JPH02130220A - Intake air control device for internal combustion engine - Google Patents

Abstract

PURPOSE:To enable pumping loss to be restrained without impairing combustion by controlling both the opening or closing timing of intake air control valves and the opening of a pressure regulating valve so that the parameter reflecting the intake air temperatures at the end of an intake stroke attains a target value. CONSTITUTION:Both the opening or closing timing of intake air control valves 21 to 24 and the opening of a throttle valve 1b are determined by an ECU 4 on the basis of the operating condition of an engine 1. Then, a parameter reflecting the intake air temperatures inside cylinder 5 to 8 at the end of an intake stroke is detected by combustion temperature sensors 30a to 30d. And feedback control of both the opening or closing timing of the intake air control valves 21 to 24 and the opening of the throttle valve 1b being determined by the ECU 4 is carried out so that the detected parameter attains a target value in which the pumping loss stored in a ROM 4b does not exceed a prescribed value. Thus, pumping loss can be restrained without impairing the combustion of the engine 1.

Description

DETAILED DESCRIPTION OF THE INVENTION Purpose of the Invention [Industrial Field of Application] The present invention relates to an intake valve for each cylinder of an internal combustion engine and an intake control valve disposed separately for each intake passage communicating with each cylinder. The present invention relates to an intake control device for an internal combustion engine that is effective for opening and closing.

[Prior Art] Conventionally, it has been considered to prevent backflow of intake air in the intake passage of an internal combustion engine by providing such an intake control valve for each intake passage. In other words, at the start of the intake stroke of an internal combustion engine, burned gas in the cylinder and exhaust passage flows back into the intake passage due to valve overlap, reducing the intake air filling efficiency, and backflow occurs in the latter half of the intake valve opening period. However, by using the intake control valve to prevent the intake air from flowing backwards, the intake air filling efficiency is improved, increasing the torque of the internal combustion engine and improving fuel efficiency.

As a device for switching the opening and closing of such an intake control valve, an intake-side device that opens and closes the intake control valve using a cam that is linked to the rotational movement of the internal combustion engine (Japanese Patent Application Laid-Open No. 148932/1982)
is proposed. By the way, in such an intake control device, the timing to prevent backflow of intake air depends on the reciprocating time of pressure waves traveling at the speed of sound, so when opening and closing in conjunction with the rotational movement of the internal combustion engine, there is a problem that the timing of closing the valve is delayed at low engine speeds. In the above proposal, in order to correct this delay and appropriately prevent backflow, an adjustment mechanism is used to shift the opening/closing timing back and forth in accordance with the rotational speed of the internal combustion engine.

On the other hand, not only internal combustion engines equipped with such intake control devices, but also ordinary internal combustion engines, are configured to limit the amount of intake air with a throttle valve and draw diluted air into the cylinders. Since the amount of intake air taken into a cylinder changes depending on its load, the intake control device determines the opening/closing timing of the intake control valve based on not only the rotational speed of the internal combustion engine but also its internal combustion engine speed, as shown in Figure 8. A structure configured to shift according to the load is also being considered.

[Problems to be Solved by the Invention] However, in an internal combustion engine equipped with such an intake control device, a pump loss as shown by the shaded area in FIG. 14 occurs during partial load, and when the load on the internal combustion engine decreases,
There was a problem in that the pump loss increased and fuel efficiency worsened.

It is known that in order to solve this problem, the throttle valve may be fully opened, that is, at full load, and the atmospheric pressure may be drawn directly into the cylinder. That is, in the case of full cargo, the start of the intake stroke is at point a in FIG. 14, which coincides with the end point of the exhaust stroke, so that the pumping loss is eliminated. However, if the intake is performed at full load, the pump loss will certainly disappear, but if the intake control valve is closed at a point in the middle of the intake stroke,
As the intake stroke progresses, the pressure inside the cylinder decreases (0 points)
, a phenomenon occurs in which the intake air expands adiabatically within the cylinder and its temperature drops. As a result, an open point occurred during which combustion in the internal combustion engine became unstable.

The present invention has been made in view of these problems, and an object of the present invention is to provide an intake side fl device that improves fuel efficiency by suppressing pump loss without impairing combustion in an internal combustion engine. .

Structure of the Invention [Means for Solving the Problems] In order to achieve the above object, the present invention has the following structure as a means for solving the above problems.

