JPH07259572A - Controller of auxiliary intake port - Google Patents

Abstract

PURPOSE:To control the yield of an intake swirl adequately as well as to make improvements in engine performance extending over a wide driving range by opening an induction air passage in and around the inlet of an intake port, installing a rotary valve in the air outlet part, and rotatively controlling this rotary valve according to engine load. CONSTITUTION:An intake port branching off from an intake passage of an intake manifold 8 and heading for each combustion chamber is formed in a cylinder 6. In this intake port, the tip side is branched in two auxiliary intake ports, but in this case, an induction air passage 26 is opened in an around an inlet at each auxiliary intake port. A rotary valve 30 is installed in an air outlet part of each induction air passage 26, then this rotary valve 30 is linkingly connected to a throttle opening mechanism by means of linkage. With this constitution, the rotary valve 30 is turned round according to a variation in throttle opening and its load, whereby those of induction air quantity, position, number and direction are all altered.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an auxiliary intake port, and particularly to finely control the amount of induction air in accordance with the load condition of an internal combustion engine to produce swirling flow such as swirl or tumble in a combustion chamber or cylinder. The present invention relates to a control device for an auxiliary intake port that can occur dynamically.

[0002]

2. Description of the Related Art In an internal combustion engine of a vehicle, a swirl flow is generated in the air sucked into a combustion chamber or a cylinder to improve combustibility as a countermeasure against problems such as fuel consumption rate and harmful components of exhaust gas. There is a structure.

In order to generate a swirl flow in the intake air,
There is a structure in which an induction air passage is provided separately from the intake port. In this structure, induction air (fresh air) is guided from the vicinity of the throttle valve to the induction air passage according to the opening of the throttle valve, and this induction air is supplied to the intake port near the intake port.

Examples of such internal combustion engines include Japanese Utility Model Laid-Open No. 62-171620 and Japanese Utility Model Laid-Open No. 59-1965.
No. 22 publication. Actual Kaisho 62-17162
In the one described in Japanese Patent No. 0, an intake port communicating with a cylinder of an engine via an intake valve causes a main port that causes an intake swirl in one direction in the cylinder and an intake swirl in a direction opposite to the intake swirl. A sub-port, and a sub-port or a sub-intake passage in the intake manifold communicating with the sub-port, a rotary valve having a plurality of valve passages is interposed, and the rotary valve is actuated by an actuator such as a pneumatic actuator. By controlling the rotation angle of the valve, the intake flow rate of the auxiliary port is configured to be controlled in stages, and the swirl ratio in the combustion chamber of the engine is accurately controlled in stages with a simple configuration, and the total rotation speed is To ensure excellent engine performance throughout the region. Also,
The device disclosed in Japanese Utility Model Laid-Open No. 59-196522 has a rotary valve for generating an intake swirl in the vicinity of an intake port of an engine, and is provided with a sensor for detecting an engine operating state, and a signal from this sensor is provided. Based on a simple configuration that provides a control means for outputting an opening / closing control signal to the rotary valve based on this, the amount of intake swirl generated by the rotary valve can be controlled appropriately according to the engine operating state, which allows a wide operating range of the engine. It is intended to improve engine performance throughout.

[0005]

By the way, in the conventional structure in which the induction air is guided from the vicinity of the throttle valve to the vicinity of the intake port, the number, position and diameter of the induction air passages can be freely selected due to the structure. However, there is a disadvantage that it is difficult to finely control the amount of induction air according to the load state of the internal combustion engine.

Further, in the above-mentioned publication, the rotary valve controls only the intake amount of the intake port, and the swirl control of the intake of the intake port is all that is required. There is a disadvantage that it is difficult to actively generate vertical swirls such as tumble.

[0007]

In order to eliminate the above-mentioned inconvenience, the present invention provides an induction air passage separate from the intake port of the internal combustion engine, and the air outlet portion of the induction air passage is the intake port. Is provided in the vicinity of the intake port of the induction air passage, and a rotary valve is provided at an air outlet portion of the induction air passage. The rotary valve is provided with an air ejection hole that allows the induction air passage and the intake port to communicate with each other. A connecting mechanism for connecting the rotary valve to a throttle valve opening mechanism is provided to control the rotation of the valve according to the load of the internal combustion engine.

