JP3386588B2 - Engine intake control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake air control system for producing a swirl flow and a tumble flow at the time of intake as a vehicle engine, and more specifically, to a swirl mode, a tumble mode or a fully open intake mode depending on an operating state. The present invention relates to an intake control device that controls switching.

[0002]

2. Description of the Related Art In a two-intake valve engine, a swirl flow that swirls in a circumferential direction or a tumble flow that swirls in an axial direction is generated in a cylinder by using the intake flow of two intake ports during intake. Is known to do. In this case, if a swirl flow is generated on the low load side, it can be stratified so as to form a rich air-fuel mixture locally near the electrode of the spark plug and burn well, and lean combustion is promoted by this combustion method. It becomes possible to improve fuel efficiency and the like.
Also, when a tumble flow is generated on the high load side, the mixing of fuel and air is promoted to form a uniform air-fuel mixture, and further a strong gas flow is generated due to the turbulence when the tumble flow collapses immediately before ignition, which causes combustion. It has already been proposed by the applicant of the present invention that it is possible to improve the running performance and the like.

Therefore, in the intake port of each cylinder, a swirl flow or a tumble flow is generated by a simple valve operation, and a larger amount of air can be sucked. Then, it is required to perform control so that the swirl mode, the tumble mode, or the fully open intake mode is properly used according to the engine operating state. When the intake ports are separated into the left and right banks as in a horizontally opposed engine, the intake flow when the air flows through a long intake pipe may be uneven due to the layout of the intake system. In this case, it is desired to positively utilize this nonuniform intake flow to enhance the swirl flow.

Conventionally, there is a prior art disclosed in Japanese Patent Laid-Open No. 61-277815 for the intake control device for the engine, in which a helical port and a direct port are provided in each cylinder, and each intake passage communicates with each port. Place the throttle valve. It is shown that the throttle valve on the direct port side is closed to form a strong swirl at low speed and low load, and the throttle valve on the direct port side is controlled to open according to an increase in load or rotation speed.

Further, in the prior art of Japanese Patent Laid-Open No. 62-291434, a fuel supply means and an intake vortex flow control valve are provided in one of the two intake passages provided for each cylinder, and an open / close valve is provided in the other. It is shown that the opening / closing valve is closed at low speed and low load, and the control valve at this time throttles intake air to generate swirl.

[0006]

By the way, in each of the above-mentioned prior arts, only the swirl flow is generated, and the tumble flow is not generated. Therefore, the effect of improving the combustion by the tumble flow cannot be obtained. Moreover, the effect of combustion improvement due to the eddy current is limited to the low speed and low load side in a wide operating range, and cannot be effectively exhibited in other areas. Furthermore, since it is configured to generate a swirl flow by inhaling the entire one intake port of the two intake ports,
The swirling radius of the swirl flow becomes the radius of the port center,
There is a problem that swirl flow that makes the best use of the bore diameter of the cylinder cannot be generated.

In view of the above points, the present invention is configured to effectively generate a swirl flow and a tumble flow, and appropriately control switching between the swirl mode, the tumble mode and the full open intake mode according to the operating condition. With the goal.

[0008]

To achieve this object, an intake control device for an engine according to claim 1 of the present invention is, as shown in FIG. 1, a two intake valve type two intake air intake valve. The port 15 is divided into a center port 24 and two side ports 25 and 26 on both sides of the center port 24, a port dividing device 21, an injector 27 at the center port 24 and a tumble control valve 31 for generating a tumble flow. Intake of an engine provided with a control valve device 30 provided with a whirl control valve 32 for generating a swirl flow at the port 25, and an actuating device 35 for opening and closing the tumble control valve 31 and the swirl control valve 32 in accordance with the engine operating state. In the control device, the swirl control valve 32 and the tumble control valve 31 are operated in the low speed and low load region depending on the operating state after the engine is warmed up.
And a swirl mode determination means C1 for generating a swirl flow, and a tumble mode determination means C2 for closing the tumble control valve 31 and opening the swirl control valve 32 in the medium to medium load region to generate a tumble flow. In the load region, the swirl control valve 32 and the tumble control valve 31 are both opened to provide a fully open intake mode determination means C3 for performing a fully open intake.

