JP4711141B2 - Intake device - Google Patents

Description

  The present invention relates to an intake device that guides intake air to an internal combustion engine having a plurality of cylinders.

Figure 7 is a diagram showing an intake system according to Patent Document 1, a plurality of cylinders # 1 included in the internal combustion engine 10, # 2, # 3, each of # 4, intake pipe 21 for guiding the intake air, intake pipe 22, intake pipe 23 and intake pipe 24 is connected.
The intake pipe 21 and intake pipe 22 are connected by the first connecting pipe 31, intake pipe 23 and intake pipe 24 are connected by a second connecting pipe 32. A first check valve 311 and a second check valve 321 are arranged in the first connection pipe 31 and the second connection pipe 32, respectively. These check valves 311 and 321, allow only the flow of intake air into the intake pipe 22 and intake pipe 23 prohibits the flow of intake air into the intake pipe 21 and intake pipe 24.

Japanese Utility Model Publication No.59-11152

However, in the intake device of Patent Document 1, although it is possible to increase the amount of intake air to the second cylinder # 2 and the third cylinder # 3, at the time of idling operation of the internal combustion engine 10, the intake air amount It is not taken into consideration to improve fuel efficiency by reducing the fuel consumption.

That is, after the second cylinder # 2 intake stroke, the time at which the intake stroke of the first cylinder # 1 is performed, the second cylinder # 2 of the suction pressure generated by the intake stroke (negative pressure), intake pipe 22 period occurs in which the pressure of the inner is lower than the pressure in the intake pipe 21. Then, during this period, since the possible from intake pipe 21 intake air flows into the intake pipe 22, an intake air amount to the first cylinder # 1 is improved fuel economy and reduced.
On the other hand, in case where the intake stroke of the second cylinder # 2 is performed, since the first check valve 311 is disposed in a direction to allow only inflow of intake air into the intake pipe 22, second cylinder # 2 so that the flow of intake air into the intake pipe 22 from the intake pipe 21 by the suction pressure by the intake stroke (negative pressure) of the. Then, the intake air amount to the second cylinder # 2 ends up increasing, thereby causing deterioration of fuel consumption during idling operation of the internal combustion engine 10.
Accordingly, an object of the present invention is to provide an intake device that improves fuel consumption during idling of an internal combustion engine.

In the invention of claim 1, further comprising a check valve in the first communication passage communicating with the first intake pipe and the third intake pipe, a second series communicating with the second intake pipe and the third intake pipe the passage comprises an actuation member that operates in response to a pressure difference between the pressure of the pressure in the second intake pipe and the third intake pipe, further to the first communication passage, the first communication path by operating with the actuating member An open / close valve is provided for opening and closing. The check valve, the pressure of the first intake pipe (P1) opens the first communication passage is smaller than the pressure (P4) of the third intake pipe, the actuating member, the second intake pipe pressure (P2) is actuated in a direction off valve is greater than the pressure (P4) of the third intake pipe opens the first communication passage, and the pressure in the second intake pipe (P2) a third When the pressure is lower than the pressure in the intake pipe (P4), the on-off valve operates to close the first communication path. In addition, the code | symbol P1, P2, P4 in the said parenthesis is a code | symbol corresponding to the following 1st Embodiment.

According to this, during the intake stroke of the third cylinder, P1 <P4 and P4 <inter satisfies the condition P2, opens the first communication passage, communicating the first intake pipe and the third intake pipe To do. Then, because it is P1 <P4, the third intake air flows from the intake pipe to the first intake pipe, as a result, the intake air amount to the third cylinder is reduced.
At the time of the intake stroke of the first cylinder, the first communication path for satisfying the above conditions it is not will not be opened. Therefore, when the intake stroke of the first cylinder is not possible and the first intake pipe and the third intake pipe flows first intake air into the intake pipe from the third intake pipe communicating, never amount of intake air to the first cylinder increases.
Note that the second intake pipe communicating with the third intake pipe is partitioned by the actuating member. Therefore, never intake air from the second intake pipe to the third intake pipe flows during the intake stroke of the third cylinder, during the intake stroke of the third cylinder, to a third cylinder The amount of intake air will not increase. Moreover, never third intake air from the intake pipe into the second intake pipe flows during the intake stroke of the second cylinder, during the intake stroke of the second cylinder, to the second cylinder The amount of intake air will not increase.