[0008]

According to the structure of the present invention, when the rotary valve is rotationally controlled in accordance with the load state of the internal combustion engine, the opening area of the induction air to the intake port changes, which makes it possible to reduce the amount of induction air. It is possible to control and supply, and especially in the partial load region, since intake air can be supplied to the combustion chamber by maximizing the momentum of intake air, vertical swirls such as tumble are aggressive in the combustion chamber and cylinders. Generated in the air, which can improve the flammability.

[0009]

Embodiments of the present invention will be described in detail and specifically with reference to the drawings. 1 to 36 show an embodiment of the present invention. 1 and 2, 2 is an internal combustion engine of a vehicle, 4 is a cylinder block, 6 is a cylinder head,
Reference numeral 8 is an intake manifold, 10 is an intake passage, 12 is a throttle valve, and 14 is a throttle valve opening mechanism. As shown in FIG. 2, on the lower surface of the cylinder head 6, for example, three combustion chambers 16, 16, 16 are formed in parallel.

Further, in the cylinder head 6, three intake ports 18, 18, 18 are directed to the combustion chambers 16, 16, 16 so as to communicate with the intake passage 10 and branch from the intake passage 10. Is formed.

A first auxiliary intake port 20-1 and a second auxiliary intake port 20-2 branch and communicate with each other at the tip end side of the main intake port 18. Therefore, the first intake port 22-1 of the first auxiliary intake port 20-1 and the second intake port 22-2 of the second auxiliary intake port 20-2 are connected to the combustion chamber 16 side by side. .

Further, the cylinder head 6 has first and second intake ports 22-1 and 22-2 corresponding to the first and second intake ports 22-1 and 22-2, respectively.
A second exhaust port (not shown) is formed, and a main exhaust port (not shown) is formed corresponding to the main intake port 18. The first and second intake ports 22-1, 22
-2 is opened and closed by each intake valve 24, and the first and second exhaust ports are opened and closed by each exhaust valve (not shown).

As shown in FIGS. 1, 4 and 5, the first and second
Corresponding to the auxiliary intake ports 20-1 and 20-2, and separately from the first and second auxiliary intake ports 20-1 and 20-2,
Large induction air passages 26 each having a predetermined diameter D1 are provided. In addition, a small amount of induction air having a predetermined diameter D2 smaller than the diameter D1 of the induction air large passage 26 corresponds to the first auxiliary intake port 20-1 and separately from the first auxiliary intake port 20-1. A passage 28 is provided.

One end side of each of the large induction air passage 26 and the small induction air passage 28 communicates with the intake passage 10 near the throttle valve 12. The air outlet portions on the other end sides of the large induction air passage 26 and the small induction air passage 28 are formed in the cylinder head 6 as shown in FIGS.
In addition, it is extended to the vicinity of each intake port 22 (mouth).

As shown in FIG. 2, the cylinder head 6 includes
A rotary valve 30 is provided at an air outlet portion of each of the induction air large passages 26 and each of the induction air small passages 28, which are oriented in the parallel direction of the combustion chambers 16, 16, 16. Therefore, the rotary valve 30 is arranged near each intake port 22, that is, at the base of each intake port 22.

The rotary valve 30 is, as shown in FIG.
As shown in FIG. 1, the valve support groove 32 formed in the cylinder head 6 is formed of a solid body having a predetermined diameter D3.
The degree is accommodated and is rotatably provided.

As shown in FIG. 3, the rotary valve 30 has first and second large air injection holes 34- of a predetermined diameter D4 corresponding to the first and second auxiliary intake ports 20-1 and 20-2. One, three
4-2 are formed in parallel in the radial direction, and as shown in FIGS. 3 and 5, the first air jet large hole 34 intersects the air jet large hole 34 at a predetermined angle θ1. Three
The first air ejection large hole 34-1 is formed on the circumference substantially the same as 4-1.
An air ejection small hole 36 having a smaller predetermined diameter D5 is formed in the radial direction.