According to another aspect of the engine intake control device of the present invention, the control valve device has a structure in which the swirl control valve and the tumble control valve are opened and closed by two independent shafts, and the actuating device is provided separately on the valve shaft of each control valve. Attach a diaphragm type actuator,
A configuration in which those actuators are connected to the intake system via solenoid valves that switch between the atmospheric pressure side and the negative pressure side, respectively, and two solenoid valves are switched according to the engine operating state, thereby opening and closing the swirl control valve and the tumble control valve. It is characterized by

According to a third aspect of the present invention, there is provided an intake control device for an engine, wherein the control valve device is configured to open and close with a common single shaft provided with a lost motion type engaging means between the swirl control valve and the tumble control valve. Is equipped with a single diaphragm actuator at one end of a common valve shaft, biases a return spring at the other end, and connects the actuator to the intake system via a solenoid valve that switches between the atmospheric pressure side and the negative pressure side. Further, by connecting the atmospheric pressure side of the solenoid valve to another solenoid valve that opens and closes the atmospheric pressure side through a passage having an orifice, and switching or opening and closing the two solenoid valves according to the engine operating state, the swirl control valve And the tumble control valve is opened and closed.

An engine intake control device according to a fourth aspect of the present invention is characterized in that the other side port, which is always open, is arranged on the side where the flow of intake air is strong.

[0012]

Therefore, according to the first aspect of the present invention, the swirl control valve 32 and the tumble control valve 31 of the control valve device 30 are opened and closed by the actuating device 35 in accordance with the operating state after warming up during engine operation. Therefore, when the air is taken in from the two intake ports 15 in the intake stroke, the intake flow is divided into the center ports 24 and 2 which are formed by the port dividing device 21.
It is variably controlled by one side port 25, 26. Therefore, in the low speed / low load region, the swirl mode determination means C1 closes both the swirl control valve 32 and the tumble control valve 31 so that only the side port 26 that is normally open is inhaled in the cylinder 10 in the tangential direction. A swirl flow swirling in the circumferential direction is effectively generated therein. Then, a rich air-fuel mixture formed by the fuel injected from the injector 27 by the swirl flow is formed in the vicinity of the spark plug, and stratified combustion is favorably performed, so that fuel consumption and exhaust emission are improved.

In the medium-speed / medium-load region, the tumble mode determining means C2 closes the tumble control valve 31 and opens the swirl control valve 32, so that the two side ports 25, 26 are provided.
Is symmetrically inhaled in the tangential direction in the cylinder 10, so that the tumble flow swirling in the axial direction in the cylinder 10 is effectively generated. In this case, the mixture of fuel and air injected from the injector 27 is promoted by the tumble flow to form a uniform air-fuel mixture having a strong gas flow. Therefore, the ignition plug ignites and the air utilization rate is high. In this case, the uniform combustion is satisfactorily performed, and the running property is improved. In the high speed and high load region, the fully open intake mode determination means C3
By opening both the swirl control valve 32 and the tumble control valve 31, a large amount of air is quickly and smoothly taken in from the two intake ports 15, and a large engine output is obtained.

According to the second aspect of the present invention, the two solenoid valves are switched to, for example, the atmospheric pressure side according to the engine operating state, so that both the swirl control valve and the tumble control valve are closed to enter the swirl mode. When the solenoid valve on the side of the swirl control valve is switched to, for example, the negative pressure side, the actuator operates to open the swirl control valve by the introduction of the negative pressure, and the tumble mode is set. Further, when the solenoid valve on the tumble control valve side is also switched to, for example, the negative pressure side, the actuator also operates to open the tumble control valve by the introduction of the negative pressure to enter the full open intake mode. Thus, the two control valves are independently opened / closed by the switching control of the two solenoid valves according to the engine operating state, so that the three modes can be appropriately obtained.

