JP4539642B2 - Intake control device for internal combustion engine - Google Patents

Description

  The present invention relates to an intake control device for an internal combustion engine having an intake passage opening / closing device, and more particularly to an intake control device for an internal combustion engine having an intake vortex generator.

[Conventional technology]
Conventionally, an intake vortex flow in which an intake flow control valve that can be opened and closed around a rotating shaft is installed in an intake passage downstream of a throttle valve in an intake pipe (casing) of an internal combustion engine mounted on a vehicle such as an automobile. An intake control device for an internal combustion engine provided with a generator has been proposed (see, for example, Patent Document 1). The intake flow control valve is connected to a motor that drives its rotating shaft. The motor is configured to be energized and controlled by the control unit based on the operating state of the internal combustion engine such as the intake air amount, the engine speed, and the throttle opening.

  Here, the intake vortex generator generally controls the energization of the motor so that the valve opening is in the fully closed position with the intake flow control valve fully closed when the internal combustion engine is started or idling. Then, the intake vortex flow is generated in the combustion chamber of the internal combustion engine, and during normal operation of the internal combustion engine, the energization control of the motor is performed so that the valve opening is in a fully open position where the intake flow control valve is fully opened, Intake control is performed so that the intake air passes straight in the intake passage and the generation of the intake vortex is stopped.

[Conventional technical problems]
However, the intake flow control valve described in Patent Document 1 is installed in an intake passage where a large intake pipe negative pressure and a small atmospheric pressure repeatedly act as the piston of the internal combustion engine moves up and down and the intake valve opens and closes. . In other words, the intake flow control valve installed in the intake passage is subjected to an intake load accompanying the raising and lowering of the piston of the internal combustion engine and the opening and closing of the intake valve.
In addition, because the intake load fluctuates depending on the operating state of the internal combustion engine and the effect of deposits adhering to or accumulating around the intake flow control valve, the load torque applied to the motor from the rotary shaft of the intake flow control valve is stable. do not do. This state is different from a double-sided intake flow control valve in which the rotation shaft is installed in the center of the valve in the case of a cantilever intake flow control valve in which the rotation shaft is shifted toward one end from the center of the valve. It appears more prominently.
In addition, motor performance is affected by disturbances caused by environmental changes around the motor (for example, temperature changes, power supply voltage fluctuations, etc.), motor manufacturing variations (individual differences, etc.), changes over time (endurance deterioration), etc. Is not stable.
As a result of the above, there is a problem that the responsiveness at the time of valve opening control varies significantly.

Therefore, for the purpose of reducing variability in responsiveness during valve opening control, motor torque or motor rotation speed against disturbances caused by fluctuations in motor power supply voltage (battery voltage), intake air temperature, etc. As a result, an intake control device for an internal combustion engine has been proposed in which the drive speed (operation speed) of the throttle valve is corrected (see, for example, Patent Documents 2 and 3).
However, these methods are corrections for each type of disturbance, and control accuracy is poor due to accumulation of correction errors. Further, since the product variation cannot be absorbed, it is extremely difficult to optimize the correction amount. In particular, it is difficult to perform correction according to the operating state of the internal combustion engine that changes every moment.

  Here, when the throttle valve is fully closed from a certain opening to the fully closed position, the throttle valve is moved closer to the stopper for the purpose of reducing the impact force of the throttle valve when the throttle valve hits the stopper. The throttle valve is operated at a predetermined operating speed until the set speed change position is reached. Then, after the throttle valve reaches the speed change position, the throttle valve operating speed is limited to be lower than the predetermined operating speed by energizing the motor that drives the throttle valve with a predetermined duty limit value. In addition, an intake control device for an internal combustion engine having an intake passage opening and closing device in which a throttle valve is gently abutted against a stopper has been proposed (for example, see Patent Document 4).

  However, the intake passage opening and closing device described in Patent Document 4 corrects the duty limit value against disturbances such as fluctuations in motor power supply voltage (battery voltage) and temperature changes as described in Patent Documents 2 and 3. However, corrections for motor load variations (individual differences, etc.), changes over time (endurance deterioration), intake loads that fluctuate depending on the operating state of the internal combustion engine, and drive loads due to the amount of deposited or deposited deposits are made. As a result, fluctuations in the load torque of the motor become large, and the motor torque or the rotation speed of the motor, and hence the valve operating speed (stopper abutting speed), becomes unstable.

For example, when the load torque of the motor is large, the stopper abutting speed becomes slow, and there is a problem that the response when the throttle valve is fully closed is deteriorated. Further, when the load torque of the motor is small, the stopper abutting speed is increased, so that there is a problem that a large collision sound (striking sound) is generated by an impact when the valve strikes the stopper.
In addition, there is a problem that the stopper is worn by an impact when the throttle valve hits the stopper, and if this is repeated, the stopper is worn, and the fully closed position of the throttle valve is changed.
JP-A-11-247661 (page 1-3, FIGS. 1 to 3) Japanese Patent Laying-Open No. 2005-291139 (page 1-4, FIGS. 1 to 9) JP 05-141288 A (page 1-5, FIGS. 1-7) Japanese Patent Application Laid-Open No. 09-303186 (page 1-5, FIGS. 1-4)

  The object of the present invention is to prevent the stopper from being pushed during deceleration control against disturbances caused by environmental changes around the motor, motor manufacturing variations, changes over time, deposit amount or deposit amount, intake load instability, etc. An object of the present invention is to provide an intake control device for an internal combustion engine capable of accurately correcting the contact speed. Another object of the present invention is to provide an intake control device for an internal combustion engine that can improve the responsiveness when the valve is fully opened or fully closed. Another object of the present invention is to provide an intake control device for an internal combustion engine that can reduce the impact sound by reducing the impact force when hitting the stopper.

According to the first aspect of the present invention, when the valve installed in the intake passage of the internal combustion engine is fully opened or fully closed using the driving force of the motor (when the valve is fully opened or fully closed). ) When the valve (current position) is within the fastest control range, the valve is fully opened or closed at a predetermined operating speed until the valve (current position) reaches the deceleration start position. The fastest control (high-speed control) for controlling the power supplied to the motor is executed.
When this maximum speed control is executed, the driving speed of the valve driven by the motor is higher than a predetermined speed limit.

When the valve is fully open or fully closed, if the valve (current position) is within the deceleration control range, the valve is decelerated from the predetermined operating speed until the limit position of the valve operable range is reached. Then, deceleration control (low speed control) is performed to limit the power supplied to the motor so that the fully open operation or the fully closed operation is performed.
When this deceleration control is executed, the driving speed of the valve driven by the motor becomes a predetermined speed limit that is lower than the predetermined operating speed.
Therefore, when the valve approaches until just before hitting the stopper, the drive speed of the valve becomes low and the stopper hitting speed becomes slow, so that it hits the stopper gently.

In addition, the stopper abutment speed during deceleration control is stabilized against disturbances caused by environmental fluctuations around the motor, motor manufacturing variations, changes over time, deposit adhesion or accumulation, intake load instability, etc. For this purpose, the power supplied to the motor when executing the deceleration control is set in consideration of the load factor of the motor.
In this case, when the valve is fully opened or fully closed, the motor drive current at the time of execution of the fastest control (when the motor drive current flowing through the motor is stable within a predetermined change width) is detected to detect this motor. The detection value of the drive current is set as the first current value. This first current value corresponds to the maximum generated torque of the motor at that time, including environmental changes around the motor, variations in manufacturing of the motor (individual differences, etc.), and changes with time (deterioration of durability).
Then, after the valve is fully opened or fully closed, when the valve (current position) is stopped near the limit position (when it is stably stopped near the limit position) The abutting control for rotating the motor is executed. And the motor drive current at the time of execution of this abutting control is detected, and the detected value of this motor drive current is used as the second current value. This second current value corresponds to the load torque of the motor including all the environmental fluctuations around the motor, the amount of deposit deposited or deposited, the intake load, and the like.

Next, after dividing the first current value by the second current value to obtain the load factor of the motor, the power supplied to the motor at the time of executing the (next) deceleration control is considered in consideration of the load factor of the motor. By setting, environmental fluctuations around the motor (for example, temperature changes, power supply voltage fluctuations, etc.), motor manufacturing variations (individual differences, etc.), changes over time (deterioration of durability), deposits, and unstable intake load The valve drive speed at the time of executing the deceleration control, that is, the stopper abutting speed, can be accurately corrected against disturbance caused by the Stable within the width.
Therefore, the stopper abutting speed is not excessively slowed down, and the valve can be fully opened or fully closed until it abuts against the stopper, thereby improving the responsiveness when the valve is fully opened or fully closed. be able to. Further, the stopper abutting speed does not become excessively high, and the impact force at the time of abutting against the stopper can be eased to reduce the striking sound.