Each air jet large hole 34 communicates each induction air large passage 26 with each sub intake port 20 as shown in FIG. 4 when the rotary valve 30 is rotated in a predetermined manner.

Further, when the rotary valve 30 is rotated in a predetermined manner, the air jet small hole 36 is provided with a small induction air passage 28 and a first auxiliary intake port 20-1 as shown in FIG.
And communicate with.

On the outer surface of the rotary valve 30, as shown in FIG. 4, a notch surface 38 having a predetermined width W1 is formed on a plane substantially orthogonal to the axis of the air jet small hole 36. When the rotary valve 30 is rotated in a predetermined manner, the notch surface 38 is located on the same plane as the inner surface G of each sub intake port 20, as shown in FIG.

As a result, in the fully open operation range of the internal combustion engine 2, as shown in FIG. 6, when the rotary valve 30 is rotated, the notch surface 38 becomes flush with the inner surface G of each sub intake port 20, and The opening area of the intake port 20 can be sufficiently secured to reduce the intake resistance.

The rotary valve 30 is arranged at the base of each intake port 22 for the following reason.

That is, in order to generate a swirling flow such as a swirl or a tumbler in the combustion chamber 16 or the cylinder, it is important to increase the momentum of the intake resistance (mass flow rate × flow velocity).

In the partial load region of the internal combustion engine 2, since the intake air flow rate is small, it is necessary to reduce the opening area and generate a jet flow in order to increase the flow velocity. However, since such a jet flow is decelerated as the distance increases, it is necessary to position the rotary valve 30 near each intake port 22 (at the base) to control the opening area. That is, the induction required opening area when the flow rate between the intake port and the induction air passage is set to 1: 1 is set as shown in FIG.

The opening area Fi of the air ejection hole is set as shown in Formula 1 when the intake pipe negative pressure P = −360 〓 Hg or less, and as shown in Formula 2 when the intake pipe negative pressure P = −360 〓 Hg or more. .

Therefore, by disposing the rotary valve 30 at the base of each intake port 22, the opening area of the jet flow is changed according to the load region when the rotary valve 30 is rotated.
The momentum of the intake air can be increased.

Regarding the position of the rotary valve 30,
As shown in FIG. 1, it is desirable to use the R portion on the upstream side of the valve seat (not shown) provided in the intake port 22. By injecting the induction air from this position to a position on the upstream side of the intake valve 24 (indicated by an alternate long and short dash line arrow),
A swirl flow such as swirl or tumble can be generated.

That is, in this rotary valve 30,
The position and the diameter of each air ejection hole are set so that the required induction air amount is satisfied according to the throttle opening as the load of the internal combustion engine 2.

In this embodiment, as shown in FIG.
Since the required induction air amount changes in accordance with the throttle opening as the engine load, the rotary valve 30 is rotated by dividing it into the low load range A range, the partial load range B range, and the full load range C range. To control.

Further, in the rotary valve 30, a predetermined angle of the jet of the induction air is formed by slightly projecting a part of the outer surface into each sub intake port 20 in the low load region and the partial load region, and It is important to match the inclination of the seat surface, but here, the exposed portion, that is, the end portion of the cutout surface 38 is formed as an edge 38C, so that the flow on the downstream side of the intake valve 24 is controlled and each sub intake port is controlled. It is possible to give a directivity to the flow of the intake air of 20.

At one end portion of the rotary valve 30, as shown in FIG.
As shown in, the first rotating plate 40 is fixedly installed. One end of a cable 44 of the connecting mechanism 42 is attached to the first rotating plate 40. This cable 44 has a first and a second
It is supported by holding members 46 and 48, and the other end side is attached to the second rotating plate 50 of the throttle opening mechanism 14.

The second rotating plate 50 is provided on the throttle valve shaft 5
It is fixed to 2. The throttle valve 12 fixed to the throttle valve shaft 52 is disposed in the intake passage 10.

