JP2720164B2 - Engine intake system - Google Patents
Engine intake systemInfo
- Publication number
- JP2720164B2 JP2720164B2 JP63048370A JP4837088A JP2720164B2 JP 2720164 B2 JP2720164 B2 JP 2720164B2 JP 63048370 A JP63048370 A JP 63048370A JP 4837088 A JP4837088 A JP 4837088A JP 2720164 B2 JP2720164 B2 JP 2720164B2
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- opening
- cylinder
- accelerator
- 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 - Fee Related
Links
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、各気筒に対する独立吸気通路にそれぞれ絞
り弁を配設したエンジンの吸気装置に関するものであ
る。Description: TECHNICAL FIELD The present invention relates to an intake device for an engine in which a throttle valve is provided in an independent intake passage for each cylinder.
（従来の技術） 従来より、エンジンの吸気系において、各気筒で独立
した吸気通路にそれぞれ絞り弁を配設し、各絞り弁はア
クセルに連動して開閉するように設け、加速時などの応
答性を高めるようにした技術は、例えば、実開昭62−97
240号公報に見られるように公知である。(Conventional technology) Conventionally, in an intake system of an engine, a throttle valve is disposed in an independent intake passage for each cylinder, and each throttle valve is provided so as to open and close in conjunction with an accelerator, thereby responding to acceleration or the like. Techniques for improving the performance are described, for example, in Jpn.
It is known as seen in US Pat.
（発明が解決しようとする課題） しかして、上記のような各気筒独立の絞り弁を配設し
た吸気装置において、絞り弁の開度が小さいとき、特に
アイドル領域などにおいて、開度設定に製作上の誤差が
あると各気筒の吸入空気量にバラツキが生じ、気筒間の
トルク差によって安定した運転状態が得られなくなる問
題がある。この点に対し、製作精度を高め、各気筒毎に
開度調整装置を設けるなどの対策を行うと、品質管理が
煩雑で製造コストの上昇、調整作業に手間取るなどの不
具合を有している。(Problems to be Solved by the Invention) However, in the intake device in which each cylinder independent throttle valve is arranged as described above, when the opening of the throttle valve is small, particularly in an idle region, the intake device is manufactured to have an opening setting. If there is the above error, the intake air amount of each cylinder varies, and there is a problem that a stable operation state cannot be obtained due to a torque difference between the cylinders. To cope with this point, if measures such as increasing the manufacturing accuracy and providing an opening adjustment device for each cylinder are taken, quality control is complicated, manufacturing costs are increased, and adjustment work is troublesome.
また、上記低負荷時の気筒間差をなくすことから上流
側の集合部分で絞り制御を行うようにしていると、この
絞り弁の下流側全体に吸気負圧が生じ、低圧部分の容積
が大きく急加速時等に絞り弁が開かれても低圧部分全体
に空気を補ってから各気筒への吸入空気量が増大するも
のであり、アクセル変化に対する空気流量レスポンスに
遅れが生じることになる。In addition, if the throttle control is performed in the upstream gathering portion in order to eliminate the cylinder difference at the time of the low load, intake negative pressure is generated on the entire downstream side of the throttle valve, and the volume of the low pressure portion increases. Even if the throttle flap is opened during sudden acceleration or the like, the amount of air taken into each cylinder increases after air is supplied to the entire low-pressure portion, and a delay occurs in the air flow rate response to an accelerator change.
そこで、本発明は上記事情に鑑み、各気筒に対してそ
れぞれ絞り弁を配設するについて、絞り弁の開度が小さ
い領域における各気筒間の吸入空気量の差異を低減する
一方、開度が増大した領域におけるアクセル応答性を確
保するようにしたエンジンの吸気装置を提供することを
目的とするものである。In view of the above circumstances, the present invention reduces the difference in the intake air amount between the cylinders in the region where the opening of the throttle valve is small, with respect to disposing the throttle valve for each cylinder. It is an object of the present invention to provide an intake device for an engine that ensures accelerator responsiveness in an increased region.