As described above, according to the first aspect of the invention, the suction of the second cylinder during the intake stroke of the first intake air amount increase to the cylinder, and the second cylinder during the intake stroke of the first cylinder while avoiding an increase in air quantity, it is possible to intake air amount decreases to the third cylinder during the intake stroke of the third cylinder. Therefore, it is possible to improve fuel consumption during idling of the internal combustion engine.

Here, in the portion of each intake pipe on the downstream side of the air flow of the throttle valve, a large negative pressure is generated due to the intake stroke of each cylinder, whereas in the portion on the upstream side of the throttle valve, the pressure is almost close to atmospheric pressure. The pressure fluctuation is small.
In view of this, in the invention of claim 2, wherein, the first communication pipe and the second communicating pipe, since it is arranged in the air flow downstream of the throttle valve, when the intake stroke of the first cylinder, P1 <P4 and P4 <P2 can be satisfied, and the time for the first communication path to open can be ensured. Therefore, it is possible to suppress the intake air amount and idle rotation speed during idling and to ensure the feasibility of improving fuel efficiency.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.
(First embodiment)
First, the structure of the intake device according to the first embodiment of the present invention will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic view showing a main part structure of an intake air amount adjusting device 20 as an intake device, and FIG. 2 shows a state in which the intake device shown in FIG. 1 is mounted on a gasoline engine 10 as an internal combustion engine. FIG. 6 is a schematic diagram showing that the intake air amount adjusting device 20 is a multiple type.

The gasoline engine 10 is a traveling engine mounted on a vehicle, and has a plurality of cylinders # 1, # 2, # 3, and # 4 as shown in FIG. Each cylinder # 1 to # 4 is provided with a combustion chamber (not shown) formed in the cylinder head 12, a piston, an intake port 13, an exhaust port, an intake valve, an exhaust valve, and the like. It notes that "the first cylinder" in the claims, "the second cylinder" and "third cylinder" is the cylinder # 1, # 2, corresponding respectively to # 4.

An intake air amount adjusting device 20 is connected to the intake port 13, an intake manifold 14 is connected upstream of the intake air flow of the intake air amount adjusting device 20, and a surge tank 15 is connected upstream of the intake air flow of the intake manifold 14. Has been.
Therefore, when a negative pressure is generated in the combustion chamber due to the intake stroke of the piston 14, air that has passed through an air cleaner (not shown) flows into the surge tank 15 as intake air and branches toward the cylinders # 1 to # 4. The branched intake air flows through the intake manifold 14 and then the flow rate is adjusted by the intake air amount adjusting device 20. Then, the intake air whose flow rate is adjusted flows from the intake port 13 into the combustion chambers of the cylinders # 1 to # 4.

The intake air amount adjusting device 20 includes a plurality of intake pipes 21, 22, 23, 24, a rotating shaft 251, a throttle valve 252, an electric motor 253, an ECU 254 (electronic control means) not shown, and the like.
The intake pipes 21 to 24 are connected to the intake ports 13 corresponding to the respective cylinders # 1 to # 4 formed in the cylinder head 12, and intake passages 211, 221, 231 for guiding the intake air to the combustion chamber. 241 is formed inside. The intake pipes 21 to 24 are made of metal such as aluminum alloy or resin. Note that "the first intake pipe" described in the claims, "a second intake pipe" and "third intake pipe" respectively correspond to the intake pipe 21, 22, and 24.

The rotating shaft 251 is disposed through the intake pipes 21 to 24 as shown in FIG. And the throttle valve 252 arrange | positioned at each of the intake pipes 21-24 is provided in the common one rotating shaft 251, and the some throttle valve 252 and the rotating shaft 251 rotate integrally. That is, the intake air amount adjusting device 20 according to the first embodiment is a so-called multiple throttle type.
The electric motor 253 is an actuator that drives the rotary shaft 251, and the operation of the electric motor 253 is controlled by the ECU 254.

Next, the main structure of the first embodiment will be described in detail with reference to FIGS. 1 and 2.
Intake amount regulator 20 includes a first communication pipe 26 that connects the intake pipe 21 (first intake pipe) and an intake pipe 24 (third intake pipe), and the intake pipe 22 (second intake pipe) and a second communication pipe 27 for connecting the intake pipe 24 (third intake pipe). Further, the first communication pipe 26 and the second communication pipe 27 are disposed on the downstream side of the air flow of the throttle valve 252.