That is, as illustrated in FIG. 1, the intake control device for an internal combustion engine of the present invention includes an intake control valve M4 disposed in each intake passage M3 communicating with each cylinder M2 of the internal combustion engine M1, and opening and closing the intake passage M3. and an opening/closing drive means M5 that drives the intake control valve M4 to open and close; a pressure regulating valve M6 that adjusts the pressure of intake air reaching each cylinder M2 via the intake control valve M4 by the opening degree of the valve body; an opening driving means M7 that adjusts and drives the regulating valve M6 to an arbitrary opening; and determining the opening/closing timing of the intake control valve M4 and the opening of the pressure regulating valve M6 based on the operating state of the internal combustion engine M1;
control means M8 for controlling the opening/closing driving means M5 so that the intake control valve M4 is driven to open and close at the opening/closing timing, and controlling the opening driving means M7 so that the pressure regulating valve M6 has the opening degree. An intake control device for an internal combustion engine, comprising: parameter detection means M9 for detecting a parameter reflecting the temperature of intake air in a cylinder at the end of an intake stroke of the internal combustion engine M1; storage means MIO for pre-storing target values of the parameters such as; The special effects include feedback control means Mll for feedback controlling the opening/closing time of the intake control valve M4 and the opening degree of the pressure regulating valve M60.

[Function] The intake control device for an internal combustion engine of the present invention configured as described above has a control means M8 that controls the opening/closing time of the intake control valve M4 and the opening degree of the pressure regulating valve M6 based on the operating state of the internal combustion engine M1. is determined, and the opening/closing drive means M5 is controlled so that the intake control valve M4 is driven to open/close at the opening/closing time of the opening/closing time, and the opening/closing driving means M is controlled so that the pressure regulating valve M6 has the opening degree.
7, and furthermore, the parameter detection means M9
A parameter reflecting the temperature of the intake air in the cylinder M2 at the end of the intake stroke is detected, and the detected parameter is set to a target value stored in the storage means MIO so that the pump loss does not increase beyond a predetermined degree. , the opening/closing time of the intake control valve M3 and the opening degree of the pressure regulating valve M6 determined by the control means M8 are controlled by the feedback control means M.
Feedback control is performed by ll.

By the way, as mentioned in the [Problem to be Solved by the Invention] section, as shown in FIG. 15, while the amount of intake air supplied to the internal combustion engine M1 is kept constant, The closer the pressure is to the air pressure (naturally, the opening period of the intake side i-discharge valve M3 becomes shorter), the smaller the pump loss PL becomes, and the temperature θ of the intake air in the cylinder M2 at the end of the intake stroke becomes larger. The thinner the intake air is, that is, the lower the intake pressure (naturally, the opening period of the intake control valve M3 becomes longer).
It is known that the pump loss PL increases and the temperature θ of the intake air decreases.

Therefore, the target value of the parameter reflecting the intake air temperature θ is set to a predetermined temperature θ14 (Fig. 15) at which the pump loss PL does not increase beyond a predetermined level and does not impair the combustion of the internal combustion engine M1. By controlling the opening/closing time of the intake control valve M3 and the opening degree of the pressure regulating valve M6 to feedback-control the detection value of the parameter detection means M9 to its predetermined temperature θL, the combustion of the internal combustion engine M1 is not impaired. Therefore, pump losses can be suppressed.

[Example] Next, a preferred example of the present invention will be described in detail based on the drawings. FIG. 2 shows a system configuration of an engine equipped with an intake air control device according to a first embodiment of the present invention.

As shown in the figure, this system includes a four-cylinder engine 1,
An intake control unit 3 disposed in the intake system 1a of the engine 1 and an electronic control unit (hereinafter simply referred to as an ECU) that controls these units.
It is called. ) consists of 4.