According to the third aspect of the present invention, when one solenoid valve is switched to, for example, the negative pressure side and the other solenoid valve is closed, for example, in accordance with the engine operating state, the single actuator is engaged by the introduction of negative pressure. The swirl control valve and the tumble control valve are actuated to be closed while engaging with each other to enter the swirl mode. If one solenoid valve is switched to the atmospheric pressure side and the other solenoid valve is opened, a part of the negative pressure of the actuator is gradually released, and only the swirl control valve operates so that it opens in the lost motion mode. Becomes When the negative pressure of the actuator is further released by the other solenoid valve, the engagement means is released and the tumble control valve is operated so as to be in the full open intake mode. In this way, the swirl control valve and the tumble control valve of the valve control device can be opened and closed with a simple structure of a common single shaft provided with a single actuator, and three modes can be appropriately obtained.

According to the present invention, in the swirl mode in which the two control valves are both closed, the air having a strong flow in the intake manifold is sucked into the cylinder through the other side port which is always open, and the strong swirl is generated. A stream is created.

[0017]

Embodiments of the present invention will be described below with reference to the drawings. Referring to FIG. 2, an outline of a horizontally opposed four-cylinder engine will be described.
Are separated and joined horizontally, and the first and third are placed in the right bank 3R.
The second cylinder and the fourth cylinder are arranged in the left bank 3L. In the engine room, an auxiliary machine 5 such as an alternator, an air conditioner, and a power steering is arranged in front of the engine body 1. Therefore, in order to lay out the intake system while avoiding the front auxiliary machinery and the rear toe board 6 etc., a chamber 7 is arranged directly above the center of the cylinder block, and an air cleaner (not shown) is provided upstream of this chamber 7 via a throttle valve 8. Are communicated.

Two intake manifolds 9a to 9d are taken out for each bank on the left and right sides of the chamber 7, and the two intake manifolds 9a and 9c on the right bank 3R side are gently bent back and forth at predetermined intervals. While being acquired, they are communicated with the intake ports of the first and third cylinders. The two intake manifolds 9b, 9d on the left bank 3L side are similarly bent and communicated with the intake ports of the second and fourth cylinders. Therefore, each of the intake manifolds 9a to 9d of each cylinder has a shape in which the intake manifolds 9a to 9d are gently bent from the inner side to the outer side, and as shown by the arrow in FIG. Therefore, when the swirl flow is generated in a state where the amount of air is low and the load is small, it is possible to generate a strong swirl flow by introducing a strong inner intake flow into the intake port of each cylinder.

An intake control device for a horizontally opposed engine will be described with reference to FIGS. A cylinder 10 is horizontally formed in the cylinder block 2, and a piston 11 is movably inserted into the cylinder 10.
In the cylinder head 4, a combustion chamber 12 is formed at the top of the cylinder, and a spark plug 13 is attached to the combustion chamber 12 substantially at the center thereof. Two intake ports 15 each having an intake valve 14 are formed above the combustion chamber 12 in a bifurcated shape, and two exhaust ports 17 each provided with an exhaust valve 16 are formed in a bifurcated shape to form a four valve valve. Composed into an expression.

Further, an elliptic cylindrical connecting pipe 18 having the same shape as the collecting portion of the two intake ports 15 is provided, and the connecting pipe 18 is attached to the intake port 15 of the cylinder head 4 at the mounting portion 1.
8a is screwed and connected. The cylinder shown in FIG. 3 to FIG. 5 is, for example, the fourth cylinder, and therefore the intake manifold 9d from the chamber 7 is connected to the connecting pipe 18. Then, inside the connecting pipe 18 and the two intake ports 15, a port dividing device 21 and a control valve device 30 are provided.
A negative pressure actuating device 35 is provided outside the device 8.

