JP3832264B2 - Intake control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an intake air control device that controls the intake air amount sucked into a cylinder of a spark ignition type gasoline engine, and more particularly to an internal combustion engine that achieves intake air amount control by variable control of valve lift characteristics of an intake valve. The present invention relates to an intake control device.
[0002]
[Prior art]
In a gasoline engine, the intake air amount is generally controlled by controlling the opening degree of a throttle valve provided in the intake passage. As is well known, this type of system has a particularly low low throttle valve opening degree. There is a problem that the pumping loss during loading is large. On the other hand, attempts have been made to control the intake air amount without depending on the throttle valve by changing the opening / closing timing (especially the closing time) of the intake valve and the lift amount. Thus, it has been proposed to realize a so-called throttle-less configuration in which an intake system is not equipped with a throttle valve as in a diesel engine.
[0003]
For example, Japanese Patent Laid-Open No. 11-117777 has an electromagnetic configuration in which an intake valve and an exhaust valve are opened and closed by an electrical signal, and an intake air amount is controlled by variable control of the intake valve closing timing or lift amount in a low and medium load region. An invention is disclosed in which the power is controlled according to the load. The device of this publication uses a throttle valve in combination, and in the low and medium load regions, the throttle valve is fully opened and the intake air amount control based on the valve lift characteristic described above is performed. In the extremely low load range and the high load range, the intake air amount is controlled using this throttle valve.
[0004]
[Problems to be solved by the invention]
The device of the above publication can be said to be a substantially throttle-less configuration when focusing on the low-medium load region in which the throttle valve is fully open. An important issue arises.
[0005]
One of the reasons is that when the charging efficiency is controlled mainly by the valve timing, that is, the intake valve closing timing, the intake valve closing timing is significantly lower than the bottom dead center when the required intake amount is very small like idle. Since the intake valve closes when the piston is not lowered sufficiently because the position is advanced, the actual compression ratio decreases, the temperature at the compression top dead center is insufficient, and combustion is unstable. It is to become.
[0006]
Another problem is that if no negative pressure is generated in the intake system due to the throttle-less operation, blow-by gas, purge gas from the evaporator (gas containing evaporated fuel component from the fuel tank), etc. is returned to the intake system. In other words, the existing system does not function as it is, and some kind of pumping means is required, resulting in a drastic change or complication of the system. The negative pressure of the intake system is usually used as a drive source for various switching valves attached to the internal combustion engine, and the configuration related to these needs to be changed.
[0007]
An object of the present invention is to realize an intake air amount control that does not depend on a throttle valve, which can greatly reduce pumping loss by variable control of the intake valve, and is suitable for a practical engine that takes into account the recirculation of blow-by gas, etc. It is in providing the intake control device.
[0008]
Another object of the present invention is to further reduce the size of an intake system of an internal combustion engine.
[0009]
[Means for Solving the Problems]
The invention according to claim 1 is provided with a variable lift / operating angle mechanism capable of simultaneously and continuously expanding and reducing the lift / operating angle of the intake valve, and controls the lift / operating angle according to engine operating conditions. In the intake control device for an internal combustion engine, which controls the intake air amount of the internal combustion engine, a negative pressure for generating an appropriate negative pressure in the collector on the upstream side of the collector connected to the intake port of each cylinder Rutotomoni an adjustment valve, it is characterized in that the air cleaner element in the interior of the collector is disposed.
[0010]
In the present invention, the intake air amount is controlled by the lift / operating angle of the intake valve. That is, the throttle valve for load control is not provided. The negative pressure adjusting valve can be constituted by, for example, a butterfly valve or other appropriate type valve mechanism, and generates an appropriate negative pressure in the collector by partially reducing the passage cross-sectional area. This negative pressure is used as, for example, a reflux of blow-by gas, a reflux of purge gas from an evaporator, or a negative pressure source for various actuators. The value of the negative pressure necessary for these purposes is, for example, about −100 to −200 mmHg, but is not limited thereto. Further, the negative pressure regulating valve may be configured to be actively controllable from the outside so as to make the magnitude of the negative pressure variable, or may be configured to give an appropriate negative pressure without being controlled from the outside. May be.