According to the second aspect of the present invention, the motor drive current at the time of execution of the abutting control is a lock current generated when the valve strikes the stopper.
According to the third aspect of the present invention, setting the power supplied to the motor at the time of execution of the deceleration control in consideration of the load factor of the motor is based on the load factor of the motor at the time of execution of the deceleration control. This is to correct the motor drive voltage or drive duty ratio, or the motor drive current or supply current amount when executing deceleration control.
According to the fourth aspect of the present invention, the power supplied to the motor at the time of execution of the deceleration control is set in consideration of the load factor of the motor. This is to correct the motor applied voltage or drive duty ratio, or the motor drive current or supply current amount at the time of execution of deceleration control to the side that increases. Further, the smaller the motor load factor, the smaller the motor applied voltage or drive duty ratio at the time of executing the deceleration control, or the motor drive current or supply current amount at the time of executing the deceleration control is corrected to the side that decreases.

According to the fifth aspect of the present invention, by setting the power supplied to the motor at the time of execution of the deceleration control in consideration of the load factor of the motor, the driving speed of the valve becomes the predetermined stopper abutting speed. To be changed. When the deceleration control is executed, the valve is fully opened or fully closed at a predetermined stopper abutting speed, thereby suppressing variations in response to disturbance.
According to the sixth aspect of the present invention, the actuator that drives the rotary shaft of the valve is provided with the power transmission mechanism that transmits the driving force of the motor to the rotary shaft of the valve. As the power transmission mechanism, a gear reduction mechanism that reduces the rotation speed of the motor to a predetermined reduction ratio and increases the driving force of the motor may be employed.
According to the seventh aspect of the present invention, a fully open stopper that restricts the fully open position of the valve may be employed as the stopper. Further, as the stopper, a fully closed stopper that restricts the fully closed position of the valve may be employed. Here, the fully open position refers to a fully open position in which the valve is fully opened, and is a limit position on one side of the operable range of the valve that strikes the fully open stopper. The fully closed position is a fully closed opening state in which the valve is fully closed, and is a limit position on the other side of the operable range of the valve that strikes the fully closed stopper.

The intake control device for an internal combustion engine according to the present invention drives an intake passage for supplying intake air to the internal combustion engine, an intake control valve installed in the intake passage so as to be openable and closable, and a shaft of the intake control valve. The present invention may be applied to an intake control device for an internal combustion engine that includes an intake passage opening / closing device having an electric actuator.
As a valve such as an intake control valve, a rotary valve that rotates relative to a casing or housing in which an intake passage is formed to open and close the intake passage may be employed. In addition, as a valve such as an intake control valve, a cantilever valve in which the rotation axis of the valve is biased to one end side from the center of the valve, that is, one side in the valve surface direction perpendicular to the plate thickness direction of the valve Alternatively, a cantilever valve that is biased toward the center may be employed. Also, as a valve such as an intake control valve, the rotary shaft of the valve is a double-ended valve installed at the center of the valve, that is, at the approximate center of the valve surface direction perpendicular to the valve thickness direction. A double-ended valve may be used.

  The best mode for carrying out the present invention is to prevent disturbances caused by environmental changes around the motor, motor manufacturing variations, changes over time, deposit adhesion or accumulation amount, intake load instability, etc. The purpose of accurately correcting the valve operating speed, that is, the stopper abutting speed, is realized by setting the power supplied to the motor when executing the deceleration control in consideration of the obtained motor load factor.

[Configuration of Example 1]
FIGS. 1 to 7 show Embodiment 1 of the present invention. FIG. 1 (a) shows a fully closed position of the intake flow control valve, and FIG. 1 (b) shows a fully opened intake flow control valve. 2 and 3 are diagrams showing the intake vortex generator, FIG. 4 is a diagram showing a stopper lever, a fully closed stopper, and a fully opened stopper, and FIG. 5 is a diagram showing a valve unit (cartridge). FIG. 6 is a diagram showing an engine control system.

  An internal combustion engine control apparatus (engine control system) according to the present embodiment is provided in a combustion chamber for each cylinder of an internal combustion engine (for example, a four-cylinder gasoline engine: hereinafter referred to as an engine) mounted in an engine room of a vehicle such as an automobile. The present invention is used as an intake control device for an internal combustion engine including an intake passage opening / closing device (intake vortex generator) for opening and closing an intake passage for supplying intake air (intake air). This intake vortex generator is incorporated in an intake system of an engine together with an intake air amount control device (throttle control device). In the intake vortex generator, a plurality of intake flow control valves 1 are arranged in parallel at regular intervals in the axial direction (rotational axis direction) of the pin rod (shaft) 3 inside the intake manifold 2 (fitting hole). This is a multi-unit integrated intake passage opening / closing device (valve opening / closing device).

Here, the throttle control device of this embodiment is a system that controls the amount of intake air sucked into the combustion chamber of each cylinder of the engine in accordance with the throttle opening corresponding to the valve opening of the throttle valve.
This throttle control device includes a throttle body integrated with an intake pipe, a throttle valve that varies the flow rate of intake air flowing through the intake pipe (intake passage), and a valve closing operation direction (or valve opening operation). A return spring (or a default spring) or the like that is biased in the direction). The throttle body is provided with an actuator for driving the throttle valve shaft (rotating shaft) in the valve opening operation direction (or valve closing operation direction).
The actuator includes an electric motor that generates a driving force when supplied with electric power, and a power transmission mechanism (for example, a gear reduction mechanism) that transmits the driving force of the electric motor to the rotating shaft of the throttle valve. Here, the electric motor is electrically connected to a battery mounted on a vehicle such as an automobile via a motor drive circuit electronically controlled by an engine control unit (engine control device: hereinafter referred to as ECU) 8. .

  Here, the engine generates an output by heat energy obtained by combusting an air-fuel mixture of intake air and fuel in a combustion chamber, and includes an intake stroke, a compression stroke, an expansion (combustion) stroke, and an exhaust stroke. A 4-cycle engine that repeats a stroke (stroke) as a cycle is adopted. In this engine, an intake duct (intake pipe) for supplying intake air (intake air) into a combustion chamber for each cylinder of the engine, and exhaust gas flowing out from the combustion chamber for each cylinder of the engine through an exhaust purification device And an exhaust duct (exhaust pipe) for discharging to the outside.

  The intake pipe of an engine is a casing in which an intake passage is formed, and is an air cleaner case that houses and holds an air cleaner (filtering element) that filters intake air, and is located downstream of the air cleaner case in the direction of intake air flow. Throttle body to be coupled, surge tank coupled downstream of the throttle body in the direction of intake air flow, and double pipe structure intake coupled downstream of the surge tank in the direction of intake air flow It has a manifold 2 and the like. A throttle valve (not shown) is installed in the middle of the intake pipe, that is, inside the throttle body (intake passage) so as to be opened and closed.

  In the engine, air-fuel mixture is sucked from a cylinder head that is airtightly coupled to the downstream end of the intake manifold 2 and a three-dimensional intake passage-shaped intake port (intake port) provided in the cylinder head. And a cylinder block forming a combustion chamber. A spark plug (not shown) is attached to the cylinder head so that the tip end portion is exposed in the combustion chamber of each cylinder. The cylinder head is provided with an injector (fuel injection valve for an internal combustion engine, electromagnetic fuel injection valve: not shown) that injects fuel at an optimal timing into an intake port for each cylinder of the engine.

  A plurality of intake ports formed on one side of the cylinder head are opened and closed by poppet-type intake valves (intake valves), and a plurality of exhaust ports (not shown) formed on the other side of the cylinder head. Is opened and closed by a poppet type exhaust valve (exhaust valve). A piston connected to the crankshaft is slidably supported in a cylinder bore formed in the cylinder head of the engine via a connecting rod.

Here, the intake control device (intake vortex generator) of the internal combustion engine of the present embodiment is installed in the engine room of a vehicle such as an automobile in the same manner as the engine, and the combustion of the air-fuel mixture in the combustion chamber of each cylinder of the engine This is a system for generating a vertical intake vortex flow (tumble flow) to promote the air flow.
The intake vortex generator includes an intake manifold 2 connected downstream of the throttle body in the intake flow direction, and a plurality of intake flows as intake control valves that control intake air (intake) sucked into the combustion chamber of the engine. Control valve (tumble flow control valve: hereinafter referred to as TCV), actuator 4 capable of changing the valve opening (rotation angle) of all TCVs at once, and energization control of actuator 4 based on the operating state of the engine ECU8 which performs.
The plurality of TCVs are configured by a valve unit (cartridge: see FIG. 5) in which one resin valve is incorporated in one resin housing (intake passage 12) so as to be opened and closed. The plurality of intake flow control valves 1, the intake manifold 2, and the plurality of housings 17 are integrally formed of a resin material.