That is, since the rotary valve 30 is connected to the throttle opening mechanism 14 by the connecting mechanism 42, the rotary valve 30 is rotated according to the change of the throttle opening, that is, the engine load, and each induction according to the engine load. The amount, position, number and direction of induction air from the large air passage 26 and the small induction air passage 28 are changed.

In the connecting mechanism 42, the cable 4
It is also possible to use a link member or another connecting member such as a rack and pin other than the above.

Next, the operation of this embodiment will be described.

When the throttle opening is in the low load range in the A range of FIG. 8, the rotary valve 30 is rotated to move the throttle valve as shown in FIG.
As shown in FIG. 10, the air ejection small hole 36 communicates with the first induction air small passage 28, and the air ejection small hole 36 opens to the first intake port 20-1. However, as shown in FIG. 11, the first and second air ejection large holes 34
-1, 34-2 are not in communication with the large induction air passage 26.

As a result, induction air is jetted from the rotary valve 30 to the first intake port 22-1 through the air ejection small hole 36 having a small opening area, and the rotary valve 30 is connected to the first intake port 22-. 1 and the distance between the rotary valve 30 and the first intake port 22-1 is short,
It is possible to increase the flow velocity of the induction air, that is, increase the momentum of the intake flow (mass flow rate × flow velocity), effectively generate swirl in the combustion chamber 16 and the cylinder, and improve the combustibility.

In the region A of the throttle opening, as shown in FIG. 18, the intake air flow velocity distribution along the circumferential direction of the cylinder can be generated and the swirl can be effectively generated.

When the throttle opening is in the partial load range in the B range of FIG. 8, the rotary valve 30 is rotated and the throttle valve of FIG.
2, as shown in FIG. 13, the induction air small passage 28
Is closed by the rotary valve 30, and the edge 38C of the cutout surface 38 projects toward the upstream side in each sub intake port 20. Further, as shown in FIG.
4 communicates with the large induction air passage 26, and the large air ejection hole 34 communicates with the sub intake port 20.

As a result, the first and second auxiliary intake ports 20
-1 and 20-2, the induction air is jetted toward the first and second intake ports 22-1 and 22-2, and
The rotary valve 30 has the first and second intake ports 22-1, 22.
-2, the distance between the rotary valve 30 and the first and second intake ports 22-1, 22-2 is short, and the intake flow of each auxiliary intake port 20 is disturbed by the edge 38C of the cutout surface 38. Therefore, the flow velocity of the induction air can be increased, so that tumble can be effectively generated in the combustion chamber 16 and the cylinder, and the combustibility can be improved.

In the range B of the throttle opening, conventionally, as shown in FIG. 37, the intake flow velocity distribution is averaged around the intake ports 102, 102, but according to this embodiment,
As shown in FIG. 19, the intake flow velocity distribution is expanded in the direction of the center of the cylinder, whereby tumble can be effectively generated.

When the throttle opening is in the full load range in the C range of FIG. 8, the rotary valve 30 is rotated and the throttle valve of FIG.
As shown in FIGS. 5 and 16, the notch surface 38 is the inner surface G of the intake port.
Located on the same plane as. At this time, as shown in FIG. 16, the air ejection small holes 36 and the induction air small passages 28 are formed.
And are in a non-communication state, and as shown in FIG. 17, the large air ejection hole 34 and the large induction air passage 26 are in a non-communication state.

As a result, the opening area of each sub intake port 20 can be sufficiently ensured in the entire load range, and the required intake air amount can be ensured.

As a result, the amount of induction air can be finely controlled according to the load state of the internal combustion engine 2.
From the low load region to the high (total) load region, swirl flow such as swirl and tumbler can be effectively generated in the combustion chamber 16 and the cylinder to improve the combustibility.

In this embodiment, as shown in FIG. 20 or 32, the structure of the rotary valve can be changed.

That is, as shown in FIG. 20, the rotary valve 62
Is a tubular hollow body having a predetermined diameter D10 and having an air flow passage 64 formed on its axis. The air flow passage 64 communicates with an induction air passage (not shown).