The first communication pipe 26 forms a first communication path 261 therein. One end of the first communication pipe 26 communicates with the intake passage 211 inside the intake pipe 21, and the other end of the first communication pipe 26 communicates with the intake passage 241 inside the intake pipe 24.
Further, the second communication pipe 27 forms a second communication path 271 therein. One end of the second communication pipe 27 communicates with the intake passage 221 inside the intake pipe 22, and the other end of the second communication pipe 27 communicates with the intake passage 241 inside the intake pipe 24.

  As shown in FIG. 1, a check valve 262 and an on-off valve 263 are disposed in the first communication path 261, and an operation member 272 is disposed in the second communication path 271. In FIG. 2, the check valve 262, the on-off valve 263, and the operating member 272 are not shown.

  The check valve 262 allows air to flow from the intake pipe 24 to the intake pipe 21 and prohibits air from flowing from the intake pipe 21 to the intake pipe 24. More specifically, the check valve 262 includes a valve member 262a that opens and closes the first communication path 261, and an elastic member 262b that biases an elastic force in a direction in which the valve member 262a closes the first communication path 261. It is prepared for. One end of the elastic member 262b is locked to the first communication pipe 26, and the other end of the elastic member 262b is locked to the valve member 262a.

  Therefore, when the pressure P1 in the intake passage 211 is smaller than the pressure P4 in the intake passage 241 (P1 <P4), the pressure P4 overcomes the urging force and pressure P1 of the elastic member 262b, and the valve member 262a The single communication path 261 is opened. On the other hand, when the pressure P1 in the intake passage 211 is larger than the pressure P4 in the intake passage 241 (P1> P4), the urging force of the elastic member 262b and the pressure P1 overcome the pressure P4, and the valve member 262a The single communication path 261 is closed.

  The operating member 272 is disposed in the second communication passage 271 so as to partition the communication between the intake passage 221 of the intake pipe 22 and the intake passage 241 of the intake pipe 24. Accordingly, the air flow between the intake passage 221 and the intake passage 241 is blocked by the operating member 272. Further, the operating member 272 operates according to the pressure difference between the pressure P2 in the intake passage 221 and the pressure P4 in the intake passage 241.

More specifically, the actuating member 272 includes a partition plate 272a that slides while the inside of the second communication passage 271 is closed, and an elastic member 272b that biases the partition plate 272a toward the intake passage 241 with an elastic force. It is prepared for. One end of the elastic member 272b is locked to the second communication pipe 27, and the other end of the elastic member 272b is locked to the partition plate 272a.
The on-off valve 263 and the actuating member 272 are connected by a connecting member 28. Therefore, when the operation member 272 is operated as described above, the on-off valve 263 opens and closes the first communication path 261 in conjunction with the operation.

Therefore, when the pressure P2 in the intake passage 221 is smaller than the pressure P4 in the intake passage 241 (P2 <P4), the pressure P4 overcomes the urging force and the pressure P2 of the elastic member 272b, and the operating member 272 operates. In conjunction with this operating member 272, the on-off valve 263 operates in a direction to close the first communication path 261. On the other hand, when the pressure P2 in the intake passage 221 is larger than the pressure P4 in the intake passage 241 (P4 <P2), the urging force of the elastic member 272b and the pressure P2 overcome the pressure P4 and the operating member 272 is operated. In conjunction with the operating member 272, the on-off valve 263 operates to open the first communication path 261.
As described above, when the conditions of P1 <P4 and P4 <P2 are satisfied, the check valve 262 and the on-off valve 263 open the first communication passage 261, and the intake passage 211 and the intake passage 241 communicate with each other.

FIG. 3 is a graph showing changes in the pressures P1 to P4 in the intake passages 211 to 241. Hereinafter, a period in which the conditions of P1 <P4 and P4 <P2 are satisfied will be described in detail.
Solid lines indicated by reference signs L1, L3, L4 and L2 in FIG. 3 indicate pressures P1 in the intake pipes 21, 23, 24 and 22 corresponding to the cylinders # 1, # 3, # 4 and # 2. , P3, P4, and P2 are shown. In addition, these solid lines L1-L4 are based on the test result by the inventor of this application. Moreover, the measurement place of each pressure P1-P4 is the downstream vicinity of the throttle valve 252 among the intake passages 211, 221 and 231, 241. Further, solid lines L1 to L4 indicate measured values for an intake air amount adjusting device having a configuration that does not include the first communication pipe 26 and the second communication pipe 27, which are the main parts of the first embodiment. A dotted line in the middle indicates a measured value for the intake air amount adjusting device 20 according to the first embodiment.

