JPH0744753Y2 - Internal combustion engine intake system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to an intake device for an internal combustion engine.

<Prior Art> In a conventional intake system for an internal combustion engine, an intake pipe 63 that guides intake air to a combustion chamber 62 is connected to a cylinder head 61, as in the multi-cylinder internal combustion engine shown in FIG. The intake pipe 63 includes a main intake passage 64 and a sub intake passage 65. Main intake passage 64
Is a distributor 67 that is independently connected to the combustion chamber inlet passage 66 of each cylinder, and a main intake passage 64 on the upstream side of each distributor 67.
And a collecting section 68 for collecting the above. A surge tank 69 is formed at a joint portion of the collecting section 68 with the distributing section 67.

An intake throttle valve 70 is arranged in the collecting portion 68 to control the intake flow path. Further, it branches from the collecting portion 68 which is an intake passage upstream of the intake throttle valve 70, bypasses the intake throttle valve 70 interposed in the collecting portion 68, and joins the distribution portion 67 downstream of the intake throttle valve 70. Auxiliary air passage 71 and the auxiliary air passage
Auxiliary air control valve installed in 71 to control the auxiliary air flow rate
72 and 72 are provided (see Japanese Patent Laid-Open No. 54-150515).

<Problems to be Solved by the Invention> By the way, in such an intake device for an internal combustion engine,
Since the auxiliary air passage 71 is directly opened to the distribution portion 67 which is the intake passage downstream of the intake throttle valve 70, the intake throttle valve is provided at low temperature.
When the required amount of air is increased by the auxiliary air control valve 72 during warm-up operation such that 70 is fully closed, the auxiliary air passage 71
Auxiliary air flow passing through is affected by intake pulsation from each cylinder and is diverted, and for example, the velocity vector of the auxiliary air flow is directed in a specific cylinder direction, and the auxiliary air is not evenly distributed to each cylinder. Therefore, there is a possibility that the air-fuel ratio becomes non-uniform among the cylinders, and idle speed is lowered or idle becomes unstable.

Therefore, in view of the conventional circumstances as described above, the present invention aims to provide a chamber for rectifying the auxiliary air flow passing through the auxiliary air passage to make the amount of auxiliary air between the cylinders uniform. And

<Means for Solving the Problems> Therefore, according to the present invention, the intake throttle valve is branched from the intake passage upstream of the intake throttle valve and bypasses the intake throttle valve provided in the intake passage to bypass the intake passage downstream of the intake throttle valve. In an intake device for an internal combustion engine, comprising: an auxiliary air passage that joins with the auxiliary air passage; and an auxiliary air control valve that is interposed in the auxiliary air passage to control the auxiliary air flow rate, the first chamber chamber communicating with the auxiliary air control valve. And a chamber having a second chamber that communicates with the confluence of the intake passage and a communication hole that communicates the first chamber and the second chamber with each other in the auxiliary air passage downstream of the auxiliary air control valve. The configuration.

<Operation> In this configuration, the auxiliary air control valve communicates with the first chamber chamber, the second chamber chamber communicates with the confluence with the intake passage, and the first chamber chamber and the second chamber chamber further communicate with each other. Since they communicate with each other through the communication holes, the influence of the intake pulsation generated from each cylinder in the intake passage extends from the confluence of the auxiliary air passage and the intake passage to the second chamber, but the first chamber And the second chamber are communicated with each other by the rectifying action of the communication hole, so that the drift or the like is rectified and the influence does not reach the first chamber. On the contrary, the velocity vector of the auxiliary air flow controlled by the auxiliary air control valve does not face the specific cylinder direction, and the auxiliary air is evenly distributed to each cylinder.

<Embodiment> An embodiment of the present invention will be described below with reference to the drawings.

In the intake system for a four-cylinder internal combustion engine shown in FIGS. 1 to 3, a throttle chamber 2 is provided in an intake passage structure 1 of the engine.
And the throttle chamber 2 is connected to the first intake throttle valve 3 for controlling the intake air flow rates of the first and second cylinders (not shown).
A second intake throttle valve 4 is rotatably supported with a shaft along the diameter direction of the throttle chamber 2 as a rotary shaft 5. The first auxiliary air passage 31 is branched from the branch point 6 of the intake passage structure 1 on the upstream side of the throttle chamber 2 and communicates with the AAC / V bracket 41 to which the auxiliary air control valve (hereinafter referred to as AAC / V) is mounted. is doing. The throttle chambers for the third and fourth cylinders are the same as those for the first and second cylinders and will not be described.

As shown in FIG. 4, the flow of the auxiliary air in the ACC / V bracket 41 is an inlet communicating with the first auxiliary air passage 31.
The gas flows in from 42, a part flows out from a first outlet 43 communicating with an air regulator 45 described later, and a part flows into the AAC / V 46 and flows out from a second outlet 44 after the amount of auxiliary air is controlled.

The first outlet 43 communicates with the second auxiliary air passage 32, and communicates with an air regulator 45 that secures an amount of auxiliary air to secure an idle speed during cooling, and the third outlet air passage 33 according to the present invention. It communicates with the chamber 11.

On the other hand, the second outlet 44 communicates with the chamber 11 via the fourth auxiliary air passage 34.

As shown in FIG. 5, the chamber 11 is formed into a substantially rectangular parallelepiped having a first chamber chamber 12 and a second chamber chamber 13.
A communication hole 15 that connects the first chamber 12 and the second chamber 13 is provided at a substantially central portion of an intermediate wall 14 that partitions the chamber 12 and the second chamber 13.