[0011]
In this way, when the inside of the collector has a certain level of negative pressure, some pumping loss will occur, but in a low load range such as idle, the required lift and pressure are lower than when the inside of the collector is at atmospheric pressure. Since the operating angle becomes large and it becomes unnecessary to advance the closing timing too much, the actual compression ratio is relatively improved, contributing to combustion stabilization.
[0012]
Further, as described in claim 2, it is preferable that the negative pressure adjusting valve has a sufficient opening degree at the time of full load of the internal combustion engine so as to eliminate the negative pressure. Thereby, the charging efficiency at the time of full load is not limited by the negative pressure regulating valve.
[0013]
In the present invention, that have the air cleaner element in the interior of the collector is disposed.
[0014]
That is, in a general configuration having a throttle valve upstream of the collector, the collector has a very strong negative pressure at low load, and the negative pressure in the collector fluctuates greatly as the throttle valve opens and closes. Arranging the air cleaner element in the collector downstream of the valve has a great problem of ensuring the durability of the element, and is impossible at all. On the other hand, if the negative pressure adjusting valve is configured to generate a relatively weak and relatively stable negative pressure in the collector as in the present invention, the air cleaner element is disposed in the collector downstream of the negative pressure adjusting valve. Can be arranged. By disposing the air cleaner element in the collector, the entire intake system has a very small configuration. In addition, since the capacity of the collector is not limited by the response of the engine due to the throttle valve, it is possible to ensure a sufficiently large capacity of the collector in combination with housing the air cleaner element inside. There is an advantage in reducing the intake noise.
[0015]
In the invention according to claim 3 , the opening of the negative pressure adjusting valve is mechanically adjusted in response to the negative pressure in the collector so that the negative pressure becomes a predetermined value. Thereby, it is not necessary to control from the outside, and a negative pressure required for recirculation of blow-by gas can be obtained with a simple configuration.
[0016]
The invention according to claim 4 further includes a phase variable mechanism for delaying the phase of the lift center angle of the intake valve, and the internal combustion engine is controlled by a combination of control of the lift / operating angle variable mechanism and the phase variable mechanism. It is characterized by controlling the intake air amount.
[0017]
In this way, by providing a phase variable mechanism that retards the phase of the lift center angle separately from the lift / operating angle variable mechanism, the degree of freedom of control is greatly expanded, making it more suitable for various operating conditions. It becomes possible to control the intake air amount.
[0018]
The lift operating angle variable mechanism, for example, as according to claim 5, parallel to the eccentric cam that is driven to rotate, and a link arm fitted relatively rotatably on the outer periphery of the eccentric cam, and the drive shaft by the drive shaft A pivotable control shaft provided with an eccentric cam portion, a rocker arm rotatably mounted on the eccentric cam portion of the control shaft and swung by the link arm, and rotated on the drive shaft And an oscillating cam that presses the tappet of the intake valve by oscillating along with the rocker arm and oscillating along with the rocker arm. By changing the rotational position of the part, the lift and operating angle of the intake valve are simultaneously changed.
[0019]
The invention according to claim 6 is characterized in that the blow-by gas taken out from the crankcase of the internal combustion engine returns to the downstream side of the negative pressure regulating valve.
[0020]
Similarly, the invention according to claim 7 is characterized in that the blow-by gas taken out from the crankcase of the internal combustion engine returns to the downstream side of the air cleaner element in the collector.
[0021]
The negative pressure adjusting valve is attached to the inlet portion of the collector, for example, as in claim 8 .
[0022]
【The invention's effect】
According to the present invention, the intake amount is basically controlled by variable control of the intake valve, so that a significant reduction in pumping loss can be achieved and an appropriate negative pressure is ensured in the collector regardless of load control. Various systems using negative pressure, such as blow-by gas recirculation required as a practical engine, can be applied as they are without requiring substantial changes.