The rotary valve 62 is formed in the longitudinal direction at a position corresponding to each of the auxiliary intake ports 20, and each air ejection hole 66 having a predetermined diameter D11 communicates with the air flow passage 64 and is oriented in the radial direction. Has been done.

Further, in the rotary valve 62, each low load side air ejection hole 68 having a predetermined diameter D12 communicates with the air flow passage 64 in the longitudinal direction at a position corresponding to each of the first auxiliary intake ports 20-1. And is formed to be oriented in the radial direction.

Further, on the outer surface of the rotary valve 64, a planar notch surface 70 having a predetermined width W2 is formed in the longitudinal direction between the air ejection holes 66 and the low load side air ejection holes 68. Has been done. The cutout surface 70 is located in the same plane as the inner surface G of each sub intake port 20 when the rotary valve 62 rotates in a predetermined manner (full load range).

Therefore, in this rotary valve 62,
By being rotated, the respective air ejection holes 66 and the low load side air ejection holes 68 communicate with the respective sub intake ports 20, so that the induction air from the induction air passage is supplied to each sub intake port 20.

Next, the rotating state of the rotary valve 62 will be described.

When the throttle opening is in the area A in FIG.
As shown in FIGS. 21 and 22, the low load side air ejection holes 68 are open to the first auxiliary intake port 20-1, but as shown in FIG. 23, each air ejection hole 66 is closed.

As a result, since induction air is jetted from the rotary valve 62 toward the first intake port 22-1 only from the low load side air jet hole 68, the momentum of the intake flow is increased, and the combustion chamber 16 and It is possible to effectively generate swirl in the cylinder and improve combustibility.

Further, when the throttle opening is in the B range of FIG. 8, the rotary valve 62 is rotated and the edge 70C of the notch surface 70 is moved to the auxiliary intake port 20 as shown in FIGS.
While projecting inward, the low-load side air ejection holes 68 are closed, while the air ejection holes 66 are opened to the sub intake ports 20.

As a result, the first and second intake ports 22-1,
First and second air outlets 66-1 and 66-2 on the 22-2 side
27, the jet flow of the induction air from the strong action acts on the intake air flow of each sub-intake port 20 by the edge 70C of the cutout surface 70, and at this time, FIG.
As shown in, the induction air can be ejected toward the E position of each intake port 22, so that a vertical swirl (tumble) is effectively generated in the combustion chamber 16 or the cylinder to improve the combustibility. You can

When the throttle opening is in the range C in FIG. 8,
As shown in FIGS. 28 to 31, the rotary valve 62 is rotated so that the cutout surface 70 is located on the same plane as the inner surface G of the auxiliary intake port 20, and each air ejection hole 66 and each low load side air ejection hole. 68 is in a non-communication state with each auxiliary intake port 20.

As a result, in the entire load range of the internal combustion engine 2, the opening area of each sub intake port 20 can be sufficiently secured, the required intake flow can be secured, and the engine output can be maintained.

According to this rotary valve 62, the induction passage from the vicinity of the throttle valve 12 is connected to the rotary valve 62.
Since it can be communicated with the air flow passage 64 of the intake air passage, complicated machining of the intake manifold 8 can be avoided because of the induction air passage, and the cutout surface 70 has the cutout surface 70 at the time of full load (when fully opened). Inner surface G of port 20
Since it is located on the same plane as, the suction resistance at full load can be reduced.

As shown in FIG. 32, the rotary valve 82
Is a cylindrical hollow body having a predetermined diameter D20 and having an air flow passage 84 formed on its axis. The air flow passage 84 communicates with an induction air passage (not shown).

In this rotary valve 82, one side in the longitudinal direction at a position corresponding to each auxiliary intake port 20, one side in the longitudinal direction having an opening of width L1 and length L2 in the circumferential direction,
A first having an opening having a width L1 and a length L2 in the circumferential direction;
The second air jets 86-1 and 86-2 are connected to the air flow passage 8
4 is formed so as to communicate with 4 and be oriented in the radial direction.