The engine 1 has four cylinders 5. 6. 7. 8, each cylinder 5. 6. 7. At 8, there is an intake valve 9 which is opened and closed by a high-speed compatible cam. 10. 11゜1
2 is arranged, and furthermore, an exhaust valve 13.14
, 15.16 are also provided. A throttle valve 1b as a pressure regulating valve M6 is disposed in the intake system 1a of the engine 1, and the opening degree of the throttle valve 1b is drive-controlled by a throttle actuator IC as an opening degree driving means M7. Further, on the downstream side of the throttle valve 1b of the intake system 1a, each cylinder 5. 6. 7. Intake boats 17.1B and 19.20 communicating with 8 are disposed. The intake boats 17.1B and 19.20 have intake control valves 21 and 19.20, respectively.
22, 23, 24 are arranged, and these intake control valves 21
．． 22, 23, and 24 are driven to open and close by actuators 25, 26, 27, and 28, respectively, serving as opening/closing driving means M5. Here, the intake control valves 21, 22, 23.24 are arranged so that the opening between the valve valves substantially decreases as the rotational speed decreases, independent of the opening and closing of the intake valves 9, 10, 11, 12. It is driven to open and close under the control of the ECU 4. In other words, an engine using a high-speed compatible cam,
When operating at a rotational speed higher than the reference rotational speed that can output maximum torque, the intake control valves 21, 22, 23
．． 24 is held open for approximately the same period of time as the intake valves 9.10, 11.12 are open, or held open for the entire period. On the other hand, when the engine is operated at a rotational speed lower than the reference rotational speed, the intake control valves 21, 22,
Control is performed to open and close 23 and 24.

Engine 1 has a detector for each cylinder 5,6°7.8
A crank angle sensor 29a that outputs a pulse signal when the piston (not shown) is located at top dead center (TDC), a rotational speed sensor 29b5 that outputs a pulse signal at every predetermined crank angle, and detects the amount of depression of an accelerator pedal (not shown). an accelerator depression amount sensor 29c, a knock sensor 29d that detects the occurrence of knocking in the engine 1, and an intake system 1a.
An intake pressure sensor 29e is provided to detect the pressure of intake air. Furthermore, the capacity is 15. 6. 7. Parameter detection means M9 is provided in the cylinder inner part of the spark plug (not shown) disposed in 8 and detects the combustion temperature in the cylinder.
It also includes combustion temperature sensors 30a to 30d. Note that these combustion temperature sensors 30a to 30d use optical fiber sensors, and the combustion temperature is detected from the color of combustion.

The signals of each of the sensors are manually inputted to the ECU 4.
controls engine 1.

The ECU 4 is configured as a logic operation circuit mainly including a CPU 4a, a ROM 4b, and a RAM 4C, and is connected to a human output section 4e via a common bus 4d to perform human output with the outside.

The detection signals of each sensor are sent from the input/output section 4e to the CPU 4.
It is manually operated by a. On the other hand, the CPU 4a outputs control signals to the actuators 25, 26, 27, and 28 via the human output unit 4e.

Note that the intake control valves 21, 22, 23, and 24 and their corresponding actuators 25. Since the structures of 2B and 27.2 are all the same, the intake control valve 21 and actuator 25 will be explained below as an example.

As shown in FIG. 3, the intake control valve 21 is connected to the intake boat 1
7, a shaft 31 that is provided perpendicularly to the air-fuel mixture flow direction of the intake boat 17 and has a partially cut out semicircular cross section, bearings 33 and 35 that pivotally support the shaft 31, and the shaft. A movable plate 41 in the shape of a disk is fixed to the notch of 31 with a pole 37, 39, and can swing around the shaft 31 within the intake boat 17. As shown in FIG. 4, which is a cross-sectional view taken along the line A-A in FIG. Four spherical portions 42 having a clearance 41c are formed so that the movable plate 41 can swing against the inner wall of the intake boat 17 without contacting it. The clearance 41c can be adjusted to a delicate precision of several microns to several hundred microns by making the material of the movable plate 41 harder than the material of the intake boat 17 and rubbing it together before use. is being done.

On the other hand, the actuator 25 is a so-called PM type stepping motor, and as shown in FIG. 5, which is a sectional view taken along line B-B in FIG. 3, a casing 43 is prepared as an exterior, and inside the casing 43, The casing 43 has a shaft 45 connected to the shaft 31 and a two-pole magnetized permanent magnet 47 fixed around the shaft 45, and a two-phase four-pole coil 51 on the inner wall of the casing 43. ．． 5
2°53.54 are arranged so as to surround the permanent magnet 47. Specifically, the negative phase coils 51 and 52 are connected in the air-fuel mixture flow direction of the intake boat 17, and the other phase coils 53 and 52 are connected to each other in the air-fuel mixture flow direction of the intake boat 17.
54 are arranged in a direction perpendicular to the arrangement direction of the coils 51 and 52, and surround the permanent magnet 47. The coils 51, 52, 53, 54 are bobbins 51a, 52a fixed to the inner wall of the casing 43 with bolts 57, etc.
, 53a.