（課題を解決するための手段） 上記目的を達成するために本発明のエンジンの吸気装
置は、各気筒への独立吸気通路に第１絞り弁を設ける一
方、該独立吸気通路上流の集合吸気通路部分に第２絞り
弁を設け、アイドル付近の極軽負荷状態では、前記第１
絞り弁の１気筒分の開弁面積より前記第２絞り弁の開弁
面積が小さく、前記第２絞り弁のアクセル開度に応じて
開閉制御される開度によって吸気量を調整する一方、ア
クセル開度が所定値を越えた負荷増大状態では、前記第
１絞り弁の１気筒分の開弁面積より前記第２絞り弁の開
弁面積が大きくなり、前記第１絞り弁のアクセル開度に
応じて開閉制御される開度によって吸気量を調整するよ
うに構成したものである。(Means for Solving the Problems) In order to achieve the above object, an intake device for an engine of the present invention provides a first throttle valve in an independent intake passage to each cylinder, and a collective intake passage upstream of the independent intake passage. A second throttle valve is provided in the portion, and in an extremely light load state near idle, the first throttle valve is provided.
The opening area of the second throttle valve is smaller than the opening area of one cylinder of the throttle valve, and the intake air amount is adjusted by an opening controlled to open and close according to the accelerator opening of the second throttle valve. In a load increasing state in which the opening exceeds a predetermined value, the opening area of the second throttle valve becomes larger than the opening area of one cylinder of the first throttle valve, and the accelerator opening of the first throttle valve is reduced. The intake air amount is adjusted by an opening degree that is controlled to open and close accordingly.
なお、第２絞り弁が複数ある場合には合計の開弁面積
が第１絞り弁の１気筒分の面積より小さくまたは大きく
なるように設定するものである。When a plurality of second throttle valves are provided, the total valve opening area is set so as to be smaller or larger than the area of one cylinder of the first throttle valve.
（作用） 上記のようなエンジンの吸気装置では、各気筒独立の
第１絞り弁と、この第１絞り弁より上流の集合部に第２
絞り弁を設け、アイドル付近の極軽負荷状態では第１絞
り弁の１気筒分の開弁面積より第２絞り弁の開弁面積が
小さく、第２絞り弁の開度によって吸気量を調整して、
第１絞り弁による吸入空気量の気筒間差が少なくなると
共に、アクセル開度が所定値を越えた負荷増大状態で
は、第１絞り弁の１気筒分の開弁面積より第２絞り弁の
開弁面積が大きくなり、第１絞り弁の開度によって吸気
量を調整して、第２絞り弁の絞りが少なくなり、この第
２絞り弁が抵抗にならず、第２絞り弁下流側の圧力が高
くなり、アクセル変化に対する各気筒への空気流入のレ
スポンスが向上するようにしている。(Operation) In the intake device for an engine as described above, the first throttle valve independent of each cylinder and the second
A throttle valve is provided, and in an extremely light load state near idle, the opening area of the second throttle valve is smaller than the opening area of one cylinder of the first throttle valve, and the intake air amount is adjusted by the opening degree of the second throttle valve. hand,
When the load difference between the cylinders of the intake air amount due to the first throttle valve is reduced and the accelerator opening exceeds a predetermined value, the second throttle valve is opened from the opening area of one cylinder of the first throttle valve. The valve area increases, the intake air amount is adjusted by the opening degree of the first throttle valve, the throttle of the second throttle valve decreases, the second throttle valve does not become a resistance, and the pressure downstream of the second throttle valve is reduced. And the response of air inflow to each cylinder in response to an accelerator change is improved.
（実施例） 以下、図面に沿って本発明の実施例を説明する。第１
図は直列４気筒エンジンの例における概略構成を示す。(Example) Hereinafter, an example of the present invention will be described with reference to the drawings. First
The figure shows a schematic configuration in an example of an in-line four-cylinder engine.
直列４気筒エンジンにおけるエンジン本体１の各気筒
1aには、吸気ポート２および排気ポート３がそれぞれ開
口され、吸気ポート２に吸気通路４が接続されている。Each cylinder of the engine body 1 in the in-line four-cylinder engine
An intake port 2 and an exhaust port 3 are respectively opened in 1a, and an intake passage 4 is connected to the intake port 2.