  Here, the engine 10 is a four-cycle engine, and in each of the cylinders # 1 to # 4, four strokes of an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke are repeated in order. Cylinder # 1 and cylinder # 4 are out of phase with each other by 360 degrees, and cylinder # 2 and cylinder # 3 are out of phase with each other by 360 degrees. Therefore, the intake stroke is executed in the order of cylinder # 1, cylinder # 3, cylinder # 4, and cylinder # 2. Symbols T1, T3, T4, and T2 in FIG. 3 indicate periods during which the intake stroke of the cylinder # 1 is being performed.

  Then, as indicated by solid lines L1 to L4 and symbols T1 to T2 in FIG. 3, the pressures P1 to P4 start to decrease with the start of the intake stroke, and the pressures P1 to P4 immediately before the end of the intake stroke. Begins to rise. 3 indicates the pressure in the combustion chamber of cylinder # 4 (hereinafter simply referred to as intake pressure). The mass flow rate of the intake air sucked into the cylinders # 1 to # 4 increases as the pressure difference between the suction pressure and the pressures P1 to P4 in the intake passages 211 to 241 and the suction pressure increases.

  3 indicates a period satisfying the condition of P1 <P4, and Tb indicates a period satisfying the condition of P4 <P2. The symbol Tc indicates a period that satisfies both of these conditions (P1 <P4 and P4 <P2). That is, as described above, the intake passage 211 and the intake passage 241 communicate with each other during the period Tc in the period T4 during which the intake stroke of the cylinder # 4 is being performed.

  In the communication period, since P1 <P4, the intake air flows from the intake pipe 24 to the intake pipe 21, and the internal pressure P4 of the intake pipe 24 shown by the solid line L4 in FIG. It falls to the position indicated by the dotted line inside. As a result, the pressure difference between the intake pressure of the cylinder # 4 and the pressure P4 is reduced, and the intake air amount to the cylinder # 4 is reduced.

  Further, in the period T1 during which the intake stroke of the cylinder # 1 is being executed, both the above conditions (P1 <P4 and P4 <P2) are not satisfied as shown in FIG. Never open. Therefore, during the intake stroke period T1 of the cylinder # 1, the intake pipe 21 and the intake pipe 24 communicate with each other so that intake air does not flow from the intake pipe 24 to the intake pipe 21, and the intake air amount to the cylinder # 1 is reduced. There is no increase.

  The communication between the intake pipe 22 and the intake pipe 24 is partitioned by an operating member 272. Therefore, the intake air does not flow from the intake pipe 22 to the intake pipe 24 during the intake stroke period T4 of the cylinder # 4, and the intake air amount to the cylinder # 4 does not increase. Further, the intake air does not flow from the intake pipe 24 to the intake pipe 22 during the intake stroke period T2 of the cylinder # 2, and the intake air amount to the cylinder # 2 does not increase.

  As described above, according to the first embodiment, an increase in intake air amount to each cylinder # 1, # 2, # 3 during the intake stroke periods T1, T2, T3 of the cylinders # 1, # 2, # 3 is avoided. However, it is possible to reduce the intake air amount to the cylinder # 4 during the intake stroke period T4 of the cylinder # 4. Therefore, the amount of intake air and the idling speed when the vehicle is stopped and the engine 10 is idling can be suppressed, and fuel consumption can be improved.

  The inventor of the present application has confirmed by a test that the amount of intake air into the cylinder # 4 during the intake stroke period T4 of the cylinder # 4 is decreasing. FIG. 4 is a graph showing the test results. The vertical axis of the graph shows the amount of intake air into the cylinder # 4, and the horizontal axis of the graph shows the rotation angle of a crankshaft (not shown) rotated by the cylinders # 1 to # 4 ( Crank angle). Further, the crank angle in FIG. 4 corresponds to the start time of the intake stroke period T4 of the cylinder # 4 in FIG.