In the port dividing device 21, substantially the entire area in the longitudinal direction inside the connecting pipe 18 and the two bifurcated intake ports 15 is 2.
It is divided by two partition walls 22 and 23, and a center port 24 having a large diameter is formed in the center, and two side ports 25 and 26 having a small diameter are independently formed on both sides thereof. Partition 2
The tips of the valves 2 and 23 extend to the vicinity of the valve head of the intake valve 14, so that the three ports 24 to 26 are formed so as to be partitioned to the vicinity of the valve head. Center port 24
Has a bifurcated shape extending over the two intake ports 15 and communicates with a wide range around the center of the cylinder, and the side ports 25, 26 both communicate with each other in the cylinder tangential direction with their tips narrowed. An injector 27 that injects fuel near the center of the cylinder 10 is installed on the center port 24 in the connecting pipe 18.

In the control valve device 30, a tumble control valve 31 is provided at the inlet of the center port 24, and a swirl control valve 32 is provided at the inlet of the outer side port 25 where the intake flow is weak in the side ports 25 and 26 on both sides. To be
The inner side port 26 with strong intake air is always open. These control valves 31, 32 are independent 2
The valve shafts 31a and 32a of the shaft,
The valve elements 31b and 32b of the butterfly type are attached to a and are opened and closed by the negative pressure operating device 35.

Referring to FIGS. 6 and 7, the negative pressure actuating device 35 will be described. The diaphragm type actuator 3
6 is attached to the valve shaft 31a of the tumble control valve 31 via a lever 36a, and is closed by the force of a spring 36c when the diaphragm chamber 36b is at atmospheric pressure, and the diaphragm 36d is displaced and opened by a negative pressure. It The other actuator 37 is also attached to the valve shaft 32a of the swirl control valve 32 via the lever 37a so as to close at atmospheric pressure and open at negative pressure. The two actuators 36, 37 are connected to the intake manifold 9d via solenoid valves 40, 41 and check valves 42, 43 for switching between the atmospheric pressure side and the negative pressure side by passages 38, 39, respectively. Further, the control unit 45 controls the solenoid valves 40 and 41.
Are connected to the solenoid valves 40 and 4 with ON signals.
1 is switched to the negative pressure side and the control valves 31 and 32 are opened.

The control unit 45 includes the air flow meter 4
Intake air amount Q according to the load of No. 6, crank angle sensor 47
Signals such as the engine speed N and the water temperature of the water temperature sensor 48 are input to determine the engine warm-up and the operating state, and the operating mode according to the operating state is determined with reference to the operating mode map of FIG. In FIG. 8, a low speed set value N1, a medium speed set value N2, a low load set value Q1, and a medium load set value Q2.
Is set. Then, in the low speed and low load region of N ≦ N1 and Q ≦ Q1, the swirl mode is set to N1 <N ≦ N2, Q1 in advance.
<Q ≦ Q2 In the medium speed / medium load range, the tumble mode is N
In the high speed and high load region of 2 <N and Q2 <Q, the full open intake mode is set. Therefore, the water temperature Tw is the set value T
In a warm-up completion state higher than 1, an OFF signal is sent to the two solenoid valves 40 and 41 in the swirl mode, and only one solenoid valve 41 is turned O in the tumble mode.
The N signal is configured to output an ON signal to the two solenoid valves 40 and 41 in the full open intake mode.