It has a monofila winding structure in which one enameled wire is wound around 54a.

A circuit diagram of the control system of the actuator 25 constructed in this manner is shown in the circuit diagram of FIG. As shown in the figure, the coils 51, 52, 53, 54 are connected to resistors R1, R2, R
3, R4 and capacitors CI, C2, C3, and C4 are respectively attached, and the ECU 4 connects the circuit with the electric RE to one-phase coils 5 facing each other.
The excitation position of the coils 51 to 54 is changed by switching between the coils 1 and 52 and the coils 53 and 54 of other phases. In this way, the movable plate 41 can swing 90 degrees.

The operations of the intake control valve 21 and actuator 25 configured as described above will be explained next.

When the coils 51 and 52 are switched to the excited position by the ECU 4, magnetic flux flows from the coil 51 to the coil 52 (or from the coil 52 to the coil 51), and the permanent magnet 47 swings in a predetermined direction determined by its magnetic pole. , At this time, the movable plate 41 connected to the permanent magnet 47 via the shirt 31.45 also swings at the same time. Thereafter, the permanent magnet 47 stops swinging in the stable direction determined by the coils 51 and 52, the movable plate 41 is oriented in the air-fuel mixture flow direction of the intake boat 17, and the intake port 17 is opened.

On the other hand, when the coils 53 and 54 are switched to the excited position by the ECU 4, magnetic flux flows from the coil 53 to the coil 54 (or from the coil 54 to the coil 531).
The permanent magnet 47 swings in a predetermined direction determined by its magnetic poles,
At this time, the movable plate 41 connected to the permanent magnet 47 also swings at the same time. Thereafter, the permanent magnet 47
．． The movable plate 4 stops swinging in the stable direction determined by 54.
1 is oriented at right angles to the air-fuel mixture flow direction of the intake boat 17, and the intake port 17 is closed.

Returning to FIG. 2 again, the bearing 3 of the intake control valve 21 described above
A valve rotation speed sensor 59 for detecting the rotation speed of the movable plate 41 is provided on the upper part of the valve rotation speed sensor 3 .

This valve rotation speed sensor 59 has a permanent magnet connected to the shaft 31 inside, and has a structure in which a plurality of coils are arranged around the permanent magnet. Rotation speed is detected. Note that the detection signal of this valve rotation speed sensor 59 is manually inputted to the ECU 4 and used for various intake controls.
The illustration of the valve rotational speed sensor 59 is omitted in the figure.

Next, the intake control process executed by the ECU 4 will be explained based on the flowchart of FIG. 7. This intake control process is
It is executed repeatedly after ECLJ4 is started.

When the process starts, first, the accelerator depression amount sensor 29
c and the detection result of the rotational speed sensor 29b, the amount of depression of the accelerator pedal, that is, the magnitude of the load, and the rotational speed NE of the engine 1 are read (step 100). continue,
It is determined whether the read accelerator pedal depression amount is fully open and whether the mouth is fully loaded (step 1).
10).

Here, if it is determined that the load is full, the ROM4b
The opening/closing timing T of the intake control valve 21 at full load according to the rotation speed NE is determined from the map A shown in FIG.
o and Tc (Step 120), and set the throttle opening instruction value Ac to a fully open value in order to fully open the throttle valve 1b (Step 130).
, executes processing for oven control. Step 13
After executing 0, the process exits to ``rRETURN'' and this routine is temporarily terminated.

On the other hand, if it is determined in step 110 that the load is not full, the following processing is executed.

First, from map A shown in FIG. 8 mentioned above, step 1
Rotation speed NE and accelerator depression amount read at 00 (
The opening/closing timings To and Tc of the intake control valve 21 are calculated according to the load (step 140), and the throttle opening command value Ac is calculated according to the amount of accelerator depression (step 150).