That is, FIG. 4 shows a change in the intake air amount to the cylinder # 4 from the time when the intake stroke of the cylinder # 4 starts. And the dotted line in FIG. 4 shows the change of the intake air amount by the intake air amount adjusting device having the configuration not including the first communication pipe 26 and the second communication pipe 27 which are the main parts of the first embodiment. A solid line in 4 indicates a change in the intake air amount by the intake air amount adjusting device 20 according to the first embodiment.
From the test results shown in FIG. 4, it can be confirmed that the intake air amount adjusting device 20 of the first embodiment reduces the intake air amount to the cylinder # 4 during the intake stroke period T4 of the cylinder # 4. .

  Further, according to the first embodiment, since the first communication pipe 26 and the second communication pipe 27 are arranged on the downstream side of the air flow of the throttle valve 252, during the intake stroke period T1 of the cylinder # 1, It is possible to ensure the time for the first communication path 261 to open while satisfying the conditions of P1 <P4 and P4 <P2. Therefore, the feasibility of improving the fuel consumption can be ensured.

(Second Embodiment)
An intake air amount adjusting device 201 according to a second embodiment of the present invention will be described below with reference to a schematic diagram shown in FIG.
In the first embodiment, the first communication pipe 26 connects the intake pipe 21 (first intake pipe) and the intake pipe 24 (third intake pipe), a second communication tube 27 is an intake pipe 22 (first while connecting the second intake pipe) and an intake pipe 24 (third intake pipe), in the second embodiment, the first communication tube 26 is connected to an intake pipe 23 and intake pipe 24 The second communication pipe 27 connects the intake pipe 21 and the intake pipe 24. In other words, in the second embodiment, described in the claims, "first intake pipe" corresponds to the intake pipe 23, "the second intake pipe" corresponds to the intake pipe 21, "the third The “ intake pipe ” corresponds to the intake pipe 24.

In other words, in the first embodiment, the cylinders # 1 rotation angle of the crankshaft is shifted 360 degrees from each other, the intake pipe 21 and 24 connected to the # 4 to the first intake pipe and the third intake pipe, an intake pipe 22 connected from the cylinder # 4 in the cylinder # 2 advanced 180 degrees is the second intake pipe. In contrast, in the second embodiment, the cylinder rotation angle of the crankshaft by 180 degrees from each other # 3, # 4 connected to the intake pipe 2 3, 24 of the first intake pipe and the third intake pipe and then, the intake pipe 21 connected from the cylinder # 4 to 360 ° advanced cylinder # 1 as the second intake pipe.

  When P3 <P4, the check valve 262 opens the first communication path 261. When P4 <P1, the on-off valve 263 operates with the operating member 272 to open the first communication path 261. Therefore, when the conditions of P3 <P4 and P4 <P1 are satisfied, the check valve 262 and the on-off valve 263 open the first communication path 261, and the intake passage 231 and the intake passage 241 communicate with each other.

  In FIG. 3, symbol Td indicates a period that satisfies the condition of P3 <P4, and symbol Te indicates a period that satisfies the condition of P4 <P1. A symbol Tf indicates a period that satisfies both of these conditions (P3 <P4 and P4 <P1). That is, as described above, the intake passage 231 and the intake passage 241 communicate during the period Tf of the period T4 during which the intake stroke of the cylinder # 4 is being executed.

  During the period of communication as described above, since P3 <P4, intake air flows from the intake pipe 24 to the intake pipe 23, and the internal pressure P4 of the intake pipe 24 indicated by the solid line L4 in FIG. 3 decreases. As a result, the pressure difference between the intake pressure of the cylinder # 4 and the pressure P4 is reduced, and the intake air amount to the cylinder # 4 is reduced.

  Further, during the period T3 during which the intake stroke of the cylinder # 3 is being executed, the above-described conditions (P3 <P4 and P4 <P1) are not satisfied as shown in FIG. Never open. Therefore, during the intake stroke period T3 of the cylinder # 3, the intake pipe 23 and the intake pipe 24 communicate with each other so that intake air does not flow from the intake pipe 24 to the intake pipe 23, and the intake air amount to the cylinder # 3 is reduced. There is no increase.