Next, the operation of this embodiment will be described with reference to the flowchart of FIG. First, in step S1, it is determined whether or not the engine has been warmed up. If the engine has been warmed up, the process proceeds to step S2 to determine the operating state region. Therefore, in the case of the low speed and low load region, the process proceeds to step S3 and the OFF signal is output to the two solenoid valves 40 and 41. Therefore, both solenoid valves 40 and 41 are switched to the atmospheric pressure side,
The two actuators 36 and 37 do not work due to the introduction of air,
The two control valves 31 and 32 are both closed, and only the side port 26 inside the manifold is in communication with the intake port 15. At this time, if the intake valve 14 opens in the intake stroke,
Although a small amount of air from the throttle valve 8 flows into the intake port 15 through the chamber 7 and the intake manifold 9d,
In this case, the strong flow of air A inside the intake manifold 9d is caused by the intake system layout of the horizontally opposed engine.
As shown in FIG. 4, it flows into the side port 26 which is always open.

Therefore, the air A with a small flow rate but a strong flow rate
However, the side port 26 forms a jet flow into the cylinder 10
The air is sucked in tangentially to the inside, so that the intake air A is strongly rotated in the circumferential direction along the cylinder side 10a. Therefore, a strong swirl flow B swirling in the circumferential direction in the cylinder 10
It is effectively generated as shown in FIG.

When fuel is injected from the injector 27 at a relatively late intake stroke, the fuel F is supplied to the vicinity of the center of the cylinder through the center port 24, but the fuel F is surely diffused by the strong swirl flow B. This is prevented and thus stratified to form a rich mixture near the electrodes of the spark plug 13. After the compression stroke, the rich air-fuel mixture is surely ignited by the ignition plug 13, and the ignited rich air-fuel mixture is used as the ignition source for favorable stratified combustion. With this combustion method, it is possible to dilute the air-fuel ratio as a whole, thereby improving fuel efficiency and exhaust emission.

In the medium-speed / medium-load region, the process proceeds from step S2 to step S4 to output an OFF signal to one solenoid valve 40 and an ON signal to the other solenoid valve 41. Therefore, the other solenoid valve 41 is switched to the negative pressure side, and its actuator 37 operates so as to open the swirl control valve 32 by the introduction of the negative pressure, and as a result, the two side ports 25 and 26 are in a state of communicating with each other. . Therefore, in the intake stroke, as shown in FIG. 10A, a relatively large amount of air A generated by the throttle valve 8 is divided into two, and the two side ports 25 and 26 form a jet flow that is symmetrical in the tangential direction in the cylinder 10. Inhaled. Therefore, in this case, the intake air A of the two systems from the side ports 25 and 26 collides with the intake port 15 in the cylinder 10 on the opposite side and is deflected in the cylinder axial direction. As in b), the tumble flow C swirling in the axial direction on the substantially center line is effectively generated.

When fuel is injected from the injector 27 into the cylinder 10 at a relatively early stage of the intake stroke, the fuel F is entrained in the tumble flow C and the fuel F and the air A are mixed well. Further, when the tumble flow C collapses in the latter half of the compression stroke, gas flow and turbulence are strengthened to further promote mixing, thus forming a uniform air-fuel mixture throughout the cylinder 10. Then, the ignition plug 13 ignites a homogeneous mixture having a strong fluidity, so that the air is efficiently burned in a state where the air utilization rate is high, and therefore, the traveling property in this region is improved.

In the high speed and high load region, the process proceeds from step S2 to step S5 and the two solenoid valves 40 and 41 are turned on.
Output N signal. Therefore, one solenoid valve 40 is also switched to the negative pressure side, and its actuator 36 operates to open the tumble control valve 31 by the introduction of the negative pressure, and as a result, the two control valves 31 and 32 are both opened. Therefore, the two intake ports 15 are fully opened and the fully open intake mode is set. Therefore, in the intake stroke, a large amount of air A from the throttle valve 8 is quickly and smoothly drawn into the cylinder 10 by the two intake ports 15, and a large engine output is obtained.