Next, the combustion temperature θ in the cylinder is read from the detection result of the combustion temperature sensor 30a (step 160), and then the opening/closing IJI of the intake control valve 21 calculated in step 140 is read.
The amount of intake air per predetermined time in the cylinder 5 is calculated from To, Tc and the throttle opening instruction value Ac calculated by the step 150 (step 170). Subsequently, a combustion determination value θL based on the calculated intake air amount is calculated from a map B as shown in FIG. 9, which is stored in advance in the ROM 4b as the storage means MIO (step 180). The combustion determination value θL is set to the highest value at which the pump loss of the engine 1 does not increase beyond a predetermined level, and as seen from map B, the combustion determination value θL increases as the intake air amount increases. Next, it is determined whether the combustion temperature θ read in step 160 is lower than the combustion determination value θL (step 190). Here, if it is determined that θ is less than θL, a predetermined value Δt is added to the closing time Tc of the intake control valve 21 calculated in step 140, and a process for adjusting the closing time of the intake control valve 21 is executed. Step 200), adding a predetermined value △a to the throttle opening instruction value Ac calculated by the stepper 150;
Execute the process to adjust the throttle opening (step 2)
10). After executing step 210, the process proceeds to step 16.
0 and repeats the processing from step 160 to step 210.

By the way, the ECU 4 controls the calculated intake control valve 21.
At the timing based on the opening/closing timings To and Tc, an open signal and a close signal are output to the actuator 25 via the human output section 4e, and the calculated throttle opening instruction value A is outputted.
c to the throttle actuator I via the human output section 4e.
By outputting to C, the opening/closing timing of the intake control valve 21 and the opening degree of the throttle valve 1b are controlled.

On the other hand, if it is determined in step 190 that θ≧θL,
The process exits to rRETURNJ, and this routine is temporarily ended.

That is, according to this intake control process, when the engine 1 is in a partial load state, the opening/closing timings To and T of the intake control valve 21 are adjusted according to the rotational speed NE and the accelerator depression amount (load).
c is calculated (step 140), and a throttle opening command value Ac corresponding to the amount of accelerator depression is calculated (step 150). If it is lower than the predetermined combustion temperature judgment value θL (step 190), the closing time Tc of the intake control valve 21 is delayed by adding Δt to increase the combustion temperature θ (step 200), and , its closing time T
In order to prevent the intake air volume from changing due to the delay of c,
The throttle opening command value Ac is subtracted by Δa, and the throttle valve 1b is adjusted to the closing side by a predetermined amount (step 210).

Therefore, according to the intake air control device of this embodiment, the combustion temperature of the engine 1 is always maintained at the combustion determination value θL, which is the highest value at which the pump loss of the engine 1 does not increase by more than a predetermined degree. Therefore, the pumping loss of the engine 1 can be suppressed without impairing the combustion of the engine 1, and the fuel efficiency can be improved.

Further, in this embodiment, from the configuration of the intake control valves 21 to 24,
It has the following unique effects.

That is, when the intake control valves 21 to 24 are closed, the outer periphery 41a of the movable plate 41 is located in the spherical recess 42.
As long as the intake boat 17 is located, the intake boat 17 is reliably closed. Therefore, when the movable plate 41 is closed, the bounding (vibration) due to its own inertia
Even if this happens, the outer periphery 41a of the movable plate 41 is unlikely to escape from inside the spherical recess 42, so the intake boat 17 can be quickly and reliably closed, and its responsiveness ◆ It has high performance and control accuracy. Furthermore, since the movable plate 41 is closed without contacting the intake boat 17, it is possible to prevent the occurrence of hitting sounds.
Moreover, it is highly durable.

Next, a second embodiment of the present invention will be described.

The intake control device of this embodiment is installed in an engine system without a throttle valve, and the only difference in the configuration shown below from the first embodiment described above is that the other configurations are exactly the same. .

That is, in FIG. 2, the throttle valve 1b and the throttle actuator 1c are removed, and the actuators 25 to 2 are configured so that the opening degrees of the intake control valves 21 to 240 can be varied in an analog manner.

Specifically, the actuator 25 (26th to 2nd) is the first
As shown in Figure 0, the negative phase coils 51 and 52 are tilted 45 degrees to the air-fuel mixture flow direction X of the intake boat 17, and the other phase coils 53 and 54 are aligned with the coils 51 and 52 They are arranged in a direction perpendicular to the direction and surround the permanent magnet 47. The control system of the actuator 25 configured in this way is configured to always flow a constant current through the coils 51 and 52, while varying the current flowing through the coils 53 and 54 in an analog manner. The operation of the actuator 25 configured in this way will be explained below with reference to FIG. 11, along with the positional relationship of the movable plate 41 of the intake control valve 21.