この吸気通路４には、上流側からエアクリーナ６、吸
気量センサ７が介装されてサージタンク８に接続され、
このサージタンク８の下流側が各気筒1aに対して独立し
た独立吸気通路4aに形成され、この独立吸気通路4aに各
気筒独立の第１絞り弁９がそれぞれ介装されている。ま
た、前記サージタンク８より上流の集合吸気通路部分４
に第２絞り弁10が介装されている。さらに、各独立吸気
通路4aにはインジェクタ11が配設されている。In the intake passage 4, an air cleaner 6 and an intake air amount sensor 7 are interposed from the upstream side and connected to a surge tank 8,
A downstream side of the surge tank 8 is formed in an independent intake passage 4a independent of each cylinder 1a, and a first throttle valve 9 independent of each cylinder is interposed in the independent intake passage 4a. Also, a set intake passage portion 4 upstream of the surge tank 8
The second throttle valve 10 is interposed. Further, an injector 11 is provided in each independent intake passage 4a.
そして、上記各気筒1aの第１絞り弁９は共通の軸9aに
よって連動開閉され、この第１絞り弁９および第２絞り
弁10は、図示しない駆動機構によってアクセル開度に対
応して、軽負荷時に閉じ高負荷時に開くように開閉操作
される。また、前記第１絞り弁９の１気筒分の面積より
も第２絞り弁10の面積が大きく設定されている。The first throttle valve 9 of each of the cylinders 1a is linked and opened and closed by a common shaft 9a. The first throttle valve 9 and the second throttle valve 10 are lightly driven by a drive mechanism (not shown) in accordance with the accelerator opening. It is opened and closed so that it closes under load and opens under high load. The area of the second throttle valve 10 is set larger than the area of the first throttle valve 9 for one cylinder.
上記第１絞り弁９および第２絞り弁10の、アクセル開
度に対する開度特性および開弁面積を第２図に示す。基
本的には第２図Ａのように、アクセル開度が全閉状態か
ら全閉状態に開くに従って、第１および第２絞り弁9,10
は初期値から全開状態に直線的に開度が増大するように
開くものであり、初期開度は第１絞り弁９が第２絞り弁
10より大きくなるように設定されている。上記開度特性
に対応して開弁面積は第２図Ｂに示すように、アクセル
開度が０となるアイドル付近の極軽負荷状態では、初期
開度によって第１絞り弁９の開弁面積より第２絞り弁10
の開弁面積が小さく、各気筒に対する吸気量は実質的に
第２絞り弁10の開度によって調整される。これにより、
各気筒1aに対して独立した第１絞り弁９の部分での各種
誤差の影響による吸気量の差異が低減し、各気筒1aのト
ルク差が少なくなって安定したエンジン回転が得られ
る。FIG. 2 shows opening characteristics and opening areas of the first throttle valve 9 and the second throttle valve 10 with respect to the accelerator opening. Basically, as shown in FIG. 2A, as the accelerator opening increases from the fully closed state to the fully closed state, the first and second throttle valves 9, 10
Is an opening that linearly increases from an initial value to a fully open state so that the opening degree increases.
It is set to be larger than 10. As shown in FIG. 2B, the opening area of the first throttle valve 9 according to the initial opening degree in an extremely light load state near idling where the accelerator opening amount is 0 as shown in FIG. 2nd throttle valve 10
Is small, and the intake air amount for each cylinder is substantially adjusted by the opening degree of the second throttle valve 10. This allows
The difference in the intake air amount due to the influence of various errors in the portion of the first throttle valve 9 independent of each cylinder 1a is reduced, and the torque difference in each cylinder 1a is reduced, so that stable engine rotation can be obtained.
