からの入力信
号を基にアクセルが全閉か否かが判定され、アクセルが
全閉でない場合は機関減速状態でないと判断してステッ
プ120で制御弁を前述の「全開状態」（本実施例では開
弁時間Ｔ＝10ms）にセットし、ステップ130で開弁時間
Ｔを制御弁15の駆動回路23に出力してルーチンを終わ
る。This control operation is performed immediately before the operation of each control valve 15. For example, in the case of a four-cylinder engine, the control operation is performed every 180 degrees of crankshaft rotation. In the figure, when the routine is started in step 100, in step 110, it is determined whether or not the accelerator is fully closed based on the input signal from the accelerator opening sensor 25.If the accelerator is not fully closed, it is determined that the engine is not in the deceleration state. In step 120, the control valve is set to the aforementioned "fully open state" (in this embodiment, the valve opening time T = 10 ms), and in step 130, the valve opening time T is output to the drive circuit 23 of the control valve 15, and the routine ends. .
ステップ110でアクセルが全閉であった場合には次に
ステップ140でフュエルカット実行中か否かを判定す
る。If the accelerator is fully closed in step 110, it is next determined in step 140 whether or not fuel cut is being executed.
これは機関が減速中かアイドリング中かを判定するた
めでありフュエルカット実行の有無はECU16により別途
行なわれている燃料噴射制御の結果を入力して判定す
る。This is for determining whether the engine is decelerating or idling. Whether or not fuel cut is performed is determined by inputting the result of fuel injection control separately performed by the ECU 16.
ステップ140でフュエルカット実行中である場合には
ステップ150でフュエルカット実行中を表わすフラグFC
を１に設定し、制御弁の開弁時間Ｔを0.1msだけ短縮す
る（ステップ160）。次にステップ170でステップ160で
短縮した時間が負になっていないかを判定し負になって
いる場合にはＴ＝０をセットする（ステップ180）ステ
ップ150からステップ180は機関減速中（フュエルカット
中）繰り返し実行され、制御弁開弁時間は実行毎に0.1m
sずつ短縮されて一定時間経過後にはＴ＝０、すなわち
全閉状態になる。次にステップ140でフュエルカット実
行中でないと判断した場合はステップ190でフラグFCが
１か否かを判定する。フラグFCは後述のように制御弁開
弁時間Ｔが5ms以上にならないとゼロにリセットされな
いためフラグFCが１であった場合はステップ200に進み
制御弁開弁時間Ｔを0.1msだけ増加させる。従ってアク
セル全閉（ステップ110）でかつフュエルカット実行中
でない状態（ステップ140）ではステップ190から200に
より制御弁開弁時間は0.1msずつ増加し、Ｔ＞5.0msとな
ったときにフラグFCはゼロにリセットされる（ステップ
210）。ステップ190でフラグFC≠１であった場合にはス
テップ230で通常のアイドル回転フィードバックが行な
われ制御弁開弁時間Ｔは設定アイドル回転数と実際の機
関回転数との差に応じて増減される。If the fuel cut is being executed in step 140, the flag FC indicating that the fuel cut is being executed in step 150
Is set to 1 and the valve opening time T of the control valve is reduced by 0.1 ms (step 160). Next, in step 170, it is determined whether or not the time shortened in step 160 is negative. If negative, T = 0 is set (step 180). It is executed repeatedly during cutting), and the control valve opening time is 0.1 m for each execution
After a lapse of a predetermined time after being shortened by s, T = 0, that is, a fully closed state. Next, when it is determined in step 140 that the fuel cut is not being executed, it is determined in step 190 whether the flag FC is 1 or not. As will be described later, the flag FC is not reset to zero unless the control valve opening time T becomes 5 ms or more. If the flag FC is 1, the process proceeds to step 200, where the control valve opening time T is increased by 0.1 ms. Therefore, in the state where the accelerator is fully closed (step 110) and the fuel cut is not being executed (step 140), the control valve opening time is increased by 0.1 ms by steps 190 to 200, and when T> 5.0 ms, the flag FC is reset. Reset to zero (step
210). If the flag FC ≠ 1 in step 190, normal idle speed feedback is performed in step 230, and the control valve opening time T is increased or decreased according to the difference between the set idle speed and the actual engine speed. .
