JPS58197422A - Suction control device for internal-combustion engine - Google Patents

Abstract

PURPOSE:To drive a suction control valve on the basis of the suction negative pressure of an internal-combustion engine without enlarging the size of the diaphragm by selectively switching two diaphragm devices to drive the suction control valve. CONSTITUTION:When a suction air volume of an internal-combustion engine is increased and a Venturi negative pressure reaches above a fixed value, electric current is disconnected to a switch valve 24. A port (c) of the switch valve 24 is connected to a port (b) in place of a port (a). When a diaphragm 42 is moved to the right against a spring 44 to introduce the open air into a diaphragm chamber 33 via an air-releasing port 36, a diaphragm 32 is moved to the lift. This construction permits to open a valve element 17 and conduct air-fuel mixture through a straight passage 14 in addition to the helical passage 13.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an intake air 111J WJ tA H of an internal combustion engine, and particularly to an intake air control device for an internal combustion engine having a variable intake swirl type intake boat structure.

As one of the intake boat structures of the edible intake swirl type used in internal combustion engines, there is a guide vane bulged on the inner wall of the boat relative to the opening end to the combustion chamber, and the guide vane allows a portion of the cross section of the intake boat to be The intake boat structure is divided into a helical passage that turns around the opening end and a straight passage that leads linearly to the opening end, and an intake control valve that opens and closes the straight passage is provided in the middle of the straight passage. This was proposed in Japanese Patent Application No. 56-120634ii4 by the same applicant as the present applicant.

In an internal combustion engine that uses this intake boat structure, when the straight passage is closed by the intake control valve, all of the intake air (m-aiki) flows through the helical passage and flows into the ms chamber, causing combustion. A strong intake swirl is generated in the chamber, which increases the apparent flame velocity and allows operation with a lean mixture, whereas the straight passage is opened by the intake 1Ilj-valve (when the intake By flowing into the combustion chamber through the straight passage in addition to the helical passage, a strong intake swirl is no longer generated within the combustion chamber, but the flow resistance to the intake air flow of the intake boat is low, reducing charging efficiency. In order to effectively utilize this, the above-mentioned intake boat structure has the following features:
That is, in order to improve combustion during low to medium load operation without reducing engine output, the straight passage is closed by the intake control valve when the internal combustion engine is operated at low to medium load, and the internal combustion engine is operated at low to medium loads. When the engine is operated under load, it is used in combination with a control device that controls the intake control valve to open the straight passage.

In this IIIJ 'Ila position, one diaphragm is used to bias the intake control valve in the opening direction, for example, by a spring, and negative pressure in the intake pipe of the internal combustion engine is introduced into the diaphragm. I is configured to drive the intake control valve in the valve closing direction against the spring force of the spring.
This method is simple and does not require a special power source by utilizing the intake pipe negative pressure of the internal combustion engine.

In the #A'la@ position as described above, the holding force of the intake control valve in the open position is determined by the spring force of the spring, and the intake 11111ml valve stabilizes the open state. In order to achieve the desired effect, the spring force of the spring must be increased, but the stronger the spring force, the greater the force required to drive the intake control valve in the closing direction, and the internal combustion The negative pressure in the intake pipe of the engine is determined by the specifications of the internal combustion zone III, and since there is a limit, the diaphragm device must be made larger.

SUMMARY OF THE INVENTION An object of the present invention is to provide an intake control device that can reliably open and close an intake control valve using negative pressure in an intake pipe of an internal combustion engine without increasing the size of a diaphragm device.

According to the present invention, an intake control device for an internal combustion engine having an intake boat structure as described above is provided, and by introducing negative pressure, the first diaphragm is moved in the opening direction of the intake-j opening valve. @1, a second diaphragm device that drives the intake l1lJ valve in the opening direction, and individually and selectively supplies intake pipe negative pressure of the internal combustion engine to the first and second diaphragm devices. This is achieved by an intake control device such as a negative pressure supply control device.

According to this configuration, since the intake control valve is driven in the valve-opening direction and the valve-closing direction by separate diaphragm devices, two diaphragm devices are required. This allows the intake control valve to be reliably opened and closed by the intake pipe fI4PE of the internal combustion engine without increasing the size of each diaphragm device.

Also, in this intake position -1111, air is taken into those two diaphragm devices at 4 o'clock! ! By supplying negative pressure or by opening the two diaphragm devices to the atmosphere, the intake valve 1i1J 1iiU is placed in an intermediate opening position between its fully closed position and its fully closed position. It is possible to select and set the intake control valve once to three stages - 4
can be done.

The invention will now be described in detail by way of example embodiments with reference to the accompanying drawings.