また、アクセル開度がアイドル状態から増大して所定
値ａを越えると、第１絞り弁９の１気筒分の面積よりも
第２絞り弁10の面積を大きく設定していることにより、
その開弁面積の増大は第２絞り弁10で大きく、第１絞り
弁９の１気筒分の面積より大きくなってその大小関係が
逆転し、この開度以上となった場合には第１絞り弁９に
よって吸気量制御が行われ、第２絞り弁10はその流入抵
抗とならないようにしている。そして、第２絞り弁10よ
り下流側のサージタンク８部分の圧力は高くなり、アク
セル変化に対する各気筒1aへの空気流量のレスポンスの
向上を図っている。When the accelerator opening increases from the idle state and exceeds a predetermined value a, the area of the second throttle valve 10 is set to be larger than the area of one cylinder of the first throttle valve 9,
The increase in the valve opening area is large in the second throttle valve 10, larger than the area of one cylinder of the first throttle valve 9, and the magnitude relationship is reversed. The intake amount control is performed by the valve 9, and the second throttle valve 10 does not become the inflow resistance. Then, the pressure in the surge tank 8 downstream of the second throttle valve 10 increases, thereby improving the response of the air flow rate to each cylinder 1a in response to a change in the accelerator.
さらに、上記構造により第１絞り弁９を急に全開状態
とした場合の吸気系全体の圧力変動が小さくなる。すな
わち、第１絞り弁９の前後の圧力差は大きく、この第１
絞り弁９下流の低圧部分の容積は小さいので、急に全開
状態となっても上記圧力差によって生じる圧力変動が小
さくなり、これにより吸気量センサ７などによる空気の
計量に対する影響が抑制され、精度のよい検出が行える
ものである。Further, the pressure fluctuation of the entire intake system when the first throttle valve 9 is suddenly fully opened by the above structure is reduced. That is, the pressure difference before and after the first throttle valve 9 is large,
Since the volume of the low-pressure portion downstream of the throttle valve 9 is small, the pressure fluctuation caused by the above-mentioned pressure difference becomes small even when the valve is suddenly fully opened, thereby suppressing the influence on the measurement of the air by the intake air amount sensor 7 and the like. That can perform good detection.
第３図はＶ型６気筒エンジンにおける例を示し、エン
ジン本体13は両側に３気筒ずつ有するバンク13a,13bを
備え、各パンク13a,13bの気筒1aの吸気ポート２に接続
された独立吸気通路14aが各バンク13a,13b毎に集合さ
れ、両バンク13a,13bの集合通路14が上流側でさらに合
流して、吸気量センサ７を経てエアクリーナ６に接続さ
れている。そして、各独立吸気通路14aに各気筒独立し
て第１絞り弁９が配設され、各バンク13a,13bの独立吸
気通路14aの集合部14にそれぞれ第２絞り弁10が介装さ
れ、第１絞り弁９の１気筒分の面積よりも第２絞り弁10
の面積（２つの弁の合計の面積）が大きく設定されると
共に、その開弁特性は前例（第２図）と同様の特性に設
定されてアクセル開度に対応して開閉作動される。FIG. 3 shows an example of a V-type six-cylinder engine. The engine body 13 includes banks 13a and 13b having three cylinders on both sides, and an independent intake passage connected to the intake port 2 of the cylinder 1a of each puncture 13a and 13b. 14a are gathered for each bank 13a, 13b, and the gathering passage 14 of both banks 13a, 13b further joins on the upstream side, and is connected to the air cleaner 6 via the intake air amount sensor 7. The first throttle valve 9 is disposed in each independent intake passage 14a independently of each cylinder, and the second throttle valve 10 is interposed in the collecting portion 14 of the independent intake passage 14a of each of the banks 13a and 13b. The second throttle valve 10 is larger than the area of one throttle valve 9 for one cylinder.
(The total area of the two valves) is set large, and the valve opening characteristics are set to the same characteristics as in the previous example (FIG. 2), and the valve is opened and closed according to the accelerator opening.
この第３図の構造においては吸気系をパイプ状に形成
し、マニホールドも短くして、第１絞り弁９と第２絞り
弁10との間の容積を小さく形成することにより、さらに
レスポンスが向上するものである。なお、第２絞り弁10
は上記のように各バンク13a,13bに対する集合部分14に
それぞれ配設するほか、さらに上流側の合流部分に１つ
の第２の絞り弁10′（鎖線）を配設するようにしてもよ
い。In the structure of FIG. 3, the intake system is formed in a pipe shape, the manifold is shortened, and the volume between the first throttle valve 9 and the second throttle valve 10 is reduced to further improve the response. Is what you do. The second throttle valve 10
As described above, in addition to the arrangement in the gathering portion 14 for each of the banks 13a and 13b, one second throttle valve 10 '(dashed line) may be arranged in the merging portion further upstream.