  The communication between the intake pipe 21 and the intake pipe 24 is partitioned by an operating member 272. Therefore, the intake air does not flow from the intake pipe 21 to the intake pipe 24 during the intake stroke period T4 of the cylinder # 4, and the intake air amount to the cylinder # 4 does not increase. Further, the intake air does not flow from the intake pipe 24 to the intake pipe 21 during the intake stroke period T1 of the cylinder # 1, and the intake air amount to the cylinder # 1 does not increase.

  As described above, according to the second embodiment, an increase in the intake air amount to the cylinders # 1, # 2, and # 3 during the intake stroke periods T1, T2, and T3 of the cylinders # 1, # 2, and # 3 is avoided. However, it is possible to reduce the intake air amount to the cylinder # 4 during the intake stroke period T4 of the cylinder # 4. Therefore, fuel consumption can be improved when the vehicle is stopped and the engine 10 is idling.

(Third embodiment)
An intake air amount adjusting device 202 according to a third embodiment of the present invention will be described below with reference to a schematic diagram shown in FIG.
In the third embodiment, the first communication pipe 26 connects the intake pipe 24 and the intake pipe 21, and the second communication pipe 27 connects the intake pipe 23 and the intake pipe 21. In other words, in the third embodiment, described in the claims, "first intake pipe" corresponds to the intake pipe 24, "the second intake pipe" corresponds to the intake pipe 23, "the third The “ intake pipe ” corresponds to the intake pipe 21.
In other words, in the third embodiment, the cylinder # 4 rotation angle of the crankshaft is shifted 360 degrees from each other, the intake pipe 24, 21 connected to the # 1 and the first intake pipe and the third intake pipe , and an intake pipe 23 connected from the cylinder # 4 to 180 ° delayed cylinder # 3 and the second intake pipe.

  When P4 <P1, the check valve 262 opens the first communication path 261. When P1 <P3, the on-off valve 263 operates with the operating member 272 to open the first communication path 261. Therefore, when the conditions of P4 <P1 and P1 <P3 are satisfied, the check valve 262 and the on-off valve 263 open the first communication path 261, and the intake passage 231 and the intake passage 241 communicate with each other.

  The symbol Tg in FIG. 3 indicates a period that satisfies the condition of P4 <P1, and the symbol Th indicates a period that satisfies the condition of P1 <P3. A symbol Ti indicates a period that satisfies both of these conditions (P4 <P1 and P1 <P3). That is, as described above, the intake passage 241 and the intake passage 211 communicate with each other during the period Ti in the period T1 during which the intake stroke of the cylinder # 1 is executed.

  During the period of communication as described above, since P4 <P1, the intake air flows from the intake pipe 21 to the intake pipe 24, and the internal pressure P1 of the intake pipe 21 indicated by the solid line L1 in FIG. 3 decreases. As a result, the pressure difference between the intake pressure of the cylinder # 1 and the pressure P1 becomes small, and the intake air amount to the cylinder # 1 decreases.

  In addition, during the period T4 during which the intake stroke of the cylinder # 4 is being executed, the above two conditions (P4 <P1 and P1 <P3) are not satisfied as shown in FIG. Never open. Therefore, during the intake stroke period T4 of the cylinder # 4, the intake pipe 21 and the intake pipe 24 communicate with each other so that intake air does not flow from the intake pipe 21 to the intake pipe 24, and the intake air amount to the cylinder # 4 is reduced. There is no increase.

  The communication between the intake pipe 23 and the intake pipe 21 is partitioned by an operating member 272. Therefore, the intake air does not flow from the intake pipe 23 to the intake pipe 21 during the intake stroke period T1 of the cylinder # 1, and the intake air amount to the cylinder # 1 does not increase. Further, the intake air does not flow from the intake pipe 21 to the intake pipe 23 during the intake stroke period T3 of the cylinder # 3, and the intake air amount to the cylinder # 3 does not increase.

  As described above, according to the third embodiment, an increase in the intake air amount to the cylinders # 2, # 3, and # 4 during the intake stroke periods T2, T3, and T4 of the cylinders # 2, # 3, and # 4 is avoided. However, it is possible to reduce the intake air amount to the cylinder # 1 during the intake stroke period T1 of the cylinder # 1. Therefore, fuel consumption can be improved when the vehicle is stopped and the engine 10 is idling.