The intake manifold 2 of the present embodiment is housed in a plurality of polygonal tube portions (first tube portions of a casing) 16 in which fitting holes 14, through-holes 15 are formed, and a plurality of fitting holes 14, respectively. A plurality of housings (second cylindrical portions of the casing) 17 are provided.
Further, a plurality of intake passages 11 are formed in the intake manifold 2, particularly upstream of the respective fitting holes 14 in the intake flow direction, and are independently connected to the combustion chambers for each cylinder of the engine. . A plurality of intake passages 12 are formed inside the plurality of housings 17 and are independently connected to the combustion chambers for each cylinder of the engine. These intake passages 11 and 12 are independently connected to an intake port for each cylinder of the engine.

  A fitting hole 14 for accommodating and holding a plurality of valve units (cartridges) is formed in each polygonal cylinder portion 16 of the intake manifold 2. Further, the intake manifold 2 is formed with through holes 15 penetrating all the fitting holes 14 and all the polygonal cylindrical portions 16. The plurality of housings 17 are elastically supported in the respective fitting holes 14 of the intake manifold 2 through two gaskets 18 and 19. A plurality of reinforcing ribs 20 extending in the direction parallel to the circumferential direction and the intake air flow direction are formed on the outer peripheral surface of each housing 17. The plurality of housings 17 are polygonal cylindrical bodies that accommodate the intake flow control valves 1 so as to be openable and closable, and include housing upper and lower wall portions 21 and 22 and housing left and right wall portions 23 and 24.

  Two left and right wall portions 23, 24 are provided with two valve bearing portions facing each other with the intake passage 12 therebetween. Two bearing receiving holes 25 are formed in these valve bearing portions, respectively. Further, two bearings 26 and 27 are fitted and held on the inner periphery of these bearing receiving holes 25. That is, the two valve bearing portions rotatably support both end portions (two valve sliding portions) in the rotation axis direction of each intake flow control valve 1 via the two bearings 26 and 27.

  The actuator 4 of the present embodiment constitutes a single valve drive device that can collectively change the valve openings (rotation angles) of the plurality of intake flow control valves 1 via a single pin rod 3. . The actuator 4 receives an electric power supply and generates a driving force, and a power transmission mechanism for transmitting the rotational motion of the motor shaft (motor shaft, output shaft) of the electric motor 9 to the pin rod 3. And an electric actuator including an electric motor 9 and an actuator case 10 that houses a power transmission mechanism.

  The electric motor 9 is electrically connected to a battery mounted on a vehicle such as an automobile via a motor drive circuit electronically controlled by the ECU 8. The electric motor 9 is a direct current (DC) motor with a brush composed of a rotor (armature) integrated with the motor shaft, a stator (field) disposed opposite to the outer periphery of the rotor, and the like. Instead of the brushed DC motor, a brushless DC motor or an alternating current (AC) motor such as a three-phase induction motor may be used.

  The power transmission mechanism is configured by a gear reduction mechanism that reduces the rotational speed of the electric motor 9 to a predetermined reduction ratio and increases the driving force (motor torque) of the electric motor 9. The gear reduction mechanism includes a motor gear fixed to the motor shaft of the electric motor 9, an intermediate reduction gear that meshes with the motor gear, and a final reduction gear that meshes with the intermediate reduction gear. Each of these gears is accommodated in the actuator case 10 so as to be rotatable. Here, a spring that urges all the intake flow control valves 1 in the valve opening operation direction or the valve closing operation direction may be assembled to the pin rod 3 or the final reduction gear. In this case, it is not necessary to provide the rattling spring 41 described later.

  The actuator case 10 has a cylindrical fitting portion 31 that is fitted into the inner periphery of a sleeve-like cylindrical portion 30 that is provided integrally with the polygonal cylindrical portion 16 of the intake manifold 2. Further, the actuator case 10 rotatably supports an output shaft (shaft, gear shaft of the final reduction gear) 34 of the actuator 4 via a bearing part 33. The shaft 34 of the actuator 4 is connected to the actuator-side end of the pin rod 3 in the rotation axis direction via a coupling member 35.

The coupling member 35 has a fork portion coupled to the pin rod 3 on the left side in the figure. The coupling member 35 is coupled to the fork portion of the shaft 34 of the actuator 4 at the right end portion in the figure. The fork portion of the shaft 34 and the coupling member 35 are coupled by clearance fitting.
A stopper lever 7 that is selectively locked to a fully open stopper (fully open stopper screw) 5 or a fully closed stopper (fully closed stopper screw) 6 is attached to the actuator side of the pin rod 3 in the rotation axis direction.

The full-open stopper 5 is a full-open stopper screw that regulates the full-open position of the plurality of intake flow control valves 1, and is fastened and fixed to a collar insert-molded in the cylindrical portion 30 of the intake manifold 2 using a fastener such as a nut. ing.
The fully-closed stopper 6 is a fully-closed stopper screw that regulates the fully-closed positions of the plurality of intake flow control valves 1, and uses a fastener such as a nut on a collar insert-molded in the cylindrical portion 30 of the intake manifold 2. Tightened and fixed.

  On one side of the stopper lever 7, a fully open stopper portion 36 that is locked to the fully open stopper 5 is provided. Thus, when the fully open stopper portion 36 of the stopper lever 7 hits the fully open stopper 5, the valve opening of the TCV is regulated so as to be in the fully open position (fully open position). Further, on the other side of the stopper lever 7, a fully closed stopper portion 37 that is locked to the fully closed stopper 6 is provided. Thus, when the fully closed stopper portion 37 of the stopper lever 7 abuts against the fully closed stopper 6, the valve opening of the TCV is regulated so as to be in the fully closed opening state (fully closed position).

  A backlash spring 41 is disposed on the opposite side of the pin rod 3 from the actuator side in the rotation axis direction. The backlash spring 41 is configured to apply a spring load that biases the pin rod 3 toward the side that reduces the fitting gap formed at the coupling portion between the shaft 34 and the coupling member 35 of the actuator 4. Has been. The backlash spring 41 urges the relative rotation angle of the two cylindrical sleeves 42 fitted to the outer periphery of the pin rod 3 to always be a constant angle (an angle corresponding to the fitting gap). Further, the backlash spring 41 is accommodated in a spring accommodating space between a sleeve-shaped cylindrical portion 43 and a cap 44 that are integrally provided in the polygonal cylindrical portion 16 of the intake manifold 2.

The TCV is changed for each of the plurality of housings 17 by changing the rotation angle (valve opening) in the valve operating range from the fully open position of the intake flow control valve 1 to the fully closed position of the intake flow control valve 1. Each formed intake passage 12 is opened and closed.
Here, the fully opened position of the intake flow control valve 1 is a state of a fully opened opening degree where the intake flow control valve 1 (or the intake passage 12) is fully opened. The fully open position is a limit position on one side of the operable range of the intake flow control valve 1, that is, the fully open side where the stopper lever 7 hits the fully open stopper 5 and further full open operation of the intake flow control valve 1 is restricted. It is a restricted position. Further, the fully closed position of the intake flow control valve 1 is a state of a fully closed opening degree in which the intake flow control valve 1 (or the intake passage 12) is fully closed. The fully closed position is the limit position on the other side of the operable range of the intake flow control valve 1, that is, the stopper lever 7 hits the fully closed stopper 6, and the further fully closed operation of the intake flow control valve 1 is restricted. The fully closed side restriction position.

  Here, the plurality of valve units have polygonal holes (square holes) 45 penetrating in the direction of the rotation axis of the pin rod 3 for each of the plurality of intake flow control valves 1. The plurality of intake flow control valves 1 have a cylindrical rotation shaft (valve shaft) 46 disposed so as to surround the periphery of the pin rod 3, and is perpendicular to the rotation axis direction from the rotation shaft 46. It is a plate-like valve body (valve body) extended toward one side (one side) in the radial direction. The polygonal hole 45 is a through-hole that extends straight in the rotational axis direction perpendicular to the axial direction (intake flow direction) of each intake passage 12 formed for each of the plurality of housings 17, and is a plurality of intake flow. Each rotating shaft 46 provided for each control valve 1 is formed so as to penetrate in the rotating shaft direction.