前記例においては第１絞り弁９と第２絞り弁10はアク
セル操作に直線的に連係して開閉するようにして、面積
設定によって所定を機能を得るようにしているが、これ
に加えて第４図に示すような第１絞り弁９と第２絞り弁
10と連係機構を設けて、より確実に所定の関係特性を得
るようにしてもよい。In the above-described example, the first throttle valve 9 and the second throttle valve 10 are opened and closed linearly in association with the accelerator operation to obtain a predetermined function by setting the area. First throttle valve 9 and second throttle valve as shown in FIG.
It is also possible to provide a linkage mechanism with 10 so as to more reliably obtain a predetermined relation characteristic.
すなわち、この連係機構、各気筒に対する独立吸気通
路4aに配設された第１絞り弁９と、上流側の集合部４に
配設された第２絞り弁10とを、アクセル低開度域におい
ては第１絞り弁９を一定開度に保持し、アクセルがある
開度以上となると連動するようなロストモーション機構
を備え、第２絞り弁10の方はアクセル低開度域ではアク
セル開度操作に見合う絞り制御が可能な機構にしてお
き、所定アクセル開度以上では実質的に第１絞り弁９が
絞りとるように構成されている。That is, the link mechanism, the first throttle valve 9 provided in the independent intake passage 4a for each cylinder, and the second throttle valve 10 provided in the upstream collecting portion 4 are connected to each other in the low accelerator opening range. Is equipped with a lost motion mechanism that keeps the first throttle valve 9 at a constant opening and operates in conjunction with the accelerator when the opening exceeds a certain opening. The second throttle valve 10 operates the accelerator opening in the low accelerator opening range. The first throttle valve 9 is configured such that the throttle is substantially limited when the accelerator opening is equal to or greater than a predetermined accelerator opening degree.
具体的には、第１絞り弁９の弁軸9aに固着された第１
レバー16先端に形成された第１長溝6aに一端部が係合し
た第１ロッド17の他端部がアクセルペダル18に連係され
ている。また前記第１レバー16および第１ロッド17の途
中には、第１絞り弁９を第１ロッドリターンスプリング
19,20が連結されている。一方、第２絞り弁10の弁軸10a
に固着された第２レバー21の中間部に形成された第２長
溝21aに一端部が係合した第２ロッド22の他端がスプリ
ング23を介してアクセルペダル18に連係されている。ま
た、第２レバー21の先端に形成られた第３長溝21bに一
端部が係合した第３ロッド24の他端部がアクセルペダル
18に連係されている。そして、前記第２レバー21の中間
部および第２ロッド22の途中には、第２途中には、第２
絞り弁10を閉方向に付勢するリターンプリング25,26が
連結され、第３ロッド24の途中にも同様にリターンスプ
リング27が介装されている。Specifically, the first throttle valve 9 is fixed to the valve shaft 9a of the first throttle valve 9.
The other end of the first rod 17, one end of which is engaged with the first long groove 6 a formed at the tip of the lever 16, is linked to the accelerator pedal 18. In the middle of the first lever 16 and the first rod 17, the first throttle valve 9 is connected to the first rod return spring.
19 and 20 are connected. On the other hand, the valve shaft 10a of the second throttle valve 10
The other end of the second rod 22, one end of which is engaged with a second long groove 21 a formed in the middle of the second lever 21 fixed to the second lever 21, is linked to the accelerator pedal 18 via a spring 23. The other end of the third rod 24 whose one end is engaged with the third long groove 21b formed at the end of the second lever 21 is connected to the accelerator pedal.
Linked to 18. In the middle of the second lever 21 and in the middle of the second rod 22, the second
Return springs 25 and 26 for urging the throttle valve 10 in the closing direction are connected, and a return spring 27 is also interposed in the middle of the third rod 24.