[0023]
In particular, it is possible to generate an appropriate negative pressure with a negative pressure regulating valve having a relatively simple configuration as in claim 3 , which is much easier than changing the configuration of the blow-by gas recirculation device. Can be implemented.
[0024]
Further, in the present invention, since the air cleaner element is accommodated in the collector, a significant downsizing of the entire intake system can be achieved. Moreover, it is possible to secure a large collector capacity, which is advantageous in reducing intake noise.
[0025]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment in which the present invention is applied to a spark ignition gasoline engine for an automobile will be described.
[0026]
1 and 2 show the configuration of an intake system in this internal combustion engine. As shown in the figure, this internal combustion engine is, for example, an in-line four-cylinder engine, and four combustion chambers 53 are configured by a cylinder head 51 and a cylinder block 52, and a pair of intake valves 54 is provided for each cylinder. A pair of exhaust valves 55 is provided. A branch passage 57 for each cylinder is connected to an intake port 56 that is opened and closed by the intake valve 54, and upstream ends of the four branch passages 57 are connected to collectors 58, respectively. The collector 58 has an elongated shape along the cylinder row direction, and an intake inlet passage 59 is provided at one end thereof, and the collector 58 is separated from the intake passage 59 and each branch passage 57. An air cleaner element 60 is accommodated inside. A negative pressure adjusting valve 61 for generating negative pressure is disposed in the intake inlet passage 59. One end of the intake inlet passage 59 on the upstream side of the negative pressure adjusting valve 61 is opened to the outside as an outside air intake 59a, and a net member 62 for removing foreign matter is disposed here. In order to suppress the influence of the intake pulsation acting on the air cleaner element 60, the position of the air cleaner element 60 is determined so that a sufficient volume common to each cylinder remains in the collector 58 on the downstream side of the air cleaner element 60. .
[0027]
FIG. 3 shows the configuration of the blow-by gas recirculation device using the intake system, and the other end of the blow-by gas passage 66 whose one end communicates with the crankcase 65 in the cylinder block 52 is the branch passage 57 downstream of the collector 58. It is connected to the. In the figure, although connected to the branch passage 57 of one cylinder, it is desirable that it be distributed to each cylinder. One end of the fresh air introduction passage 68 is connected to the upper space of the cylinder head 51 covered with the cylinder head cover 67, and the other end of the fresh air introduction passage 68 is connected to the negative pressure adjusting valve of the intake inlet passage 59. 61 is connected to the upstream side. The upper space of the cylinder head 51 and the crankcase 65 are communicated with each other by a passage inside the cylinder block 52 (not shown). The basic operation of this blow-by gas recirculation device is the same as that of a general blow-by gas recirculation device in a gasoline engine having a throttle valve. That is, the blow-by gas leaked to the crankcase 65 side through the piston 69 flows into the branch passage 57 due to the negative pressure generated in the collector 58, and at the same time, fresh air passes through the fresh air introduction passage 68 to the upper part of the cylinder head 51. Introduced into space. In addition, as will be described later, when the negative pressure adjustment valve 61 is fully opened, a part of the blowby gas flows to the intake inlet passage 59 side reversely through the fresh air introduction passage 68 and burns from the intake inlet passage 59. Inhaled into chamber 53.
[0028]
FIG. 4 shows the negative pressure adjusting valve 61. The negative pressure adjusting valve 61 includes a butterfly valve type valve body 72 attached to a rotary shaft 71 so as to open and close the intake inlet passage 59, and a diaphragm type negative pressure linked to the valve body 72 via a link 73. An actuator 74 and a three-way solenoid valve 75 for switching the negative pressure supplied to the negative pressure chamber of the negative pressure actuator 74 are provided. A negative pressure detection port 76 is provided on the downstream side of the valve body 72 of the intake inlet passage 59, and the three-way solenoid valve 75 has a negative pressure taken out from the negative pressure detection port 76 and a negative pressure tank 77. The negative pressure is selectively supplied to the negative pressure actuator 74. The negative pressure tank 77 stores a negative pressure for a master bag of a brake mechanism generated by, for example, a negative pressure pump (not shown). In particular, the negative pressure tank 77 has a negative pressure stronger than the negative pressure to be generated in the collector 58. Pressure is stored.