On the other hand, when the engine is cold, the routine proceeds from step S1 to step S5, where the two solenoid valves 40 and 41 are connected.
An ON signal is output to open the control valves 31 and 32, and the above-described full open intake mode is set. Therefore, the fuel F, the amount of which is increased and corrected by the injector 27, is smoothly and surely drawn into the cylinder 10 to promote warm-up. In this embodiment, the actuator may be set to close the control valve at negative pressure and open the control valve at atmospheric pressure. Electrical signal ON, O
The FF relationship can also be set arbitrarily.

Another embodiment of the present invention will be described with reference to FIG. In this embodiment, the structures of the control valve device 30 and the negative pressure operating device 35 are simplified. First, a spherical chamber 31c as shown in FIG. 13 is provided around the control valve turning portion of the center port 24 where the tumble control valve 31 is provided and around the control valve turning portion of the side port 25 where the swirl control valve 32 is provided. , 32c, and these valve chambers 31
c and 32c are common to one valve shaft 50 and valve bodies 31b and 32b
Is installed. In particular, the valve element 31b of the tumble control valve 31
Is configured to be kept closed regardless of its position by the spherical valve chamber 31c. The valve shaft 50 is divided into two for each of the two control valves 31 and 32, and the lever 5 is attached to one shaft 50a.
Single diaphragm actuator 51 via 1a
Is attached, and the return spring 5 is attached to the other shaft 50b.
2, the engagement means 55 of the lost motion type mechanism is provided between the shafts 50a and 50b.

As shown in FIG. 12, the engaging means 55 includes an engaging piece 56 on one shaft 50a and two protrusions 5 on the other shaft 50b.
7 and 58, the two protrusions 57 and 58 are engaged with the engaging piece 56.
Are arranged on both sides of the shaft 50a and are configured to be engaged or disengaged depending on the rotation angle of the shaft 50a. Here, when the engagement piece 56 is vertical and the two protrusions 57 and 58 are horizontally arranged, the valve bodies 31b and 32b of the respective control valves 31 and 32 are vertically opened by the return spring 52 and the actuator 51. Set to state. From this state, the actuator 51
Thus, when the shaft 50a is rotated, only the valve element 31b of the tumble control valve 31 is rotated, and the control valve 31 is closed at the time when the tumble control valve 31 is rotated by about 45 degrees, and the valve is kept closed thereafter. At this time, the engagement piece 56 engages with the projections 57 and 58, and thereafter, the valve body 32b of the swirl control valve 32 also rotates together with the shaft 50b, and the control valve 32 closes when it further rotates about 45 degrees. Has become.

The negative pressure operating device 35 includes an actuator 51.
Through a passage 60 through a solenoid valve 61 and a check valve 62 for switching between the atmospheric pressure side and the negative pressure side.
The atmospheric pressure side of the solenoid valve 61 is connected to a solenoid valve 65 which opens and closes the atmospheric pressure side by a passage 64 having an orifice 63. The actuator 51 is provided with a potentiometer 66 for detecting opening / closing of the control valves 31 and 32 according to its movement position, and this signal is input to the control unit 45. The control unit 45 determines the low speed low load, medium speed medium load, and high speed high load regions as described above, and outputs ON / OFF signals to the solenoid valves 61 and 65 depending on this region and the moving position to switch or It is designed to open and close. The same parts as those in the above-mentioned embodiment are designated by the same reference numerals and the description thereof will be omitted.

Next, the operation of this embodiment will be described. First, in the low speed / low load region, when the control unit 45 switches the solenoid valve 61 to the negative pressure side, the actuator 51 operates so as to rotate the shaft 50a by introducing the negative pressure. Then, one shaft 50a of the valve shaft 50 rotates by about 45 degrees to close the tumble control valve 31, and then further about 45 degrees.
The other shaft 50 is engaged by the engagement means 55 when it is rotated once.
b rotates and the swirl control valve 32 also closes as shown in FIG. In this way, the two control valves 31 and 32 are closed and only one side port 26 is opened to enter the swirl mode.