第４図Ａ〜Ｄは上記制御を行なった場合の減速時のア
クセル開度、エンジン回転数、フュエルカット状況と制
御弁の開弁時間との関係を示している。制御弁開弁時間
（第４図Ｄ）は機関減速開始（フュエルカット開始）と
共に徐々に（本実施例では１回に0.1msずつ）短縮され
て全閉になるため、急激な減速ショックを伴わず一定時
間後には強力な制動力を得ることができる。また減速が
終了してフュエルカットが解除されると制御弁の開弁時
間を増加させてエンジンストールを防止するが、この場
合も制御弁開弁時間は１回に0.1msずつ増加するように
なされるため制御弁の開弁時間の急変によるエンジン回
転数の急激な変化が生じる心配がない。FIGS. 4A to 4D show the relationship between the accelerator opening during deceleration, the engine speed, the fuel cut condition and the valve opening time of the control valve when the above control is performed. The control valve opening time (FIG. 4D) is gradually reduced (0.1 ms at a time) at the start of engine deceleration (start of fuel cut) and becomes fully closed, resulting in a sharp deceleration shock. After a certain time, a strong braking force can be obtained. When deceleration is completed and fuel cut is released, the control valve opening time is increased to prevent engine stall. In this case, too, the control valve opening time is increased by 0.1 ms at a time. Therefore, there is no fear that a sudden change in the engine speed due to a sudden change in the valve opening time of the control valve occurs.
本実施例では各制御弁の開弁時間をそれぞれ一定量ず
つ減少させて一定時間後に全部の制御弁を全閉にする方
法をとっているが、各制御弁は中間の開弁時間を経ずに
全開から全閉に切換えることとして各制御弁の作動時期
をずらすことによって急激な減速ショックを避けるよう
にしても良い。第５図はこの制御方法による制御弁の作
動時期の例を示す図である。In the present embodiment, a method is adopted in which the valve opening time of each control valve is reduced by a fixed amount, and all control valves are fully closed after a certain time, but each control valve does not pass through an intermediate valve opening time. Alternatively, a sudden deceleration shock may be avoided by shifting the operation timing of each control valve by switching from fully open to fully closed. FIG. 5 is a diagram showing an example of the operation timing of the control valve according to this control method.
この例ではアクセル開度とフュエルカット状態から機
関減速状態にあることが判定されると、一旦全制御弁を
全開にして減速ショックを回避し、そのまま一定時間
（本図では１秒間）全開状態に保持した後、制御弁を１
つずつ一定の間隔で全閉にする動作を行なう。制御弁を
１つずつ全閉とすることにより制動力が段階的に増加す
るため、大きな減速ショックを伴うことなく一定時間後
には最大の制動力を得ることができる。減速終了後の制
御弁開弁動作は前述の実施例と同様に各制御弁の開弁時
間を一定量ずつ増加させる制御としても良いし閉弁時と
は逆に制御弁を１つずつ開弁して行くようにしても良
い。In this example, when it is determined from the accelerator opening and the fuel cut state that the engine is in the deceleration state, all the control valves are fully opened to avoid the deceleration shock, and the engine is kept in the fully open state for a certain period of time (one second in this figure). After holding, set the control valve to 1
The operation of fully closing the vehicle at a constant interval is performed. Since the braking force increases stepwise by fully closing the control valves one by one, the maximum braking force can be obtained after a certain time without a large deceleration shock. The control valve opening operation after the end of the deceleration may be control to increase the valve opening time of each control valve by a fixed amount in the same manner as in the above-described embodiment, or may open the control valve one by one contrary to the closing operation. It may be made to go.
本実施例においては制御弁を全閉にする気筒は任意の
順番とすることができ、また、第６図に示すように２気
筒ずつの組にして動作させても良い。In the present embodiment, the cylinders for which the control valve is fully closed can be in any order, and may be operated in pairs of two cylinders as shown in FIG.