上記構成により、第１絞り弁９はアクセル踏み込み初
期の低開度時にはこのアクセルと連動しないように第１
長溝16aによって遊びが設けられている。第２絞り弁10
にはレバー比の異なる位置にアクセルからの動きが伝え
られるが、レバー比の小さい側の第２ロッド22にはアク
セルの開く初期に第２長低溝21aによって遊びが設けら
れ、レバー比の大きい値の第３ロッド24にはアクセル低
開度はアクセル連動して動き、第２ロッド22が遊び分ス
トロークして第２レバー21にタッチした後は、フリーに
なるように第３長溝21bによって遊びが設けられてい
る。さらに、第２絞り弁10が全開になっても第１絞り弁
９は全開になっていないので、リターンスプリング26よ
りもばね定数が大きいスプリング23の伸長によって、さ
らにアクセルのスロトークを許容するように設けられて
いる。With the above-described configuration, the first throttle valve 9 is configured so that the first throttle valve 9 does not interlock with the accelerator when the accelerator pedal is initially depressed at a low opening degree.
A play is provided by the long groove 16a. Second throttle valve 10
The movement from the accelerator is transmitted to the position where the lever ratio is different, but the second rod 22 on the side with the lower lever ratio is provided with play by the second long and low groove 21a at the initial stage of opening of the accelerator, and the lever ratio is larger. The value of the third rod 24 is such that the low opening degree of the accelerator moves in conjunction with the accelerator, and after the second rod 22 strokes for the play and touches the second lever 21, the third rod 21 is free to play so as to be free. Is provided. Further, since the first throttle valve 9 is not fully opened even if the second throttle valve 10 is fully opened, the throttle 23 having a larger spring constant than the return spring 26 is allowed to extend to allow further throttle of the accelerator. Is provided.
上記のような連係機構によるアクセル開度に対する開
閉特性を第５図と共に説明する。アクセル低開度時に
は、第１絞り弁（第５図Ｂ）は初期設定開度に保持さ
れ、第２絞り弁10（第５図Ａ）の方が第２ロッド22の動
きと共に特性C1で開く。この状態では、初期開度制定に
より第２絞り弁10の開作動によって吸気量制御が行われ
る。次にアクセル開度が増大してｂ点で第１絞り弁９と
第１ロッド17、第２絞り弁10と第２ロッド22が同時にタ
ッチ、このタッチ時は空気流量が円滑にアクセル開度と
共に増えるような位置で行い、第２絞り弁10は急激に開
度が増加する特性C2で開き、第１絞り弁９はアクセルに
連動し、アクセルがフルストローク状態となったときに
全開となるように開く。前記第２絞り弁10はアクセルの
ストローク途中で全開になり動きが止まる。その後は、
スプリング23のみが伸びることでアクセルがフルストロ
ークとなる。これらの作動により、第５図Ｃのようにア
クセル開度の増大に対して空気流量が増加するものであ
る。The opening and closing characteristics of the above-described linkage mechanism with respect to the accelerator opening will be described with reference to FIG. Accelerator low when opening degrees, the first throttle valve (FIG. 5 B) is held at the initial set opening, towards the second throttle valve 10 (FIG. 5 A) is the characteristic C 1 with movement of the second rod 22 open. In this state, the intake amount control is performed by opening the second throttle valve 10 by establishing the initial opening degree. Next, the accelerator opening increases and the first throttle valve 9 and the first rod 17 and the second throttle valve 10 and the second rod 22 simultaneously touch at the point b. At the time of this touch, the air flow rate smoothly increases with the accelerator opening. performed at more such position, the second throttle valve 10 is rapidly opened by the characteristic C 2 of opening is increased, the first throttle valve 9 is interlocked with the accelerator, fully opened when the accelerator becomes full stroke state Open like so. The second throttle valve 10 is fully opened during the stroke of the accelerator, and stops moving. After that,
The accelerator becomes a full stroke when only the spring 23 is extended. By these operations, as shown in FIG. 5C, the air flow increases with an increase in the accelerator opening.