In the medium-speed / medium-load region, the control unit 45 switches the solenoid valve 61 to the atmospheric pressure side and opens the solenoid valve 65. Then, a part of the negative pressure of the actuator 51 is gradually released by the orifice 63 and the solenoid valve 65, and the return spring 52 causes the shafts 50a and 50b to rotate in reverse together.
2 and the engaging means 55 are as shown in FIGS. 14 (a) to 14 (c). At this time, by closing the solenoid valve 65 by the signal from the potentiometer 66, the negative pressure of the actuator 51 is held, the tumble control valve 31 is continuously closed, and the swirl control valve 32 is opened to enter the tumble mode.

In the high speed and high load region, the negative pressure of the actuator 51 is further released by reopening the solenoid valve 65,
After this, the engaging means 55 is released and only the shaft 50a rotates in the reverse direction, and at the time point when it returns about 45 degrees, the control valves 31, 32 and the engaging means 55 become as shown in FIGS. 15 (a) to 15 (c). . In this way, the tumble control valve 31 is also opened, and the full open intake mode is set.

Although the embodiments of the present invention have been described above, the control device for two cylinders in the left and right banks can be controlled by one set of negative pressure actuating devices in both independent two-axis and common one-axis control valve devices. Of course, it can be configured to be operable at the same time. Although the horizontally opposed engine has been described, it can be applied to all other two intake valve type engines. The actuator of the control valve device may be opened and closed electronically using an actuator such as a motor.

[0039]

As described above, in the engine intake control device according to the first aspect of the present invention, the tumble control valve and the swirl control valve are provided in the two intake ports of the two intake valve type fork. In a system that generates swirl flow and tumble flow, the swirl mode operates to generate swirl flow by closing both the swirl control valve and the tumble control valve in the low speed and low load region according to the operating state after engine warm-up. The determination means, the tumble mode determination means that closes the tumble control valve in the medium speed / medium load region and opens the swirl control valve to generate a tumble flow, and the swirl control valve and the tumble control valve in the high speed / high load region. Since the structure is provided with a full-open intake mode determination means that operates so as to open together and perform full-open intake, the three modes are appropriately switched according to the engine operating state. Rukoto can.

In the low speed and low load region, the swirl flow is generated to favorably perform the stratified combustion, the operation stability is improved, the lean combustion is possible, and the fuel consumption and the exhaust emission are improved. In the medium-speed / medium-load range, tumble flow is generated and burns well,
The runnability is improved.

In the engine intake control device according to the second aspect of the present invention, the control valve device is configured to open and close the swirl control valve and the tumble control valve by two independent shafts, and the actuating device is provided for each control valve shaft separately. Attach a diaphragm type actuator, connect these actuators to the intake system via solenoid valves that switch to the atmospheric pressure side and the negative pressure side, respectively, and switch the two solenoid valves according to the engine operating state to switch between the swirl control valve and the tumble valve. Since the control valve is configured to be opened and closed, the two control valves can be independently and reliably opened and closed. Since it is a negative pressure type, no drive source is required.

In the engine intake control device according to the third aspect of the present invention, the control valve device is configured to open and close the swirl control valve and the tumble control valve by a common single shaft, and the actuating device is provided at one end of the common valve shaft. A single diaphragm type actuator is attached, a return spring is urged to the other end, and a lost motion type engaging means is provided between each control valve on the way.
The actuator is connected to the intake system via a solenoid valve that switches between the atmospheric pressure side and the negative pressure side, and the atmospheric pressure side of the solenoid valve is connected to another solenoid valve that opens and closes the atmospheric pressure side via a passage having an orifice. Since the swirl control valve and the tumble control valve are configured to be opened and closed by switching or opening and closing the two solenoid valves according to the engine operating state, the structure of the control valve device and the actuating device is simplified and the cost is reduced. Be advantageous to.