本実施例によれば制御弁の開閉動作の制御が非常に簡
単になり、確実な動作が得られる利点がある。According to this embodiment, there is an advantage that the control of the opening and closing operation of the control valve is very simple, and a reliable operation can be obtained.
以上のように、本発明によれば、機関減速時に制御弁
を一定の手順に従って所定時間経過した後に全閉とする
ことにより、エンジンブレーキ時の急激な減速ショック
を回避しながら大きな制動力を得ることができる。As described above, according to the present invention, when the engine is decelerated, the control valve is fully closed after a lapse of a predetermined time according to a predetermined procedure, thereby obtaining a large braking force while avoiding a sudden deceleration shock during engine braking. be able to.
第１図は本発明の一実施例の構成を示す図、第２図は制
御弁と吸気弁の開弁タイミングを示す図、第３図は減速
時の制御弁の開閉制御動作を示すフローチャート、第４
図は減速時の制御弁動作どエンジン回転数等との関係を
示す図、第５図と第６図は減速時の制御弁動作の別の実
施例を示す図である。 ５……吸気ポート、７……吸気弁、 11……遮断弁、14……副吸気管、 15……制御弁、16……ECU。1 is a diagram showing the configuration of an embodiment of the present invention, FIG. 2 is a diagram showing the opening timing of a control valve and an intake valve, FIG. 3 is a flowchart showing an opening / closing control operation of a control valve during deceleration, 4th
The figure shows the relationship between the control valve operation at the time of deceleration and the engine speed, and the like. FIGS. 5 and 6 are diagrams showing another embodiment of the control valve operation at the time of deceleration. 5 ... intake port, 7 ... intake valve, 11 ... shut-off valve, 14 ... auxiliary intake pipe, 15 ... control valve, 16 ... ECU.
Claims (1)
上流側と下流側の吸気管部分を連通する副吸気管と、該
副吸気管を開閉する制御弁とを備え、機関低負荷運転時
に前記遮断弁を閉弁するとともに、各気筒の吸気弁閉弁
中に前記制御弁を開弁し、該制御弁の開弁時間を、機関
回転数が予め定めた回転数になるように制御する内燃機
関の吸気装置において、 機関の所定減速状態を検知する減速検知手段と、該減速
検知手段により前記所定の減速状態が検知されたときに
前記制御弁の各々の開弁時間を所定の手順に従って減少
させ、所定時間経過後に各制御弁を全閉にする減速制御
手段を設けたことを特徴とする内燃機関の吸気装置。A shutoff valve for each intake pipe of each cylinder, a sub intake pipe communicating an intake pipe portion on an upstream side and a downstream side of the shutoff valve, and a control valve for opening and closing the sub intake pipe; At the time of engine low load operation, the shut-off valve is closed, and the control valve is opened while the intake valve of each cylinder is closed, and the opening time of the control valve is set to a predetermined engine speed. In an intake device for an internal combustion engine, the deceleration detecting means for detecting a predetermined deceleration state of the engine, and each opening time of the control valve when the predetermined deceleration state is detected by the deceleration detection means Is reduced according to a predetermined procedure, and deceleration control means for fully closing each control valve after a predetermined time has elapsed is provided.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2148516A JP2591258B2 (en) | 1990-06-08 | 1990-06-08 | Intake device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2148516A JP2591258B2 (en) | 1990-06-08 | 1990-06-08 | Intake device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0441965A JPH0441965A (en) | 1992-02-12 |
| JP2591258B2 true JP2591258B2 (en) | 1997-03-19 |
Family
ID=15454522
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2148516A Expired - Lifetime JP2591258B2 (en) | 1990-06-08 | 1990-06-08 | Intake device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2591258B2 (en) |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5928747A (en) * | 1982-08-09 | 1984-02-15 | Nippon Telegr & Teleph Corp <Ntt> | Input and output managing system of message storage and exchange system |
-
1990
- 1990-06-08 JP JP2148516A patent/JP2591258B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0441965A (en) | 1992-02-12 |
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