この第４図の例では上記構成により、低負荷時には第
２絞り弁10の開度によって吸気量調整を行い、所定開度
ｂ移動では第１絞り弁９によって吸気量調整を行い、第
２絞り弁10は大きく開いて吸気抵抗とならないように
し、レスポンスを高めている。In the example of FIG. 4, the intake air amount is adjusted by the opening degree of the second throttle valve 10 when the load is low, and the intake air amount is adjusted by the first throttle valve 9 when the opening degree b moves by the above configuration. The valve 10 is wide open to prevent intake resistance and enhance the response.
また、上記各実施例において、独立吸気通路に配設し
た第１絞り弁９はアクセルに連動するように開閉させる
が、第２絞り弁10についてはアクセルと連動させる構造
でなく、例えば、第１絞り弁９下流の吸気負圧によって
開くアクチュエータで開閉するようにして、軽負荷で閉
じて吸気量制御を行う一方、所定負荷以上となった際に
開いて吸気抵抗とらないように構成してもよい。Further, in each of the above embodiments, the first throttle valve 9 disposed in the independent intake passage is opened and closed so as to be linked with the accelerator, but the second throttle valve 10 is not structured to be linked with the accelerator. The throttle valve 9 may be opened and closed by an actuator that is opened by an intake negative pressure downstream of the throttle valve 9 so that the intake amount is controlled by closing with a light load, while the intake valve is opened and does not have intake resistance when the load exceeds a predetermined load. Good.
（発明の効果） 上記のような本発明によれば、各気筒への独立吸気通
路に第１絞り弁を、上流の集合吸気通路部分に第２絞り
弁を設け、アイドル付近の極軽負荷状態では第１絞り弁
の１気筒分の開弁面積より第２絞り弁の開弁面積が小さ
く、第２絞り弁の開度によって吸気量を調整することに
より、第１絞り弁の部分の製作誤差、連動開閉のずれ等
に伴う各気筒に対する開口面積の差の比率が大きくトル
ク差に影響するのを、上流側の第２絞り弁による絞りで
吸気量制御を行って気筒間のトルク差を軽減することが
でき、また、アクセル開度が所定値を越えた負荷増大状
態では、第１絞り弁の１気筒分の開弁面積より第２絞り
弁の開弁面積が大きくなり、第１絞り弁の開度によって
吸気量を調整することにより、同一アクセル開度に対す
る第２絞り弁の絞りが少なくなり、この第２絞り弁が抵
抗にならず、第２絞り弁下流側圧力が高くなり、アクセ
ル変化に対する空気流入のレスポンスを向上することが
できるものである。(Effects of the Invention) According to the present invention as described above, the first throttle valve is provided in the independent intake passage to each cylinder, and the second throttle valve is provided in the upstream collective intake passage portion, and the extremely light load state near idle is provided. In this case, the opening area of the second throttle valve is smaller than the opening area of one cylinder of the first throttle valve, and the intake air amount is adjusted by the opening degree of the second throttle valve, so that the manufacturing error of the portion of the first throttle valve is reduced. To reduce the torque difference between cylinders by controlling the intake air amount with the throttle by the second throttle valve on the upstream side, because the ratio of the difference of the opening area to each cylinder due to the shift of interlocking opening and closing etc. greatly affects the torque difference Further, in a load increase state where the accelerator opening exceeds a predetermined value, the opening area of the second throttle valve becomes larger than the opening area of one cylinder of the first throttle valve, and the first throttle valve By adjusting the intake air amount according to the opening of The throttle of the two throttle valve is reduced, the second throttle valve does not become a resistance, the pressure on the downstream side of the second throttle valve increases, and the response of the air inflow to the accelerator change can be improved.