Here, each of the intake flow control valves 1 constituting the plurality of TCV valve bodies has a rotation shaft 46 that forms the rotation center of the intake flow control valve 1 rather than the central portion of the intake flow control valve 1. It is installed at a position biased to one side (the lower side in the figure) of the valve surface direction perpendicular to the direction. Accordingly, the intake flow control valve 1 constitutes a cantilever intake flow control valve.
Further, in this embodiment, a part (central portion) of the valve upper end edge of the intake flow control valve 1, that is, the valve upper end surface on the opposite side to the valve shaft side is notched, so that each cylinder of the engine A rectangular main opening (notch, slit) 47 for generating an intake vortex flow (tumble flow) in the intake air supplied into the combustion chamber is formed. The main opening 47 may not be provided.

Further, in the present embodiment, four sub-openings (notches, slits) 48 having an opening area smaller than that of the main opening 47 are formed by cutting out part of the left and right side surfaces of the intake flow control valve 1. is doing. Note that these sub-openings 48 may not be provided.
In addition, a plurality of reinforcing ribs are provided on the back side of the front and back surfaces of the intake flow control valve 1 so that the height gradually decreases from the rotary shaft 46 toward the front end side of the intake flow control valve 1. 49 is formed. The reinforcing rib 49 may not be provided.

  The pin rod 3 is a polygonal cross-section shaft (square steel shaft) having a cross section perpendicular to the rotation axis direction formed of a metal material in a polygonal shape (for example, a square shape). The pin rod 3 is inserted into each of the polygonal holes 45 formed for each of the plurality of intake flow control valves 1 by press-fitting, so that each rotary shaft 46 provided for each of the plurality of intake flow control valves 1 is skewed. It is one drive shaft which connects all the intake flow control valves 1 so that interlocking is possible by connecting so that it may become. The pin rod 3 has valve holding portions 51 to 54 that are press-fitted and fixed to the inner periphery of each rotary shaft 46 provided for each of the plurality of intake flow control valves 1.

Here, the electric motor of the throttle control device and the electric motor 9 of the intake vortex generator are configured to be energized (driven) by the ECU 8 via each motor drive circuit. The ECU 8 is provided with a microcomputer, an A / D converter, and a plurality of motor drive circuits.
A microcomputer is a CPU that performs control processing and arithmetic processing, a control program or control logic, and a storage device that stores various data (volatile memory such as SRAM and DRAM, nonvolatile memory such as EPROM, EEPROM, and flash memory), input A known structure including functions of a circuit (input unit), an output circuit (output unit), a power supply circuit, a timer, and the like is provided.

When the engine key switch is turned on, that is, when the ignition switch is turned on (IG / ON), the microcomputer controls the electric motor and intake vortex flow of the throttle control device based on the control program or control logic stored in the memory. A drive duty ratio (DUTY ratio) is calculated as a control amount for controlling the electric motor 9 of the generator.
Further, when the throttle valve and the intake air flow control valve 1 are stopped at a certain valve opening degree, the microcomputer calculates a drive duty ratio (DUTY ratio) necessary for maintaining the stopped state. This DUTY ratio is balanced with the load torque applied to the electric motor 9 of the throttle control device and the electric motor 9 of the intake vortex generator in order to keep the throttle valve and the intake flow control valve 1 stopped at a certain valve opening. This corresponds to a necessary correction term for the DUTY ratio.

  Then, the microcomputer sends a control signal (PWM signal: pulse width modulation signal) corresponding to the calculated DUTY ratio to the electric motor 9 of the throttle control device and the electric motor 9 of the intake vortex generator via the motor drive circuit. Output. As a result, the motor drive current flowing through the electric motor of the throttle control device and the electric motor 9 of the intake vortex generator is controlled, so that the electric motor 9 of the throttle control device and the electric motor 9 of the intake vortex generator are driven and the throttle valve is driven. And the intake flow control valve 1 is opened and closed. Therefore, during the operation of the engine, the intake air amount, the valve opening of the TCV, and the like are controlled so as to become control command values (control target values).

Here, the motor drive circuit changes the motor applied voltage applied to the electric motor 9 based on the DUTY ratio calculated by the ECU 8, and the motor flows through the electric motor 9 of the throttle control device and the electric motor 9 of the intake vortex generator. This is a PWM drive circuit in which the drive current is changed. Also, the motor drive current increases as the DUTY ratio increases.
When the engine key switch is turned off, that is, when the ignition switch is turned off (IG / OFF), the microcomputer controls the throttle opening control or intake flow control valve based on the control program or control logic stored in the memory. Engine control such as opening control is forcibly terminated. When the engine is stopped, the driving force of the electric motor 9 or the urging force of a spring or the like is used to make the plurality of intake control valves 1 slightly close from the fully open position (or fully closed position). You may make it stop in the state hold | maintained in the state (intermediate position) of the intermediate opening closed (or opened) in the direction.

  The ECU 8 also includes a crank angle sensor 61 that detects the rotation angle of the crankshaft of the engine, an accelerator opening sensor 62 that detects the amount of depression of the accelerator pedal (accelerator opening), and a valve opening (throttle opening) of the throttle valve. A throttle opening sensor 63 for detecting the valve opening, a valve opening sensor 64 for detecting the valve opening (or valve position) of the intake flow control valve 1, and a battery voltage value (battery voltage) which is a power supply voltage of the electric motor 9. Sensor signals from various sensors such as the battery voltage sensor 65 are A / D converted by the A / D converter and then input to the microcomputer.

  The ECU 8 also has a cooling water temperature sensor 66 for detecting the temperature of the cooling water for cooling the engine (cooling water temperature, engine temperature of the internal combustion engine), and the temperature of the intake air (intake air temperature) sucked into the combustion chamber of each cylinder of the engine. Various types of sensors such as an intake air temperature sensor 67 for detecting the air flow, an airflow sensor 68 for detecting the flow rate (intake amount) of the intake air sucked into the combustion chamber of each cylinder of the engine, a vehicle speed sensor 69 for detecting the traveling speed of a vehicle such as an automobile The sensor signal from the sensor is A / D converted by the A / D converter and then input to the microcomputer.

  By these crank angle sensor 61, accelerator opening sensor 62, throttle opening sensor 63, valve opening sensor 64, battery voltage sensor 65, cooling water temperature sensor 66, intake air temperature sensor 67, airflow sensor 68, vehicle speed sensor 69, etc. Driving state detecting means for detecting the operating state of the engine, environmental fluctuation detecting means for detecting changes in the surrounding environment of the electric motor 9 (for example, temperature change, power supply voltage (battery) fluctuation, etc.), and the running state of a vehicle such as an automobile A traveling state detecting means for detecting is configured.

And the sensor signal from these various sensors is repeatedly read for every control period of the control program or control logic stored in the memory.
The crank angle sensor 61 includes a pickup coil that converts the rotation angle of the crankshaft of the engine into an electrical signal, and outputs a NE pulse signal, for example, every 30 ° CA (crank angle). The ECU 8 functions as a rotational speed detection means for detecting the engine rotational speed (engine rotational speed: NE) by measuring the interval time of the NE pulse signal output from the crank angle sensor 61.

Further, the ECU 8 functions as a valve position detection unit that measures the current position of the intake flow control valve 1 based on the valve opening signal output from the valve opening sensor 64. Instead of the valve opening sensor 64, a rotor position detecting means for detecting the rotor position of the electric motor 9 may be provided.
Further, the ECU 8 has a function as current detection means for detecting the current value of the motor drive current flowing through the electric motor 9 of the intake vortex generator. Further, instead of the current detection means of the ECU 8, a current sensor for detecting the current value of the motor drive current flowing through the electric motor 9 may be provided.

  Here, the ECU 8 starts the engine (especially when the vehicle such as an automobile is parked (engine stopped) under a cold environment (eg, below freezing) in winter or the like: when the engine is cold started) and when the engine is idling ( For example, when a vehicle such as an automobile is stopped (engine operation) in a cold environment (for example, below freezing point) in winter, the valve opening of the TCV is fully closed with a plurality of intake flow control valves 1 fully closed. The power supplied to the electric motor 9 of the intake vortex generator is variably controlled so that the multiple intake flow control valves 1 are fully closed.

  Further, the ECU 8 operates during normal operation of the engine (for example, when a vehicle such as an automobile is running) and during idle operation (when the vehicle such as an automobile is stopped (engine operation) during a warm period except in a cold environment such as winter). In addition, the electric motor of the intake vortex generator is set so that the valve opening of the TCV is in the fully open position where the plurality of intake flow control valves 1 are fully opened, that is, the plurality of intake flow control valves 1 are fully opened. 9 variably controls the power supplied to 9.

[Operation of Example 1]
Next, the operation of the intake control device (intake vortex generator) for the internal combustion engine according to the present embodiment will be briefly described with reference to FIGS. Here, FIG. 7 is a timing chart showing valve opening control for fully opening (or fully closing) the intake flow control valve.