(Other embodiments)
In the above-described embodiment, the multiple throttle type intake device 20 having a plurality of throttle valves 252 is employed. However, the intake device 20 is disposed upstream of the intake manifold 14 and has one throttle valve 252. The device 20 may be employed. In this case, the intake device 20 is disposed on the upstream side of the surge tank 15.
In the above embodiment, a plurality of throttle valves 252 are fixed to one rotating shaft 251 so that all the throttle valves 252 have the same opening degree. However, each throttle valve 252 is independent. A so-called independent throttle that performs rotation control may be employed.

Further, in this embodiment, the intake pipe 21 through 24 corresponding to the "first to third intake pipe" according to the claims, the intake port 13 and intake manifold 14 of the engine 10 separately However, the intake pipes 21 to 24 in which the throttle valve 252 is built may be integrated with the intake manifold 14 or the intake port 13.

In carrying out the present invention, the fuel injection device may adopt a carburetor type in which fuel is sucked out by negative pressure due to intake air, or an injection type in which fine fuel is injected from the injector into the intake air. May be adopted.
As described above, the present invention is not limited to the above-described embodiment, and can be applied to various embodiments without departing from the gist thereof.

The schematic diagram which shows the principal part structure of the intake device which concerns on 1st Embodiment of this invention. The schematic diagram which shows the state with which the air intake apparatus shown in FIG. 1 was mounted in the engine. The figure which shows the relationship between the change of the pressure in each intake passage, and a crank angle. It is a figure explaining the effect by the air intake device which concerns on 1st Embodiment, and is a figure which shows the relationship between the change of the intake air amount to cylinder # 4, and a crank angle. The schematic diagram which shows the principal part structure of the intake device which concerns on 2nd Embodiment of this invention. The schematic diagram which shows the principal part structure of the intake device which concerns on 3rd Embodiment of this invention. The schematic diagram explaining the structure of the conventional intake device.

Explanation of symbols

10: Engine (internal combustion engine), 20,201,202: intake amount regulator (intake system), 21: intake pipe (first, second, third intake pipe), 22: intake pipe (second intake tube), 23: intake pipe (first, second intake pipe), 24: intake pipe (first, third intake pipe), 211, 221, 231, 241: intake path, 26: first communicating pipe , 261: first communication path, 27: second communication pipe, 271: second communication path, 28: connection member, 252: throttle valve, 262: check valve, 263: on-off valve, 272: operation member.

Claims (3)

A first intake pipe for guiding intake air to the first cylinder having the internal combustion engine,
A second intake pipe for guiding intake air to the second cylinder intake stroke is performed in different periods the intake stroke of the first cylinder,
A third intake pipe for guiding intake air into the third cylinder intake stroke in different periods the intake stroke of the intake stroke and the second cylinder of the first cylinder is performed,
A first communicating tube which forms a first communication path with one end to the first intake pipe communicating with the other end to the third intake pipe communicated with,
A second communicating tube which forms a second communication passage having one end in the second intake pipe communicating with the other end to the third intake pipe communicated with the interior,
A check valve disposed in the first communication path and opening and closing the first communication path;
Wherein disposed in the second communication passage so as to partition the communication between the second intake pipe third intake pipe, the pressure difference between the pressure of the second said pressure in the intake pipe of the third intake pipe An actuating member that operates according to
An on-off valve disposed in the first communication path, connected to the operation member, and operated with the operation member to open and close the first communication path;
With
The check valve opens the first communication passage when the pressure of the first intake pipe is smaller than the pressure of the third intake pipe,
The operation member is operated in the direction in which pressure in the second intake pipe and the third off valve is greater than the pressure in the intake pipe of opening the first communication passage and said second intake intake system pressure in the tube, characterized in that the on-off valve is smaller than the pressure of the third intake pipe is actuated in a direction to close said first communication path. The first intake pipe, the second is disposed in each of the intake pipe and the third intake pipe, the first cylinder, the flow rate of the intake air guided to the second cylinder and the third cylinder Equipped with a throttle valve to adjust
2. The intake device according to claim 1, wherein the first communication pipe and the second communication pipe are arranged on an air flow downstream side of the throttle valve. A rotating shaft connected to the plurality of throttle valves;
The intake device according to claim 2, wherein the plurality of throttle valves rotate in conjunction with rotation of the rotation shaft.

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