[0029]
The three-way solenoid valve 75 is switched to the negative pressure detection port 76 side during normal operation. Accordingly, the negative pressure generated on the collector 58 side is introduced into the negative pressure chamber of the negative pressure actuator 74, thereby opening the valve body 72. In particular, the opening degree of the valve body 72 decreases when the negative pressure introduced into the negative pressure actuator 74 decreases, and conversely, the opening degree of the valve body 72 increases when the negative pressure introduced into the negative pressure actuator 74 increases. Therefore, a mechanical feedback mechanism is provided, and the opening degree of the valve body 72 is automatically adjusted so that the magnitude of the negative pressure in the collector 58 becomes a constant value. The magnitude of the negative pressure serving as the target value is appropriately set in consideration of the characteristics of the blow-by gas recirculation device, and is set to, for example, about −100 to −200 mmHg.
[0030]
On the other hand, when the internal combustion engine is at a predetermined high load, the three-way solenoid valve 75 is switched to the negative pressure tank 77 side. As a result, a large negative pressure is introduced to the negative pressure actuator 74, and the valve body 72 is immediately fully opened. Thereby, the valve body 72 does not become passage resistance.
[0031]
Next, intake air amount control in the internal combustion engine will be described. FIG. 5 is an explanatory diagram showing the configuration of the intake valve side variable valve mechanism provided for the intake valve 54. This variable valve mechanism is a lift / operating angle that changes the lift / operating angle of the intake valve. The variable mechanism 1 and the phase variable mechanism 2 for advancing or retarding the phase of the center angle of the lift (phase with respect to a crankshaft (not shown)) are combined.
[0032]
First, the lift / operating angle variable mechanism 1 will be described with reference to the operation explanatory diagram of FIG. The lift / operating angle variable mechanism 1 has been previously proposed by the applicant of the present application. However, since it has been publicly known, for example, in Japanese Patent Application Laid-Open No. 11-107725, only the outline thereof will be described.
[0033]
The lift / operating angle variable mechanism 1 includes the intake valve 54, a hollow drive shaft 13 rotatably supported by a cam bracket (not shown) above the cylinder head 51, and press-fitting the drive shaft 13 to the drive shaft 13. A fixed eccentric cam 15, a control shaft 16 rotatably supported by the same cam bracket at a position above the drive shaft 13, and arranged parallel to the drive shaft 13, and an eccentric cam portion 17 of the control shaft 16 The rocker arm 18 is supported in a swingable manner, and the swing cam 20 is in contact with the tappet 19 disposed at the upper end portion of each intake valve 54. The eccentric cam 15 and the rocker arm 18 are linked by a link arm 25, and the rocker arm 18 and the swing cam 20 are linked by a link member 26.
[0034]
As will be described later, the drive shaft 13 is driven by a crankshaft of an engine via a timing chain or a timing belt.
[0035]
The eccentric cam 15 has a circular outer peripheral surface, the center of the outer peripheral surface is offset from the shaft center of the drive shaft 13 by a predetermined amount, and the annular portion 25a of the link arm 25 is rotatable on the outer peripheral surface. Is fitted.
[0036]
The rocker arm 18 has a substantially central portion supported by the eccentric cam portion 17, and an extension portion 25 b of the link arm 25 is linked to one end portion of the rocker arm 18, and the link member 26 is connected to the other end portion. The upper end is linked. The eccentric cam portion 17 is eccentric from the axis of the control shaft 16, and accordingly, the rocking center of the rocker arm 18 changes according to the angular position of the control shaft 16.
[0037]
The rocking cam 20 is fitted to the outer periphery of the drive shaft 13 and is rotatably supported. A lower end portion of the link member 26 is linked to an end portion 20a extending to the side. On the lower surface of the swing cam 20, a base circle surface 24a that forms a concentric arc with the drive shaft 13, a cam surface 24b extending in a predetermined curve from the base circle surface 24a to the end portion 20a, Are formed continuously, and the base circle surface 24 a and the cam surface 24 b come into contact with the upper surface of the tappet 19 according to the swing position of the swing cam 20.