When the engine key switch is turned on, that is, when the ignition switch is turned on (IG / ON), the ECU 8 and the electric motor 9 of the throttle control device (throttle valve, etc.) and the intake vortex generator (intake flow control valve, etc.) And the spark plug and the injector are driven. As a result, the engine is operated.
At this time, when the specific cylinder of the engine moves from the exhaust stroke to the intake stroke where the intake valve opens and the piston descends, the negative pressure in the combustion chamber of the cylinder (pressure lower than atmospheric pressure) as the piston descends The air-fuel mixture is sucked into the combustion chamber from the intake port that is open.

  Further, the ECU 8 has a plurality of times when the cooling water temperature detected by the cooling water temperature sensor 66 is equal to or higher than the first predetermined value and the engine is warmed, and a large intake air flow rate (intake amount) is required, that is, during normal operation of the engine. In order to fully open the intake flow control valve 1 from a certain opening to a fully opened position, the energization control of the electric motor 9 of the intake vortex generator is performed based on the valve opening signal output from the valve opening sensor 64. Thus, the operation speeds of the plurality of intake flow control valves 1 are controlled. At this time, the ECU 8 takes in the valve opening signal output from the valve opening sensor 64, detects the valve opening of the TCV based on the valve opening signal, and detects the current positions of the plurality of intake flow control valves 1. Confirm.

Then, the ECU 8 decelerates the valve opening (current position) of the TCV detected by the valve opening sensor 64 set immediately before the TCV valve opening (current position) hits the fully opened stopper (fully opened position) 5 (approach position approaching the fully opened stopper 5). It is determined whether or not the vehicle is within the first control section (the fastest control region) until reaching the start position (the rotation angle that is slightly closed in the valve closing operation direction by 10 to 30 ° from the fully opened position).
Further, the ECU 8 determines whether or not the valve opening (current position) of the TCV detected by the valve opening sensor 64 has reached the deceleration start position. Alternatively, it is determined whether or not it is within the second control section (deceleration control area) that is outside the fastest control area from the deceleration start position to the fully open stopper (fully open position) 5.

  When the valve opening (current position) of the TCV is within the fastest control region, as shown in FIG. 1A, a certain opening (for example, a fully closed opening) State: fully closed position) in a stable stop (stopped state near the fully closed position), that is, the drive torque on the fully closed side of the electric motor 9 and the load torque applied to the electric motor 9 are balanced. If the valve opening (current position) of the TCV is within the deceleration control region, a plurality of intake flow control valves 1 (for example, a plurality of intake flow control valves 1 are Intermediate opening state slightly opened in the valve opening operation direction from the fully closed position (intermediate position): a stable stop in the vicinity, that is, the drive torque on the fully closed side (or fully opened side) of the electric motor 9 And the load torque applied to the electric motor 9 are balanced. It is determined to be a state.

Here, when the valve opening (current position) of the TCV is within the fastest control region at the start of the fully open operation in which the multiple intake flow control valves 1 are fully opened toward the fully open position, the multiple intake flow controls are performed. The fastest control for operating the valve 1 at a predetermined operating speed (speed faster than a predetermined speed limit) is executed (fastest control execution means).
When the fastest control is executed, the motor applied voltage or the duty ratio applied to the electric motor 9 is variably controlled so that the operating speeds of the plurality of intake flow control valves 1 become a predetermined operating speed. At this time, the motor applied voltage or the duty ratio applied to the electric motor 9 becomes a first voltage value or a first duty value (DUTY value) that is larger than that during execution of deceleration control described later.

Thereby, the rotational speed of the rotor of the electric motor 9 is increased to a speed faster than the speed limit at the time of execution of the deceleration control. That is, since the rotor of the electric motor 9 rotates at a high speed, the plurality of intake flow control valves 1 are fully opened at a predetermined operating speed (high speed) toward the fully opened position.
In addition, when the valve opening degree (current position) of the TCV is within the fastest control region, acceleration control for gradually accelerating the valve operating speed of the TCV may be executed.

Then, during execution of the fastest control, when the valve opening (current position) of the TCV reaches the deceleration start position or passes the deceleration start position, or the plurality of intake flow control valves 1 are directed to the fully open position. When the valve opening (current position) of the TCV is within the deceleration control region at the start of the full opening operation, the plurality of intake flow control valves 1 are set to a predetermined speed limit (a speed lower than the predetermined operating speed). ) Is executed (deceleration control execution means).
When executing the deceleration control, the motor applied voltage or the duty ratio applied to the electric motor 9 is set so that the operating speeds of the plurality of intake flow control valves 1 are lower than the predetermined operating speed. Variable control. At this time, the duty ratio of the motor applied voltage or pulse waveform applied to the electric motor 9 is equal to or smaller than the second voltage value (voltage limit value) or the second duty value (DUTY limit value) which is smaller than that at the time of execution of the fastest control. Limited.

As a result, the rotational speed of the rotor of the electric motor 9 is reduced below a predetermined speed limit. That is, since the rotor of the electric motor 9 rotates at a low speed, the fully open operation of the plurality of intake flow control valves 1 is performed at a predetermined operation speed (low speed) toward the fully open position.
Accordingly, when the plurality of intake flow control valves 1 approach until just before they hit the fully open stopper 5, the drive speed of the plurality of intake flow control valves 1 becomes low and the stopper abutment speed becomes slow. 36 hits the fully open stopper 5 gently.
Note that when the valve opening (current position) of the TCV is within the deceleration control region, deceleration control that gradually reduces the valve operating speed of the TCV may be executed.

  Then, the ECU 8 is in a state in which the valve opening (current position) of the TCV detected by the valve opening sensor 64 is a fully open opening that fully opens the intake passage 12 (fully open position: see FIG. 1B). After a predetermined time elapses, the plurality of intake flow control valves 1 are changed to a motor applied voltage or a duty ratio that can be held in a stopped state in a fully opened position (fully opened position) where the intake passage 12 is fully opened. Alternatively, power supply to the electric motor 9 is cut off (OFF).

  As a result, after the valve opening (current position) of the TCV is in a fully open position (fully open position) that fully opens the intake passage 12, the plurality of intake flow control valves 1 fully open the intake passage 12. It is held in a stopped state in a fully open position (fully open position). That is, the plurality of intake flow control valves 1 are held so as to be stably stopped at or near the fully open position using the driving force of the electric motor 9 (or the biasing force of the spring).

  In this case, the intake air flow that flows from the plurality of intake passages 11 of the intake manifold 2 of the engine into the intake passages 12 formed for each of the plurality of housings 17 through the inlet portions of the respective housings 17 of the TCV is a plurality of intake air flows. It passes straight through the passage 12 and is introduced into the intake port provided in the cylinder head of the engine from the outlets of the plurality of housings 17. The intake air flow that has passed through the intake port is supplied from the intake valve port of the intake port into the combustion chamber. At this time, no vertical intake vortex flow (tumble flow) is generated in the combustion chamber.

  On the other hand, the ECU 8 fully opens the plurality of intake flow control valves 1 from a certain opening to a fully closed position when the engine is cold and the intake air amount may be small, that is, when the engine is started or idling. Therefore, based on the valve opening signal output from the valve opening sensor 64, the energization control of the electric motor 9 of the intake vortex generator is performed to control the operation speed of the plurality of intake flow control valves 1. At this time, the ECU 8 takes in the valve opening signal output from the valve opening sensor 64, detects the valve opening of the TCV based on the valve opening signal, and detects the current positions of the plurality of intake flow control valves 1. Confirm.

The ECU 8 is set immediately before the valve opening (current position) of the TCV detected by the valve opening sensor 64 hits the fully closed stopper (fully closed position) 6 (an approach position approaching the fully closed stopper 6). Within the first control section (the fastest control region) until reaching the set deceleration start position (rotation angle slightly opened in the valve opening operation direction by 10 to 30 ° from the fully closed position: see FIG. 5) Judge whether there is.
Further, the ECU 8 determines whether or not the valve opening (current position) of the TCV detected by the valve opening sensor 64 has reached the deceleration start position. Alternatively, it is determined whether or not it is within the second control section (deceleration control area) that is outside the fastest control area from the deceleration start position to the fully closed stopper (fully closed position) 6.