As shown in FIG. 11(a), the coils 51 and 52 are excited, and magnetic flux flows from the coil 51 to the coil 52. In this state, the coils 53 and 54 When the permanent magnet 47 is excited so that the magnetic flux flows into the coils 51 and 52, the permanent magnet 47 stops in a stable direction balanced by both magnetic fluxes, and the magnitudes of both magnetic fluxes are the same, that is, the coils 51 and 52
If the magnitudes of the currents flowing through the coils 53 and 54 are the same, the movable plate 41 is oriented at right angles to the air-fuel mixture flow direction in the intake boat 17, and the intake boat 17 is closed. Moreover, as shown in FIG. 11(b), the coils 53 and 54 are
When the coil 53 is excited so that a magnetic flux flows into the coil 54, if the magnitude of the current flowing in the coils 51, 52 and 53, 54 is the same, the coil 51, 52
The movable plate 41 is directed in the air-fuel mixture flow direction of the intake boat 17 by the magnetic flux of the coils 53 and 54, and the intake boat 17 is opened. Furthermore, as in FIG. 11(b), the coils 51, 52 and 53.54 are energized and the value of the current flowing through the coils 53.54 is varied. 54 changes the stable direction of balance, and the direction of the movable plate 41, that is, the opening degree of the intake side i outlet valve 21, as shown in FIG.
It can be determined arbitrarily.

Next, the intake control process executed by the ECU 4 will be described based on the flowchart in FIG. 13. This intake control process differs from the intake control process of the first embodiment (FIG. 7) only in steps 330, 350, 370, and 410, and steps 300 to 320, 340, and 36.
Processes 0,380-400 are steps 100-120, 140, 160, 180-20 of the first embodiment, respectively.
This is the same process as 0. The intake control process will be described below, focusing on the differences.

In step 320, after calculating the opening/closing timings To and Tc of the intake control valve 21 at full load according to the rotational speed NE, the process proceeds to step 330, and the opening command value Bc during the opening period of the intake control valve 21 is calculated. Set the full open value to . The opening instruction value Bc thus set is output to the actuator 25 via the human output unit 4e, and
5, the coils 53 and 54 are energized as shown in FIG. 11(b), and the intake control valve 21 is fully opened.

After step 330, the process exits to rRETURNJ and ends this routine once.

On the other hand, in step 340, the opening/closing time JIJ of the intake control valve 21 is determined according to the rotational speed NE and the accelerator depression amount (load).
After calculating ITo and Tc, the process proceeds to step 350, where an opening command value BC for the opening period of the intake control valve 21 is calculated according to the amount of accelerator depression. Further, in step 370, the intake control valve 2 calculated in step 340
The intake air amount of the cylinder 5 per predetermined time is calculated from the opening/closing times To and Tc of the cylinder 5 and the opening instruction value Bc during the opening period calculated by the valve 350. Furthermore, in step 410,
A predetermined value Δb is added to the opening instruction value Bc during the open period calculated in step 350, and a process of adjusting the opening of the intake control valve 21 is executed. The opening instruction value Be set in this way is transmitted to the actuator 2 via the human output section 4e.
11(b), and the actuator 25 is outputted to
As shown in FIG. 3, the excitation of the coils 53, 54 is determined and the value of the current flowing through the coils 53, 54 is adjusted to set the intake control valve 21 to the opening indicated by the opening instruction value Be.

After executing step 410, the process returns to step 360 and repeats steps 360 to 410.

That is, according to this intake control process, when the engine 1 is in a partial load state, the opening/closing times To and T of the intake control valve 21 are adjusted according to the rotational speed NE and the accelerator depression amount (load).
c is calculated (step 340), and an opening degree instruction (
iBc is calculated (step 350), and if the combustion temperature θ of cylinder 5 is lower than the combustion temperature judgment value θL predetermined based on the intake air amount (step 390)
In order to increase the combustion temperature θ, the closing time Tc of the intake control valve 21 is delayed by adding Δt (step 400).
), and the opening degree instruction (
fiBc is subtracted by a predetermined value Δb and the intake control process 21
The opening degree is adjusted to the closing side by a predetermined amount (step 41
0) It will happen.

Therefore, according to the intake air control device of this embodiment, the combustion temperature of the engine 1 is always maintained at the combustion determination value θL, which is the highest value at which the pump loss of the engine 1 does not increase by more than a predetermined degree. The same effects as in the first embodiment are achieved.