第１図は本発明の一実施例における直列４気筒エンジン
の全体構成図、 第２図はアクセル開度変化に対する絞り弁開度および開
弁面積の特性を示す特性図、 第３図はＶ型６気筒エンジンの例における全体構成図、 第４図は第１絞り弁と第２絞り弁との機械的連係構造を
示す構成図、 第５図は第４図の例におけるアクセル開度に対する開弁
特性を示す特性図である。 1,13……エンジン本体、1a……気筒、２……吸気ポー
ト、4,14……吸気通路、4a,14a……独立吸気通路、９…
…第１絞り弁、10……第２絞り弁。FIG. 1 is an overall configuration diagram of an in-line four-cylinder engine according to an embodiment of the present invention, FIG. 2 is a characteristic diagram showing characteristics of a throttle valve opening and a valve opening area with respect to a change in an accelerator opening, and FIG. FIG. 4 is an overall configuration diagram of an example of a six-cylinder engine, FIG. 4 is a configuration diagram showing a mechanical linkage structure between a first throttle valve and a second throttle valve, and FIG. 5 is a valve opening with respect to an accelerator opening in the example of FIG. It is a characteristic view showing a characteristic. 1,13 ... engine body, 1a ... cylinder, 2 ... intake port, 4, 14 ... intake passage, 4a, 14a ... independent intake passage, 9 ...
... 1st throttle valve, 10 ... 2nd throttle valve.
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平１−104928（ＪＰ，Ａ) 特開 昭61−201834（ＪＰ，Ａ) 特開 昭47−14530（ＪＰ，Ａ) 実開 昭55−172631（ＪＰ，Ｕ) 実開 昭62−102841（ＪＰ，Ｕ) 実開 昭62−76282（ＪＰ，Ｕ) ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-1-104928 (JP, A) JP-A-61-201834 (JP, A) JP-A-47-14530 (JP, A) Jpn. 172631 (JP, U) Shokai 62-1022841 (JP, U) Shokai 62-76282 (JP, U)
Claims (1)
ける一方、該独立吸気通路上流の集合吸気通路部分に第
２絞り弁を設け、 アイドル付近の極軽負荷状態では、前記第１絞り弁の１
気筒分の開弁面積より前記第２絞り弁の開弁面積が小さ
く、前記第２絞り弁のアクセル開度に応じて開閉制御さ
れる開度によって吸気量を調整する一方、アクセル開度
が所定値を越えた負荷増大状態では、前記第１絞り弁の
１気筒分の開弁面積より前記第２絞り弁の開弁面積が大
きくなり、前記第１絞り弁のアクセル開度に応じて開閉
制御される開度によって吸気量を調整することを特徴と
するエンジンの吸気装置。1. A first throttle valve is provided in an independent intake passage to each cylinder, while a second throttle valve is provided in a collective intake passage portion upstream of the independent intake passage, and in an extremely light load state near idle, the first throttle valve is provided. 1 of 1 throttle valve
The opening area of the second throttle valve is smaller than the opening area of the cylinder, and the intake air amount is adjusted by the opening degree that is controlled to open and close according to the accelerator opening degree of the second throttle valve, while the accelerator opening degree is a predetermined value. In a load increase state exceeding the value, the opening area of the second throttle valve becomes larger than the opening area of one cylinder of the first throttle valve, and the opening / closing control is performed according to the accelerator opening of the first throttle valve. An intake device for an engine, wherein an intake air amount is adjusted according to the opening degree.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63048370A JP2720164B2 (en) | 1988-03-01 | 1988-03-01 | Engine intake system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63048370A JP2720164B2 (en) | 1988-03-01 | 1988-03-01 | Engine intake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01224414A JPH01224414A (en) | 1989-09-07 |
| JP2720164B2 true JP2720164B2 (en) | 1998-02-25 |
Family
ID=12801450
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63048370A Expired - Fee Related JP2720164B2 (en) | 1988-03-01 | 1988-03-01 | Engine intake system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2720164B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115370512B (en) * | 2022-08-31 | 2023-08-08 | 山东交通学院 | External air pressure intensity adjusting system for internal combustion engine experiment |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55172631U (en) * | 1979-05-31 | 1980-12-11 | ||
| JPH0330598Y2 (en) * | 1985-12-18 | 1991-06-27 | ||
| JPH0311384Y2 (en) * | 1986-10-03 | 1991-03-19 |
-
1988
- 1988-03-01 JP JP63048370A patent/JP2720164B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH01224414A (en) | 1989-09-07 |
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