  When the valve opening (current position) of the TCV is within the fastest control region, as shown in FIG. 1 (b), a plurality of intake flow control valves 1 have a certain opening (for example, a fully opened opening). (State: fully open position) is a state where the vehicle is stably stopped (a stop state near the fully open position), that is, a state where the drive torque on the fully open side of the electric motor 9 and the load torque applied to the electric motor 9 are balanced. If the valve opening (current position) of the TCV is within the deceleration control region, a plurality of intake flow control valves 1 are provided with a certain valve opening (for example, the plurality of intake flow control valves 1 are slightly more than the fully opened position). In the state of the intermediate opening degree closed in the valve opening operation direction (intermediate position), it is stopped stably, that is, the drive torque on the fully open side (or fully closed side) of the electric motor 9 and the electric motor 9 The applied load torque is balanced It is determined to be a state.

Here, when the valve opening (current position) of the TCV is within the fastest control region at the start of the fully closed operation in which the plurality of intake flow control valves 1 are fully closed toward the fully closed position, The fastest control for operating the intake flow control valve 1 at a predetermined operating speed (speed faster than a predetermined speed limit) is executed (fastest control execution means).
When the fastest control is executed, the motor applied voltage or the duty ratio applied to the electric motor 9 is variably controlled so that the operating speeds of the plurality of intake flow control valves 1 become a predetermined operating speed. At this time, the motor applied voltage or the duty ratio applied to the electric motor 9 becomes a first voltage value or a first duty value (DUTY value) that is larger than that during execution of deceleration control described later.

Thereby, the rotational speed of the rotor of the electric motor 9 is increased to a speed faster than the speed limit at the time of execution of the deceleration control. That is, since the rotor of the electric motor 9 rotates at high speed, the plurality of intake flow control valves 1 are fully closed at a predetermined operating speed (high speed) toward the fully closed position.
In addition, when the valve opening degree (current position) of the TCV is within the fastest control region, acceleration control for gradually accelerating the valve operating speed of the TCV may be executed.

  Then, during execution of the fastest control, when the valve opening (current position) of the TCV reaches the deceleration start position or passes the deceleration start position, or when the plurality of intake flow control valves 1 are fully closed from the intermediate position. When the valve opening (current position) of the TCV is within the deceleration control region at the start of the fully closed operation toward the position, the plurality of intake flow control valves 1 are set to a predetermined speed limit (predetermined operation). Deceleration control that operates at a speed lower than the speed) is executed (deceleration control execution means).

  When executing the deceleration control, the motor applied voltage or the duty ratio applied to the electric motor 9 is set so that the operating speeds of the plurality of intake flow control valves 1 are lower than the predetermined operating speed. Variable control. At this time, the motor applied voltage or the duty ratio applied to the electric motor 9 is limited to the second voltage value (voltage limit value) or the second duty value (DUTY limit value) which is smaller than that during execution of the fastest control. .

As a result, the rotational speed of the rotor of the electric motor 9 is reduced below a predetermined speed limit. That is, since the rotor of the electric motor 9 rotates at a low speed, the fully closed operation of the plurality of intake flow control valves 1 is performed at a predetermined operating speed (low speed) toward the fully closed position.
Therefore, when the plurality of intake flow control valves 1 approach until just before they hit the fully closed stopper 6, the drive speed of the plurality of intake flow control valves 1 becomes low and the stopper abutting speed becomes slow, so that the stopper lever 7 is fully closed. The stopper portion 37 gently abuts against the fully closed stopper 6.
Note that when the valve opening (current position) of the TCV is within the deceleration control region, deceleration control that gradually reduces the valve operating speed of the TCV may be executed.

  The ECU 8 is in a state in which the valve opening (current position) of the TCV detected by the valve opening sensor 64 is a fully closed opening that fully closes the intake passage 12 (fully closed position: see FIG. 1A). After a predetermined time has elapsed, a plurality of intake flow control valves 1 are applied with a motor voltage that can be held in a stopped state in a fully closed position (fully closed position) that fully closes the intake passage 12 or Change to duty ratio. Alternatively, power supply to the electric motor 9 is cut off (OFF).

  As a result, after the valve opening (current position) of the TCV is in the fully closed opening state (fully closed position) in which the intake passage 12 is fully closed (fully closed position), the plurality of intake flow control valves 1 are connected to the intake passage 12. Is held in a stopped state in a fully closed opening state (fully closed position). That is, the plurality of intake air flow control valves 1 are held so as to be stably stopped at or near the fully closed position using the driving force of the electric motor 9 (or the biasing force of the spring).

  In this case, the intake air flow that has flowed from the plurality of intake passages 11 of the intake manifold 2 of the engine into the plurality of intake passages 12 in the plurality of housings 17 through the inlet portions of the plurality of housings 17 is almost the upper wall of the housing 17. Passing through a gap (main opening 47) between the passage wall surface of the portion 21 and the valve upper end edge of the intake flow control valve 1, it is introduced into the upper layer portion of the intake port from the outlet portion of the plurality of housings 17 It flows along the top wall of the upper layer of the port. And the intake flow which flows along the top wall of the upper layer part of the intake port is supplied into the combustion chamber from the intake valve port of the intake port. At this time, since a tumble flow is generated in the combustion chamber for each cylinder of the engine, the combustion efficiency in the combustion chamber at the time of engine start or idling operation is improved, and fuel consumption and emission (for example, HC reduction effect) are improved. The

[Features of Example 1]
Here, in the intake air control device for the internal combustion engine of the present embodiment, the second voltage value (voltage limit value) of the motor applied voltage applied to the electric motor 9 or the second duty value of the drive duty ratio for driving the electric motor 9. (DUTY limit value) is a variation in power supply voltage (battery voltage) or temperature change (cooling water temperature change, intake air temperature change, etc.) of the electric motor 9, manufacturing variations (individual differences, etc.) of the electric motor 9, and time Changes (endurance deterioration), intake load that varies depending on engine operating conditions (pressure fluctuations acting on the intake flow control valve 1, etc.), and differences in deposit amount or deposit amount around the intake flow control valve 1 It corrects for disturbances such as drive load due to the above.

As shown in the timing chart of FIG. 7, when the plurality of intake flow control valves 1 are fully opened (or fully closed), the ECU 8 determines that the TCV valve opening (current position) is within the fastest control range. At a certain time, the motor driving current is measured (detected) when the motor driving current flowing through the electric motor 9 is stable within a predetermined change width when the fastest control is executed (first current detecting means).
Note that the measurement (detection) of the motor drive current during the execution of the fastest control may be repeated every control cycle of the control program or control logic, or repeated at a predetermined frequency during the engine operation duration. May be executed.

  Next, the ECU 8 stores the detected value of the motor drive current at the time of execution of the fastest control in the memory as the first current value (I1) (first current value storage means). The first current value (I1) includes environmental fluctuations around the electric motor 9, motor temperature (for example, coil temperature of the electric motor 9), manufacturing variations (individual differences, etc.) of the electric motor 9, and changes with time (durability deterioration). ) Including the maximum generated torque of the electric motor 9 at that time.

Next, the ECU 8 fully opens the stopper lever 7 when the intake flow control valve 1 is stably stopped near the fully opened position after the plurality of intake flow control valves 1 are fully opened (after the deceleration control is performed). Electric power is supplied to the electric motor 9 so that the stopper portion 36 abuts against the fully open stopper 5. That is, the motor applied voltage or the duty ratio applied to the electric motor 9 is variably controlled, and the rotor of the electric motor 9 is rotated (for example, in the positive rotation direction) so that the fully open stopper portion 36 of the stopper lever 7 abuts the fully open stopper 5. Rotating stopper abutting control is executed (abutting control execution means).
Alternatively, when the intake flow control valve 1 is stably stopped near the fully closed position after the plurality of intake flow control valves 1 are fully closed (after execution of deceleration control), the fully closed stopper of the stopper lever 7 is used. Electric power is supplied to the electric motor 9 so that the portion 37 hits the fully closed stopper 6. In other words, the motor applied voltage or duty ratio applied to the electric motor 9 is variably controlled, and the rotor of the electric motor 9 is rotated (for example, reversely rotated) so that the fully closed stopper portion 37 of the stopper lever 7 abuts against the fully closed stopper 6. Stopper abutting control (rotating in the direction) is performed (abutting control execution means).

At this time, the ECU 8 measures (detects) a motor driving current at the time of executing the stopper abutting control, that is, a lock current generated when the fully open stopper portion 36 of the stopper lever 7 abuts against the fully open stopper 5 (second current). Detection means). Alternatively, the motor driving current at the time of executing the stopper abutting control, that is, the lock current generated when the fully closed stopper portion 37 of the stopper lever 7 abuts against the fully closed stopper 6 is measured (detected) (second current detecting means). .
Note that the stopper abutting control after the execution of the deceleration control and the motor drive current measurement (detection) at the time of the stopper abutting control may be repeatedly executed at every control cycle of the control program or control logic. Further, it may be repeatedly executed at a predetermined frequency during the engine operation continuation time. Further, after the motor drive current is measured (detected) once during the execution of the fastest control, it may be performed once or twice or more.
In addition, the stopper abutting control after the deceleration control is executed and the motor drive current measurement (detection) at the time of the stopper abutting control are stably stopped near the fully opened position. Only when it is, it may be repeatedly executed at a predetermined frequency. Alternatively, it may be executed repeatedly at a predetermined frequency only when the plurality of intake flow control valves 1 are stably stopped near the fully closed position.