Further, in the rotary valve 82, each low load side air ejection hole 88 having a predetermined diameter D21 is provided on the other side in the longitudinal direction at a position corresponding to each of the first auxiliary intake ports 20-1 and the air flow passage. It is formed so as to communicate with 84 and be oriented in the radial direction.

Further, on the outer surface of the rotary valve 82, a flat cutout surface 9 having a predetermined width W3 in the longitudinal direction is formed between each air ejection hole 86 and each low load side air ejection hole 88.
0 is formed.

Next, the rotating state of the rotary valve 84 will be described.

When the throttle opening is in the area A of FIG.
When the rotary valve 84 is rotated, as shown in FIG. 33, the low load side air ejection holes 88 are open to the first sub intake port 20-1, but the air ejection holes 86 are closed.

As a result, since the induction air is strongly jetted from the rotary valve 82 only from the low load side air jet hole 88, the momentum of the intake air flow is increased and the combustion chamber 16
The swirl can be effectively generated in the cylinder and the cylinder, and the combustibility can be improved.

Further, when the throttle opening is in the B range of FIG. 8, the rotary valve 82 is rotated and the edge 90C of the cutout surface 90 projects into each sub intake port 20, as shown in FIG. At the same time, the low load side air ejection holes 88 are closed, but the first and second air ejection holes 86-1 and 86-2 communicate with and open to the sub intake ports 20.

As a result, induction air is supplied to each sub-intake port 20 from each air ejection hole 86 having an opening of length L2 in the circumferential direction, and the intake flow is disturbed by the edge 90C of the cutout surface 90. Combustion chamber 1
A vertical swirl (tumble) can be effectively generated in the cylinder 6 or in the cylinder to improve the combustibility.

When the throttle opening is in the range C in FIG. 8,
As shown in FIG. 35, the rotary valve 82 is rotated so that the cutout surface 90 is located on the same plane as the inner surface G of each sub intake port 20, and each air ejection hole 86 is located in each sub intake port 2.
Only one-third is in communication with 0.

As a result, in the entire load range, the opening area of each sub-intake port 20 is sufficiently secured to secure the required intake flow to maintain the engine output, and each air ejection hole 86
The stratified combustion becomes possible by the induction air from the.

That is, according to the rotary valve 82 shown in FIG.
As shown in 6, when the throttle opening is in the A range, swirl can be effectively generated in the intake air flow and pump loss can be reduced. Tumble can be effectively generated in the flow and pump loss can be reduced, and further, stratified combustion can be performed when the throttle opening is in the C range.

[0071]

As is apparent from the above detailed description, according to the present invention, the induction air passage is provided separately from the intake port of the internal combustion engine, and the air outlet portion of the induction air passage is arranged near the intake port of the intake port. The rotary valve is installed at the air outlet of the induction air passage, and the rotary valve is provided with an air ejection hole that allows the induction air passage and the intake port to communicate with each other.The rotary valve is rotated according to the load of the internal combustion engine. By providing a connecting mechanism for connecting the rotary valve to the throttle valve opening mechanism for controlling, it becomes possible to finely control and supply the amount of induction air according to the load state of the internal combustion engine, especially for the internal combustion engine part. In the load region, intake air can be supplied to the combustion chamber by maximizing the momentum of intake air, so that the vertical swirl can Actively to rise to (tumble),
Flammability can be improved.

[Brief description of drawings]

FIG. 1 is a schematic diagram of an auxiliary intake port control device.

FIG. 2 is a schematic diagram of an intake system of an internal combustion engine.

FIG. 3 is a partial side view of a rotary valve.

FIG. 4 is a configuration diagram of a mounting portion of a rotary valve.

FIG. 5 is a configuration diagram of a mounting portion of a rotary valve.

FIG. 6 is a configuration diagram of a mounting portion of a rotary valve.

FIG. 7 is a diagram showing the relationship between the area of the induction air passage and the flow velocity of the induction port.

FIG. 8 is an explanatory diagram of a required induction air amount.

FIG. 9 is a diagram showing a position of a rotary valve in a low load region.