Here, a first inlet 17 communicating with the third auxiliary air passage 33 is provided on one side wall 16 of the first chamber 12, and a side wall 18 adjacent to the one side wall 16 has the fourth auxiliary air passage 33. A second inflow port 19 communicating with 34 is provided, and a box body 21 is provided on the side wall 20 facing the one side wall 16.

In addition, on the opposite side walls 22 and 23 of the second chamber chamber 13,
A first outlet port that bypasses the first intake throttle valve 3 and the second intake throttle valve 4 and communicates with a fifth auxiliary air passage 35 and a sixth auxiliary air passage 36 that join the throttle chamber 2 downstream of the intake throttle valve. 24 and a second outlet 25 are provided.

That is, the intake passage structure 1 is branched upstream of the first intake throttle valve 3 and the second intake throttle valve 4, bypasses the first intake throttle valve 3 and the second intake throttle valve 4, and the intake air is downstream thereof. First to sixth auxiliary air passages 31 to 36 joined to the throttle chamber 2 communicating with the passage structure 1, and an AAC / V46 interposed between the first auxiliary air passage 31 and the fourth auxiliary air passage 34. The air regulator 45 is provided between the second auxiliary air passage 32 and the third auxiliary air passage 33.

Further, in the present embodiment, the box 21 provided on the side wall 20 of the first chamber 12 is provided with a first negative pressure port 26 for applying an intake negative pressure to the master back for the braking force multiplying device, and a pressure regulator. A second negative pressure port 27 for applying negative intake pressure, a third negative pressure port 28 for applying negative intake pressure to the turbocharger recirculation valve, and a fourth negative pressure port 29 for introducing vapor for canister purge are provided. Has been.

Next, the operation will be described.

The auxiliary airflows controlled by the air regulator 45 and the AAC / V46 are the third auxiliary air passage 33 and the fourth auxiliary air passage 3 respectively.
The gas flows from the side wall 16 and the side wall 18 into the first chamber 12 of the chamber 11 via 4.

In addition, the auxiliary air flow that has flowed into the first chamber 12 is a communication hole.
From 15 flows into the second chamber 12.

In addition, the auxiliary airflow flowing into the second chamber 13 is
From 22 and 23, fifth auxiliary air passage 35 and sixth auxiliary air passage
It joins the throttle chamber 2 downstream of the intake throttle valve via 36.

Therefore, even if the intake pulsation from each cylinder occurs when the first intake throttle valve 3 and the second intake throttle valve 4 are fully closed, the influence of the intake pulsation is affected by the auxiliary air passage 35 and the sixth auxiliary air passage. Although it extends to the second chamber chamber 13 through 36, when passing through the communication hole 15 that connects the first chamber chamber 12 and the second chamber chamber 13, the flow velocity increase and the throttling effect by the communication hole 15 The velocity vector in the specific cylinder direction due to the influence of the intake pulsation or the like is canceled by the rectifying action exerted by, and the influence does not reach the first chamber 12. On the contrary, the velocity vector of the auxiliary air flow controlled by the air regulator 45 and the AAC / V46 does not point in a specific cylinder direction, and the auxiliary air is evenly distributed to each cylinder.

Further, the negative pressures applied by the negative pressure ports 26 to 29 provided in the box body 21 are not affected by the intake pulsation, and the operation of each device becomes accurate, and at the same time, the negative pressure ports 26 ~ 28
The distributability of the intake gas (vapor or the like) from is improved similarly to the distribution of the auxiliary air, and the influence on the auxiliary air supply by the intake negative pressure extraction can be minimized.

Therefore, the auxiliary air is evenly distributed to each cylinder, the air-fuel ratio becomes uniform among the cylinders, and the idle rotation is stabilized.

The communication holes 15 are not limited to the positions and the numbers described in the present embodiment, but may be appropriately selected so that the idle rotation becomes more stable.

<Advantage of Device> As described above, according to the present invention, since the chamber having the communication hole is provided in the auxiliary air passage downstream of the auxiliary air control valve, the auxiliary air is evenly distributed to each cylinder. Therefore, the air-fuel ratio becomes uniform among the cylinders, and the idle rotation is stabilized.

[Brief description of drawings]

FIG. 1 is a plan view showing an embodiment of an intake device for an internal combustion engine according to the present invention, FIG. 2 is a rear view of the same embodiment, FIG. 3 is a sectional view taken along line AA in FIG. 1, and FIG. Is the same as the example AAC /
FIG. 5 is a perspective view of the V bracket, FIG. 5 is a perspective view of the chamber of the above embodiment, and FIG. 6 is a sectional view showing an example of a conventional intake device for an internal combustion engine. 2 ... Throttle chamber, 3 ... First intake throttle valve, 4 ... Second intake throttle valve, 11 ... Chamber, 12 ... First chamber chamber, 13
… Second chamber chamber, 15… Communication hole, 31 to 36… First to sixth auxiliary air passages, 45… Air regulator, 46… AAC / V

Claims (1)

[Scope of utility model registration request] 1. An auxiliary air passage branched from an intake passage upstream of the intake throttle valve, bypassing the intake throttle valve interposed in the intake passage, and joined to the intake passage downstream of the intake throttle valve, and the auxiliary air. In an intake device for an internal combustion engine, comprising: an auxiliary air control valve that is interposed in a passage and controls an auxiliary air flow rate; and a first chamber chamber that communicates with the auxiliary air control valve and a location where the intake passage merges. And a chamber having a communication hole that connects the first chamber chamber and the second chamber chamber to each other in the auxiliary air passage downstream of the auxiliary air control valve. .