In the intake control device for an engine according to the fourth aspect, since the other side port that is normally open is arranged on the side where the flow of intake air is strong, it is possible to generate a strong swirl flow in the swirl mode.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram showing a configuration of an engine intake control device according to the present invention.

FIG. 2 is a plan view showing the outline of a horizontally opposed engine.

FIG. 3 is a longitudinal sectional view showing an embodiment of an intake control device in the case of a horizontally opposed engine.

FIG. 4 is a cross-sectional view of the same embodiment.

FIG. 5 is a cutaway perspective view of the same embodiment.

FIG. 6 is a circuit diagram showing a configuration of a negative pressure operating device.

FIG. 7 is a front view showing a configuration of a control valve device.

FIG. 8 is a diagram showing an operation mode map.

FIG. 9 is a flowchart showing mode switching control.

FIG. 10 is a sectional view showing an operating state of a tumble mode.

FIG. 11 is a circuit diagram showing the configuration of another embodiment of the intake control device.

FIG. 12 is a cross-sectional view showing a configuration of an engaging means.

FIG. 13 is a cross-sectional view showing a configuration of a control valve device.

FIG. 14 is a diagram showing an operating state of a tumble mode.

FIG. 15 is a diagram showing an operating state of a fully open intake mode.

[Explanation of symbols]

10 cylinders 15 intake port 21 3-port device 24 Center port 25,26 Side port 27 injectors 30 Control valve device 31 tumble control valve 32 swirl control valve 35 Negative Pressure Actuator (Actuator) C1 swirl mode determination means C2 tumble mode determination means C3 Full open intake mode determination means

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ identification code FI F02M 69/00 360 F02M 69/00 360B 360C (58) Fields investigated (Int.Cl. ⁷ , DB name) F02B 31/02 F02B 23/08 F02D 9/02 321 F02D 9/02 351 F02M 69/00 360

Claims (4)

(57) [Claims] 1. A port dividing device for dividing and forming two bifurcated intake ports of a two-intake valve type into a center port and two side ports on both sides thereof, and an injector and a tumble flow in the center port. Tumble control valve,
An intake control device for an engine provided with a control valve device having a swirl control valve for generating a swirl flow in one of the side ports, and an operating device for opening and closing the tumble control valve and the swirl control valve in accordance with the engine operating state. In the low speed and low load region, the swirl mode determination means for generating the swirl flow by closing both the swirl control valve and the tumble control valve depending on the operating condition after engine warm-up, and in the medium speed and medium load region, the tumble control valve is closed for swirl control. A tumble mode determination means for opening a control valve to generate a tumble flow, and a full-open intake mode determination means for fully opening intake by opening both the swirl control valve and the tumble control valve in a high-speed and high-load region are provided. Intake control device. 2. The control valve device has a structure in which a swirl control valve and a tumble control valve are opened and closed by two independent shafts, and the actuating device is
Diaphragm actuators are separately attached to the valve shafts of each control valve, and these actuators are connected to the intake system via solenoid valves that switch between the atmospheric pressure side and the negative pressure side, and two solenoid valves are connected depending on the engine operating state. The intake control device for an engine according to claim 1, wherein the swirl control valve and the tumble control valve are opened and closed by switching. 3. The control valve device is configured to open and close with a common single shaft provided with a lost motion type engaging means between the swirl control valve and the tumble control valve, and the operating device has a single valve at one end of the common valve shaft. Attach one diaphragm type actuator,
The return spring is urged to the other end, and the actuator is connected to the intake system via a solenoid valve that switches between the atmospheric pressure side and the negative pressure side, and the atmospheric pressure side of the solenoid valve is connected to the atmospheric pressure side via a passage having an orifice. Connect to another solenoid valve that opens and closes the
The intake control device for the engine according to claim 1, wherein the swirl control valve and the tumble control valve are opened and closed by switching or opening and closing one solenoid valve. 4. The other side port, which is always open, is arranged on the side of strong intake air flow.
An intake control device for the engine described.