10 is a cross-sectional view taken along the line 〓-〓 of FIG.

11 is a cross-sectional view taken along line 〓〓-〓〓 of FIG.

FIG. 12 is a diagram showing a position of a rotary valve in a partial load range.

13 is a cross-sectional view taken along the line 〓〓-〓〓 of FIG.

14 is a cross-sectional view taken along the line 〓〓-〓〓 of FIG.

FIG. 15 is a diagram showing the position of the rotary valve in the full load range.

16 is a sectional view taken along the line 〓〓-〓〓 of FIG.

17 is a cross-sectional view taken along the line 〓〓-〓〓 of FIG.

FIG. 18 is a flow velocity distribution diagram in a low load region in which the throttle valve is in region A.

FIG. 19 is a flow velocity distribution chart in a partial load region in which the throttle valve is in the B region.

FIG. 20 is an inclined view showing another modification of the rotary valve.

21 is a diagram showing the position of the rotary valve of FIG. 20 in the low load region.

22 is a cross-sectional view taken along the line 〓〓〓-〓〓〓 of FIG.

23 is a cross-sectional view taken along the line 〓〓〓-〓〓〓 of FIG.

FIG. 24 is a diagram showing the position of the rotary valve of FIG. 20 in the partial load range.

25 is a sectional view taken along the line 〓〓〓-〓〓〓 of FIG.

26 is a cross-sectional view taken along the line 〓〓〓-〓〓〓 of FIG.

FIG. 27 is a side view of the intake system in this partial load range.

28 is a diagram showing the position of the rotary valve of FIG. 20 in the entire load range.

29 is a cross-sectional view taken along the line 〓〓〓-〓〓〓 of FIG.

30 is a sectional view taken along the line 〓〓〓-〓〓〓 of FIG.

FIG. 31 is a side view of the intake system in this full load range.

FIG. 32 is a perspective view showing still another modification of the rotary valve.

FIG. 33 is a diagram showing the position of the rotary valve of FIG. 32 in the low load region.

34 is a diagram showing the position of the rotary valve of FIG. 32 in the partial load range.

35 is a diagram showing the position of the rotary valve of FIG. 32 in the entire load range.

36 is a diagram showing the relationship between the volume efficiency and the fuel efficiency in each load region in the rotary valve of FIG. 32.

FIG. 37 is a conventional velocity distribution map in a low load region.

[Explanation of symbols]

 2 Internal combustion engine 10 Intake passage 12 Throttle valve 16 Combustion chamber 18 Main intake port 20 Secondary intake port 22 Intake port 26 Induction air large passage 28 Induction air small passage 30 Rotary valve 34 Air ejection large hole 36 Air ejection small hole 38 Cutout surface 42 Connection mechanism

[Equation 1]

[Equation 2]

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[Procedure amendment]

[Submission date] January 26, 1994

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Correction target item name] All drawings

[Correction method] Change

[Correction content]

[Figure 1]

[Fig. 2]

[Figure 3]

[Figure 5]

[Figure 6]

FIG. 11

[Figure 4]

[Figure 7]

[Figure 8]

[Figure 9]

[Figure 10]

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[Fig. 13]

FIG. 14

FIG. 15

FIG. 16

FIG. 17

FIG. 22

FIG. 23

FIG. 24

FIG. 18

FIG. 19

FIG. 20

FIG. 21

FIG. 25

FIG. 26

FIG. 27

FIG. 28

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FIG. 30

FIG. 31

FIG. 32

FIG. 33

FIG. 35

FIG. 34

FIG. 36

FIG. 37

Claims (1)

[Claims] 1. An induction air passage is provided separately from an intake port of an internal combustion engine, and an air outlet portion of the induction air passage is arranged near an intake port of the intake port.
A rotary valve is provided at an air outlet portion of the induction air passage, and an air ejection hole that allows the induction air passage and the intake port to communicate with each other is provided in the rotary valve. A control device for an auxiliary intake port, comprising a connecting mechanism for connecting the rotary valve to a throttle valve opening mechanism so as to control the rotation thereof.