[0038]
That is, the base circle surface 24a is a section where the lift amount becomes 0 as a base circle section. As shown in FIG. 6, when the swing cam 20 swings and the cam surface 24b comes into contact with the tappet 19, it gradually increases. It will lift to. A slight ramp section is provided between the base circle section and the lift section.
[0039]
As shown in FIG. 5, the control shaft 16 is configured to rotate within a predetermined angle range by a lift / operating angle control hydraulic actuator 31 provided at one end. The hydraulic pressure supply to the lift / operating angle control hydraulic actuator 31 is controlled by the first hydraulic control unit 32 based on a control signal from the engine control unit 33.
[0040]
The operation of the variable lift / operating angle mechanism 1 will be described. When the drive shaft 13 rotates, the link arm 25 moves up and down by the cam action of the eccentric cam 15, and the rocker arm 18 swings accordingly. The swing of the rocker arm 18 is transmitted to the swing cam 20 via the link member 26, and the swing cam 20 swings. The tappet 19 is pressed by the cam action of the swing cam 20, and the intake valve 54 is lifted.
[0041]
Here, when the angle of the control shaft 16 changes via the lift / operating angle control hydraulic actuator 31, the initial position of the rocker arm 18 changes, and consequently, the initial swing position of the swing cam 20 changes.
[0042]
For example, if the eccentric cam portion 17 is positioned upward as shown in FIG. 6A, the rocker arm 18 is positioned upward as a whole, and the end portion 20a of the swing cam 20 is relatively lifted upward. It becomes a state. That is, the initial position of the swing cam 20 is inclined in the direction in which the cam surface 24 b is separated from the tappet 19. Therefore, when the swing cam 20 swings with the rotation of the drive shaft 13, the base circle surface 24a continues to contact the tappet 19 for a long time, and the period during which the cam surface 24b contacts the tappet 19 is short. Therefore, the lift amount is reduced as a whole, and the angle range from the opening timing to the closing timing, that is, the operating angle is also reduced. In the present invention, in particular, a zero lift in which the intake valve 54 does not lift at all can be realized.
[0043]
Conversely, if the eccentric cam portion 17 is positioned downward as shown in FIG. 6B, the rocker arm 18 is positioned downward as a whole, and the end portion 20a of the swing cam 20 is pushed downward relatively. It will be in the state. That is, the initial position of the swing cam 20 is inclined in the direction in which the cam surface 24 b approaches the tappet 19. Accordingly, when the swing cam 20 swings with the rotation of the drive shaft 13, the portion that contacts the tappet 19 immediately shifts from the base circle surface 24a to the cam surface 24b. Therefore, the lift amount is increased as a whole, and the operating angle is increased.
[0044]
Since the initial position of the eccentric cam portion 17 can be continuously changed, the valve lift characteristic changes continuously as shown in FIG. That is, the lift and the operating angle can be continuously expanded and contracted simultaneously. In this embodiment, the opening timing and closing timing of the intake valve 54 change substantially symmetrically with the change in the lift / operating angle.
[0045]
Next, as shown in FIG. 5, the phase variable mechanism 2 is configured so that the sprocket 35 provided at the front end of the drive shaft 13 and the sprocket 35 and the drive shaft 13 are relatively moved within a predetermined angle range. And a hydraulic actuator 36 for phase control that is rotated to the right. The sprocket 35 is linked to the crankshaft via a timing chain or timing belt (not shown). The hydraulic pressure supply to the phase control hydraulic actuator 36 is controlled by the second hydraulic pressure control unit 37 based on a control signal from the engine control unit 33. By the hydraulic pressure control to the phase control hydraulic actuator 36, the sprocket 35 and the drive shaft 13 are relatively rotated, and the lift center angle is retarded as shown in FIG. That is, the lift characteristic curve itself does not change, and the whole advances or retards. This change can also be obtained continuously. The phase variable mechanism 2 is not limited to a hydraulic one, and various configurations such as one using an electromagnetic actuator are possible.