Further, in this embodiment, since the opening degree of the intake control valve 21 can be adjusted arbitrarily, a strong swirl can be generated, and this swirl can enable good combustion and improve combustion efficiency. It has a unique effect.

In addition, in this embodiment, the intake control valves 21 to 24 are
It corresponds not only to the intake control valve M4 but also to the pressure regulating valve M6, and the actuator 25 to 2 corresponds to the opening/closing drive means M.
5 and opening degree driving means M7.

Although several embodiments of the present invention have been described above, the present invention is not limited to these embodiments.
For example, various embodiments may be made without departing from the gist of the present invention, such as a configuration using an exhaust temperature sensor installed in the exhaust system to detect the temperature of exhaust gas in place of the combustion temperature sensors 30a to 30d as the parameter detection means M9. Of course, it can be implemented with

As described in detail above, the intake control process for an internal combustion engine according to the present invention can suppress pump loss and improve fuel efficiency without impairing the combustion of the internal combustion engine.

[Brief explanation of drawings]

FIG. 1 is a diagram illustrating the basic configuration of the present invention;
FIG. 2 is a system configuration diagram of an engine equipped with the intake control device for an internal combustion engine according to the first embodiment of the present invention, FIG. 3 is a vertical sectional view showing the intake control valve and actuator, and FIG.
The figure is a sectional view taken along line A-A in Figure 3, and Figure 5 is a cross-sectional view taken along line B-B in Figure 3.
6 is a circuit diagram showing the control system of the actuator, FIG. 7 is a flowchart showing the intake control process executed by the electronic control device, and FIG. 8 is a map used for the control. FIG. 9 is a graph representing map B used for the control; FIG. 10 is an explanatory diagram showing the characteristic parts of the second embodiment of the present invention; FIG. 11(a),
(b) is an explanatory diagram showing the operation of the actuator of the intake control valve, Fig. 12 is a graph showing the relationship between the current value flowing through the coil and the opening degree of the intake control valve, and Fig. 13 is an explanatory diagram showing the operation of the actuator of the intake control valve. FIG. 14 is a flowchart showing the intake control process to be executed, FIG. 14 is a graph for explaining the problem to be solved by the invention, and FIG. 15 is a graph for explaining the action. 1... Engine 3... Intake control section 4.
...Electronic control unit (ECU) 5-8...Cylinder 1a...Intake system 1b...
...Throttle valve IC...Throttle actuator 17-20...Intake boat 21-24...Intake control valve 25-2...Actuator 30a-30d...Combustion temperature sensor 4 a -.- CPU 4 b-
ROM agent Patent attorney Tsutomu Sadatsu (and 2 others) Fig. 1 Fig. 3 Fig. 6 Fig. 8 Fig. 9 Intake amount - Touge Dai Fig. 10 Fig. 11 (a) (b) Fig. 12 Figure 14 Figure 15 Current value flowing through coils 53 and 54 (A) Figure 15 Intake pressure Ikami large (atmospheric pressure)

Claims (1)

[Claims] Disposed in each intake passage communicating with each cylinder of the internal combustion engine,
an intake control valve that opens and closes an intake passage; an opening/closing drive means that opens and closes the intake control valve; and a pressure regulating valve that adjusts the pressure of intake air reaching each cylinder via the intake control valve by the opening degree of a valve body. , an opening driving means for adjusting and driving the pressure regulating valve to an arbitrary opening; and determining the opening/closing timing of the intake control valve and the opening of the pressure regulating valve based on the operating state of the internal combustion engine; An intake control device for an internal combustion engine, comprising: a control means for controlling the opening/closing driving means so that the valve is opened/closing at the opening/closing timing, and a control means for controlling the opening driving means so that the pressure regulating valve has the opening degree. parameter detection means for detecting a parameter reflecting the temperature of the intake air in the cylinder at the end of the intake stroke of the internal combustion engine; and storing in advance a target value of the parameter so that the pumping loss between the internal combustion engine does not increase beyond a predetermined degree. a storage means, and a parameter detected by the parameter detection means,
Feedback control means for feedback controlling the opening/closing timing of the intake control valve and the opening degree of the pressure regulating valve determined by the control means so as to reach the target values stored in the storage means. Intake control device for internal combustion engines.