Next, the ECU 8 stores the detected value of the motor drive current at the time of executing the stopper abutting control in the memory as the second current value (I2) (second current value storage means). The second current value (I2) corresponds to the load torque of the electric motor 9 including all the environmental fluctuations around the electric motor 9, the deposit amount or accumulation amount, the intake load, and the like.
Next, the motor load factor (I1 / I2) is obtained by dividing the first current value (I1) stored in the memory by the second current value (I2) stored in the memory (motor load factor calculating means).
Next, the power supplied to the electric motor 9 at the next execution of the deceleration control, that is, the motor applied voltage or the duty ratio applied to the electric motor 9 is set in consideration of the motor load factor (I1 / I2). That is, based on the motor load factor (I1 / I2), the power supplied to the electric motor 9 at the time of executing the deceleration control, that is, the motor applied voltage value or the DUTY limit value applied to the electric motor 9 is corrected (limit speed). Correction means). More specifically, the larger the motor load factor is, the more the power supplied to the electric motor 9 during the deceleration control is corrected. Further, the smaller the motor load factor is, the smaller the power supplied to the electric motor 9 during the deceleration control is corrected.

  As a result, environmental fluctuations around the electric motor 9 (for example, changes in environmental temperature, fluctuations in battery voltage, etc.), manufacturing variations (individual differences, etc.) of the electric motor 9, changes over time (deterioration of durability), deposits, intake load Since the drive speed of the intake air flow control valve 1 during the execution of the deceleration control, that is, the stopper abutting speed, can be accurately corrected with a simple control program or control logic against disturbance caused by instability or the like. The stopper abutting speed of the intake flow control valve 1 during execution of the deceleration control is stabilized within a predetermined change width.

Therefore, the stopper abutting speed of the intake flow control valve 1 does not become excessively slow, and the motor torque of the electric motor 9 is increased until the fully open stopper portion 36 of the stopper lever 7 hits the fully open stopper 5. It can be operated fully open. Thereby, the responsiveness at the time of fully opening operation | movement of a valve | bulb can be improved.
Or, the stopper abutting speed of the intake flow control valve 1 is not excessively decreased, and the motor torque of the electric motor 9 is adjusted until the fully closed stopper portion 37 of the stopper lever 7 hits the fully closed stopper 6. Can be fully closed using Thereby, the responsiveness at the time of the valve fully closing operation can be improved.

In addition, the stopper abutting speed of the intake flow control valve 1 is not excessively increased, and the impact force when the fully opened stopper portion 36 of the stopper lever 7 abuts against the fully opened stopper 5 is reduced, and the impact sound (stopper abutting sound). Can be reduced. This makes it difficult for an occupant of a vehicle such as an automobile to hear an abnormal sound such as a hitting sound, and thus makes it difficult for the occupant to feel uncomfortable or uncomfortable. Alternatively, the stopper abutting speed of the intake flow control valve 1 is not excessively increased, and the impact force when the fully closed stopper portion 37 of the stopper lever 7 abuts against the fully closed stopper 6 is reduced, and the impact sound (stopper abutting sound) ) Can be reduced. As a result, it is difficult for the occupant to hear unusual noises, and therefore it is difficult for the occupant to feel discomfort and discomfort.
Further, when the plurality of intake flow control valves 1 are stopped at a valve opening (for example, an intermediate position) within the deceleration control region, the plurality of intake flow control valves 1 are directed from the stopped state to the fully open position or the fully closed position. When the fully open operation or the fully closed operation is started, the drive speed of the intake flow control valve 1 at the time of execution of the deceleration control is optimized with respect to the above-described disturbance. The variation in sex can be reduced.

As described above, in the intake control device (intake vortex generator) of the internal combustion engine of the present embodiment, the strength design of the fully open stopper 5, the fully closed stopper 6, the stopper lever 7, the gear reduction mechanism, and the like can be optimized. The material of the fully open stopper 5, the fully closed stopper 6, and the stopper lever 7 can be changed to an inexpensive resin material, and the product cost of the intake vortex generator can be reduced (the cost can be reduced).
In addition, environmental fluctuations around the electric motor 9 (for example, changes in environmental temperature, fluctuations in battery voltage, etc.), manufacturing variations of the electric motor 9 (individual differences, etc.), changes over time (deterioration in durability), deposits, intake load Since it is possible to reduce variation in impact force at the time of stopper abutment against disturbance caused by instability or the like, the worst value of the hitting sound can be lowered.
Further, since the above effect can be realized only by adding a simple control program or control logic based on the conventional deceleration control, the requirements on the performance of the microcomputer of the ECU 8 are reduced. And applicability is increased.

  FIG. 8 shows a second embodiment of the present invention, FIG. 8 (a) shows the fully closed position of the intake flow control valve, and FIG. 8 (b) shows the fully opened position of the intake flow control valve. It is a figure.

The intake flow control valve 1 of the present embodiment is a double-supported type in which the rotation shaft 46 that forms the rotation center is installed at a substantially central portion in the valve surface direction perpendicular to the plate thickness direction of the intake flow control valve 1. An intake flow control valve (butterfly valve) is used.
The intake air supplied into the combustion chamber of each cylinder of the engine by cutting out the valve upper end surface on one end side (the upper end side in the drawing) in the valve surface direction perpendicular to the plate thickness direction of the intake flow control valve 1. A rectangular main opening 47 for generating an intake vortex flow (tumble flow) may be formed. In addition, a sub-opening 48 having an opening area smaller than that of the main opening 47 may be formed by cutting out part of the left and right side surfaces of the intake flow control valve 1.

  In the intake control device for an internal combustion engine of the present embodiment, the detected value of the motor drive current at the time of executing the fastest control when the plurality of intake flow control valves 1 are fully opened (or when fully closed) is the first current value. (I1), and the detected value of the motor drive current when the stopper abutting control is executed after the fully open operation (or after the fully closed operation) of the plurality of intake flow control valves 1 is set as the second current value (I2). Then, the supply power to the electric motor 9 when the deceleration control is executed when the plurality of intake flow control valves 1 are fully opened (or fully closed), that is, the motor applied voltage or the duty ratio applied to the electric motor 9. Is set in consideration of the motor load factor obtained by dividing the first current value (I1) by the second current value (I2). That is, based on the motor load factor (I1 / I2), by correcting the power supplied to the electric motor 9 at the time of executing the deceleration control, that is, the motor applied voltage value or the DUTY limit value applied to the electric motor 9, The same effects as those of the first embodiment can be achieved.

[Modification]
In this embodiment, the intake control device for the internal combustion engine is applied to the intake control device for the internal combustion engine having the intake vortex generator, but the intake control device for the internal combustion engine is opened and closed with the intake passage of the internal combustion engine. An intake air amount control device (throttle opening control device) for an internal combustion engine that controls the flow rate of the intake air, and a variable intake control device for the internal combustion engine that opens and closes the intake passage of the internal combustion engine to change the passage length and passage cross-sectional area of the intake passage You may apply to.

In this embodiment, the intake vortex generator is configured so as to be able to generate a vertical intake vortex (tumble flow) for promoting combustion of the air-fuel mixture in the combustion chamber of each cylinder of the engine. The intake vortex generator may be configured to be able to generate a lateral intake vortex (swirl) for promoting the combustion of the air-fuel mixture in the combustion chamber of each cylinder of the engine. Further, the intake vortex generator may be configured to be able to generate a squish vortex for promoting engine combustion.
In this embodiment, the actuator 4 that drives the rotating shaft 46 of the intake flow control valve 1 is configured by the electric motor 9 and a power transmission mechanism (for example, a gear reduction mechanism). However, the actuator that drives the shaft of the valve is a motor. You may comprise only. Further, the valve shaft may be driven directly without using the pin rod 3. Note that valve urging means such as a spring for urging the valve in the valve opening operation direction or the valve closing operation direction may or may not be installed.

  Further, the present embodiment is provided as an intake control valve having a valve installed in an intake passage formed inside a casing such as an intake pipe or an intake manifold and controlling intake air (intake) sucked into a combustion chamber of an internal combustion engine. Intake air for controlling the flow rate of intake air (intake air) sucked into a combustion chamber of an internal combustion engine, having a throttle valve installed in an intake passage formed inside the throttle body instead of the TCV (tumble flow control valve) A flow rate control valve, an idle rotation speed control valve installed in an intake passage formed inside the housing, and an intake flow rate control valve that controls the flow rate of intake air (intake air) that bypasses the throttle valve may be used. .