[0046]
The lift / working angle variable mechanism 1 and the phase variable mechanism 2 may be controlled by providing a sensor for detecting an actual lift / working angle or phase and performing a closed loop control or depending on operating conditions. It is also possible to simply perform open loop control.
[0047]
The internal combustion engine of the present invention provided with such a variable valve mechanism on the intake valve side does not depend on the throttle valve, and the intake air amount is controlled by variable control of the intake valve 54.
[0048]
FIG. 9 shows the valve lift characteristics of the intake valve under typical operating conditions, and the corresponding operating regions are shown on the left side of the drawing. As shown in the figure, in (1) idle or (2) partial load range (R / L range), in order to reduce the pumping loss, a small operating angle and a lift center angle are advanced, and the opening timing is set. Reduce the actual inhalation stroke near the top dead center and advance the closing time. Then, in the (3) slow acceleration range, the operating angle is slightly increased to an intermediate operating angle and the lift center angle is slightly advanced (position delayed from (1) (2)). In addition, in (4) the low speed full load region, the operating angle is further expanded to a fully open operating angle for low speed, and a standard central angle that is delayed from (3). In this state, the opening time is before the top dead center and the closing time is after the bottom dead center, so that the filling efficiency is sufficiently increased. Furthermore, (5) In the high-speed full load range, the operating angle is further expanded, the central angle is retarded, and the closing timing is further delayed from the bottom dead center. Further, in the full load range, as described above, the negative pressure adjusting valve 61 is forcibly fully opened.
[0049]
FIG. 10 collectively shows the action of the above-described variable valve mechanism and the operation of the negative pressure adjusting valve 61 with respect to the load change. As shown in the figure, the operating angle generally increases as the load increases, and the central angle generally decreases as the load increases. Moreover, since the opening degree of the negative pressure adjusting valve 61 is automatically adjusted so as to maintain a constant negative pressure, the opening degree increases as the intake air amount increases. And it is fully open in the full load range.
[0050]
In the present embodiment provided with the negative pressure adjusting valve 61 as described above, the negative pressure in the collector 58 has characteristics as shown in FIG. In other words, a constant negative pressure is basically maintained regardless of the load change, and the negative pressure becomes almost zero only in the entire load range. On the other hand, in a configuration in which load control is performed using a general throttle valve, a large negative pressure is generated on the low load side as shown in the figure, and the negative pressure decreases as the load increases. The negative pressure when the negative pressure adjusting valve 61 is closed and the value of the load that is forcibly fully opened so that the negative pressure by the negative pressure adjusting valve 61 does not exceed the negative pressure by the throttle valve. Is set.
[0051]
As described above, with the basically throttle-less configuration, a significant reduction in pumping loss can be achieved in a low and medium load range. FIG. 12 shows, as an example, a PV diagram of a cycle at a partial load, and compares the characteristics of the present embodiment with those of an engine having a conventional throttle valve.
[0052]
As described above, according to the configuration of the above embodiment, the pumping loss can be substantially reduced by basically reducing the throttle, and an appropriate negative pressure is generated in the collector 58 by the negative pressure adjusting valve 61. Therefore, the reflux of the blow-by gas using the negative pressure is surely performed. Further, since the fluctuation of the negative pressure during the operation of the engine is very small as shown in FIG. 11 and the frequency thereof is low, the air cleaner element 60 can be arranged in the collector 58. As a result, the entire intake system can be made very small. Further, since the intake air amount is controlled by the intake valve 54, there is no possibility that the response of the engine is deteriorated even if the volume of the collector 58 is increased. Therefore, the volume of the collector 58 is increased while downsizing the entire intake system. It can be ensured to reduce the intake noise.
[Brief description of the drawings]
FIG. 1 is a schematic sectional view showing an embodiment of an intake air control device according to the present invention.
FIG. 2 is also a schematic plan view.
FIG. 3 is a configuration explanatory view showing a configuration of a blow-by gas recirculation device.
FIG. 4 is an enlarged view showing a configuration of a negative pressure adjusting valve.
FIG. 5 is a perspective view showing a variable valve mechanism in this embodiment.
FIG. 6 is an operation explanatory diagram of a lift / operating angle variable mechanism.
FIG. 7 is a characteristic diagram showing changes in lift / operating angle characteristics by a variable lift / operating angle mechanism;
FIG. 8 is a characteristic diagram showing a phase change of a valve lift characteristic by a phase variable mechanism.
FIG. 9 is a characteristic diagram showing valve lift characteristics under typical operating conditions.
FIG. 10 is a characteristic diagram showing changes in operating angle, center angle, collector negative pressure, and the like with respect to load changes.
FIG. 11 is a characteristic diagram showing a collector negative pressure in comparison with a conventional one.
FIG. 12 is a PV diagram for explaining reduction of pumping loss.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Lift / operating angle variable mechanism 2 ... Phase variable mechanism 13 ... Drive shaft 15 ... Eccentric cam 16 ... Control shaft 17 ... Eccentric cam part 18 ... Rocker arm 25 ... Link arm 26 ... Link member 54 ... Intake valve 58 ... Collector 60 ... Air cleaner element 61 ... Negative pressure regulating valve 66 ... Blow-by gas passage 68 ... Fresh air introduction passage

Claims (8)

Equipped with a variable lift / working angle mechanism that can simultaneously and continuously expand and reduce the lift / working angle of the intake valve, and control the lift / working angle according to the engine operating conditions to control the intake volume of the internal combustion engine. In the internal combustion engine intake control device to be controlled,
Upstream of the collector connected to the intake port of each cylinder, Rutotomoni comprises a negative pressure control valve for generating an appropriate negative pressure in the collector,
An air intake control device for an internal combustion engine, wherein an air cleaner element is disposed inside the collector .   2. The intake control device for an internal combustion engine according to claim 1, wherein when the internal combustion engine is fully loaded, the opening of the negative pressure adjusting valve is increased to eliminate the negative pressure in the collector. The negative pressure adjusting valve, according to claim 1 or 2, characterized in that negative pressure in response to the negative pressure in the collector has a structure in which mechanical opening to a predetermined value is adjusted An intake control device for an internal combustion engine according to claim 1. A phase variable mechanism for delaying the phase of the lift center angle of the intake valve is further provided, and the intake air amount of the internal combustion engine is controlled by a combination of the control of both the lift / operating angle variable mechanism and the phase variable mechanism. An intake control device for an internal combustion engine according to any one of claims 1 to 3 . The variable lift / operating angle mechanism includes an eccentric cam that is rotationally driven by a drive shaft, a link arm that is rotatably fitted to the outer periphery of the eccentric cam, and an eccentric cam portion that is provided in parallel with the drive shaft. A pivotable control shaft comprising: a rocker arm that is rotatably mounted on an eccentric cam portion of the control shaft and is pivoted by the link arm; and is rotatably supported by the drive shaft, and A rocking cam connected to the rocker arm via a link, and rocking with the rocker arm to press the tappet of the intake valve, thereby changing the rotational position of the eccentric cam portion of the control shaft. The intake control apparatus for an internal combustion engine according to any one of claims 1 to 4 , wherein the lift and the operating angle of the intake valve are increased or decreased simultaneously. The intake control apparatus for an internal combustion engine according to any one of claims 1 to 5 , wherein the blow-by gas taken out from the crankcase of the internal combustion engine returns to the downstream side of the negative pressure regulating valve. The intake control apparatus for an internal combustion engine according to any one of claims 1 to 6, wherein the blow-by gas taken out from the crankcase of the internal combustion engine returns to the downstream side of the air cleaner element. The intake control apparatus for an internal combustion engine according to any one of claims 1 to 7 , wherein the negative pressure adjusting valve is attached to an inlet portion of the collector.

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