  As an intake control valve constituted by a casing (or housing) and an intake control valve, an intake passage opening / closing valve, an intake passage switching valve, and an intake pressure control valve are used instead of the intake flow control valve or the intake flow control valve. May be. In addition, the intake control valve is applied to an intake flow control valve such as a tumble flow control valve (Examples 1 and 2) or a swirl flow control valve, an intake variable valve that changes the passage length or passage cross-sectional area of the intake passage, and the like. Also good. Further, a poppet type valve may be used instead of the rotary type valve. In this case, the actuator is provided with a motion direction conversion mechanism. A diesel engine may be used as the internal combustion engine. Further, as the internal combustion engine, not only a multi-cylinder engine but also a single-cylinder engine may be used.

  In the present embodiment, a valve unit (cartridge) in which one intake flow control valve 1 is incorporated in one housing 17 so as to be freely opened and closed is disposed in the direction of the rotation axis of the pin rod 3 inside an intake manifold 2 as a casing. A multi-unit integrated valve opening / closing device (intake passage opening / closing device) arranged at regular intervals is adopted, but inside the casing (other intake pipe or engine head cover or cylinder head) in the direction of the shaft rotation axis. A multiple integral type valve opening / closing device (intake passage opening / closing device) in which a plurality of valves are directly arranged at regular intervals may be employed. In this case, the housing 17 can be eliminated.

Further, the intake control valve is not limited to the multiple integrated intake control valve, and may be one intake control valve as long as it is a valve installed in the intake passage of the internal combustion engine.
In the present embodiment, the front shape of the intake flow control valve 1 is a square shape or a rectangular shape, but the front shape of the valve may be a circular shape, an elliptical shape, an oval shape, or a polygonal shape. In this case, the cross-sectional shape of the intake passage formed in the cylindrical portion of the casing or the housing is changed in accordance with the front shape of the valve.

  Here, when energization control of the electric motor 9 of the intake vortex generator is performed, that is, when the supply power to the electric motor 9 of the intake vortex generator is variably controlled, the electric motor 9 is controlled based on the control signal calculated by the microcomputer. The motor applied voltage applied to the motor 9 or the motor drive current supplied to the electric motor 9 may be controlled. As a result, the motor torque of the electric motor 9 and thus the operating speed of the intake flow control valve 1 are controlled.

Further, the amount of current supplied to the electric motor 9 can be controlled by varying the time ratio (duty ratio) between the ON time and the OFF time per control cycle based on the control signal calculated by the microcomputer. good. As a result, the motor torque of the electric motor 9 and thus the operating speed of the intake flow control valve 1 are controlled.
As the duty ratio, the duty ratio of the control signal output to the electric motor 9, or the duty ratio of the PWM signal output to the electric motor 9, the drive duty ratio of the electric motor 9 calculated with respect to the motor applied voltage, etc. May be used.

  Here, the duty ratio of the electric motor 9 is the environmental fluctuation around the intake vortex generator (system) including the electric motor 9, that is, the battery voltage signal output from the battery voltage sensor 65 and the cooling water temperature sensor 66. It may be configured to be corrected in accordance with the coolant temperature signal (or the ambient temperature around the electric motor 9 (for example, the engine room temperature, the coil temperature of the electric motor 9, etc.)). In this case, the DUTY value of the drive duty ratio is set (corrected) to a larger value as the battery voltage becomes higher. Further, as the coolant temperature (or the ambient temperature around the electric motor 9) increases, the DUTY value of the drive duty ratio is set (corrected) to a larger value.

(A) is sectional drawing which showed the fully closed position of the intake flow control valve, (b) is sectional drawing which showed the fully open position of the intake flow control valve (Example 1). It is the disassembled perspective view which showed the intake eddy current generator (Example 1). It is sectional drawing which showed the intake eddy current generator (Example 1). (Example 1) which is ZZ sectional drawing of FIG. (Example 1) which is the perspective view which showed the valve unit (cartridge). FIG. 1 is a block diagram showing an engine control system (Example 1). (Example 1) which is the figure which showed the timing chart which showed the valve opening degree control which fully opens the intake flow control valve. (A) is sectional drawing which showed the fully closed position of the intake flow control valve, (b) is sectional drawing which showed the fully open position of the intake flow control valve (Example 2).

Explanation of symbols

1 Intake flow control valve (intake control valve, valve)
2 Intake manifold (casing)
3 Pin rod (shaft)
4 Actuator 5 Fully Opened Stopper 6 Fully Closed Stopper 7 Stopper Lever 8 ECU (Engine Control Device, Control Device)
DESCRIPTION OF SYMBOLS 9 Electric motor of intake vortex generator 10 Actuator case 11 Intake manifold intake passage 12 Housing intake passage 16 Polygonal cylinder part of intake manifold (first cylinder part of casing)
17 Housing (second cylinder part of casing)
46 Rotating shaft of intake flow control valve (valve shaft, valve shaft)
47 Main opening of intake flow control valve 48 Sub-opening of intake flow control valve

Claims (7)

(A) a valve installed in the intake passage of the internal combustion engine so as to be freely opened and closed;
(B) an actuator having a motor that receives a supply of electric power to generate a driving force, and that uses the driving force of the motor to fully open or close the valve;
(C) a stopper for regulating a limit position of the operable range of the valve;
(D) When the valve is in a fully open operation or a fully closed operation, when the valve is in the deceleration control region from the deceleration start position set immediately before hitting the stopper to the limit position, the supply to the motor An intake control device for an internal combustion engine, comprising: a control device that performs power reduction and decelerates the valve from a predetermined operating speed to perform full open operation or full close operation;
The controller is
When the valve is in the fastest control region that is outside the deceleration control region when the valve is fully opened or fully closed, the power supplied to the motor is controlled to control the valve to the predetermined operating speed. Execute the fastest control to fully open or fully close with
The motor drive current at the time of execution of the fastest control is detected, and the detected value of the motor drive current is set as the first current value,
After the valve is fully opened or fully closed, when the valve is stopped near the limit position, the power supplied to the motor is controlled to rotate the motor so as to hit the stopper. Perform butt control,
A motor drive current at the time of execution of the abutting control is detected, and a detected value of the motor drive current is set as a second current value,
Dividing the first current value by the second current value to obtain a load factor of the motor;
An intake air control apparatus for an internal combustion engine, wherein power supplied to the motor at the time of execution of the deceleration control is set in consideration of a load factor of the motor. The intake control apparatus for an internal combustion engine according to claim 1,
The motor drive current at the time of execution of the abutting control is
An intake control device for an internal combustion engine, wherein the intake current control device is a lock current generated when the valve hits the stopper. The intake control apparatus for an internal combustion engine according to claim 1 or 2,
Setting the power supplied to the motor at the time of execution of the deceleration control in consideration of the load factor of the motor,
Based on the load factor of the motor, a motor applied voltage or drive duty ratio applied to the motor at the time of execution of the deceleration control, or a motor drive current or supply current amount supplied to the motor at the time of execution of the deceleration control. An intake control device for an internal combustion engine, characterized in that correction is performed. The intake control apparatus for an internal combustion engine according to any one of claims 1 to 3,
Setting the power supplied to the motor at the time of execution of the deceleration control in consideration of the load factor of the motor,
As the load factor of the motor is larger, the motor applied voltage or drive duty ratio applied to the motor at the time of execution of the deceleration control, or the motor drive current or supply current amount supplied to the motor at the time of execution of the deceleration control. Correct to the increasing side,
As the load factor of the motor is smaller, the motor applied voltage or drive duty ratio applied to the motor at the time of execution of the deceleration control, or the motor drive current or supply current amount supplied to the motor at the time of execution of the deceleration control. An intake control apparatus for an internal combustion engine, characterized in that correction is made to a decreasing side. The intake control apparatus for an internal combustion engine according to any one of claims 1 to 4,
The control device causes the valve to be fully opened or closed at a predetermined stopper abutting speed when the deceleration control is executed. The intake control apparatus for an internal combustion engine according to any one of claims 1 to 5,
The intake control device for an internal combustion engine, wherein the actuator includes a power transmission mechanism that transmits a driving force of the motor to a rotation shaft of the valve. The intake control apparatus for an internal combustion engine according to any one of claims 1 to 6,
The intake control device for an internal combustion engine, wherein the stopper is a fully open stopper that restricts a fully open position of the valve or a fully closed stopper that restricts a fully closed position of the valve.

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