First, with reference to FIGS. 1 to 7, an embodiment of an intake boat structure used in implementing the intake control device according to the present invention will be described. In FIGS. 1 to 7, 1 indicates a cylinder head of an internal FIA engine, and the cylinder head has an intake boat 3 that guides a mixture of air and fuel into a combustion chamber 2. . The intake boat 3 has one end thereof open to a portion of the side of the cylinder head 1, and the other end thereof opens to the combustion chamber 2 from the lower bottom wall of the cylinder head 1. Here, one end of the intake boat 3 is referred to as an inlet opening end 4, and the other end is referred to as an outlet opening end 5. The inlet opening end 4 is connected to an intake manifold (not shown), and the outlet opening end 5 is selectively opened and closed by an annular valve seat 16 attached to the line opening end and an intake valve 7. (There is.

The intake boat 3 is inclined toward the outlet opening end 5 as it goes from the inlet opening end 4 to the outlet opening end 5, and is bent sharply near the outlet opening end 5 to communicate therewith. A guide vane 10 is formed in a bulging manner on the inner wall of the port (the ceiling wall of the boat) facing the outlet opening end 5 . The amount of bulge of this guide vane gradually increases from the sushi at the artificial opening end 4 toward the outlet opening end 5, and the bulge of the guide vane becomes larger at the part corresponding to the center axis of the outlet end 5. The amount reaches its maximum at -C.The stem 8 of the intake valve 7 passes through this maximum bulging portion, and a valve retainer 9 is installed in this portion.

The guide vane 10 includes, on one side thereof, an inclined chamber part 11 which is inclined toward the outside of the intake bow 13 from the artificial opening end 4 toward the outlet opening end 5 in the extending direction of the intake boat 3, and on the other side. The drawing wall part 12 is parallel to the direction in which the intake boat 3 extends. By means of this guide vane 10, the intake bow 1-3 and a part of the other li surface, that is, the upper air gap area in the figure, is defined on one side by the inclined wall part 11 and turns around the outlet opening end 5. I\One side is defined by the linear passage w113 and the straight line H1 part 12, and the outlet opening end 5&-
It is divided into a straight passage 14 which communicates in a ring shape.

An intake control valve assembly 15 is attached to the cylinder head 1 . The intake control valve assembly 15 includes a valve case 16 screwed to the cylinder head 1, a plate-shaped valve element 17 rotatably supported by the valve case and extending across the middle of the straight passage 14, and a valve case 16. The drive lever 19 is attached to the valve shaft 18 of the II Qin 17. Valve element 1
7 fully closes the straight passage 14 when it is in the once position as shown in the figure, and fully opens the straight passage 14 when it is in a position rotated approximately 90 degrees from the once position.

When the straight passage 14 is fully closed, substantially all of the air-fuel mixture flows through the helical passage 13 and exits to the low O end 5.
A strong intake swirl is generated in the IHR chamber 2 by drawing more air into the combustion chamber 2.

At this time, the flame propagates along with the intake swirl, which apparently speeds up the upper flame speed trace, increasing the burning speed.

When the valve l1117 is opened and the straight passage 14 is open, a part of the air-fuel mixture flows through the straight passage 14 and flows into the combustion chamber 2 from the outlet opening end 5, depending on the degree of N. As a result, the helical flow of the air-fuel mixture flowing through the logical passage 13 is reduced, and the intake swirl generated in the combustion chamber 2 is accordingly reduced, and at the same time, the intake flow of the intake boat 3 is reduced. Low flow resistance.

The intake i control device of the present invention is related to the opening/closing control of the valve i east 17, and one embodiment of the device of the present invention is shown in FIG. Reference numeral 60 indicates an intake hold, 61 a carburetor having a venturi portion 62, a throttle valve 63, etc., 64 an exhaust port, 65 an exhaust valve, and 66 an exhaust 71 hold.

The drive lever 19 of the intake control valve assembly 15 is drivingly connected to the intermediate arm 21a of the shaped lever 21 by a rod 20. ■ The shaped bar 21 is pivoted to the bracket 22 via a shaft 23, and one end arm 21b to a rod 31 of a diaphragm device 30 and the other end 21C to a D rod 41 of another diaphragm device 40.The diaphragm devices 30 and 40 each have a diaphragm 32.42. and its diaphragm chamber 3
When a negative pressure of a predetermined value or higher is not introduced to 3.43, the diaphragm 3 is compressed by the spring force of spring 34.44.
2.42 is biased to the left in the figure, causing the rod 3
1.41 is driven to the left in the figure; on the other hand, when a negative pressure of a predetermined m or more is introduced into the diaphragm chamber 33.43, the diaphragm 32.42 is driven by the compressed fill spring 34.
By moving the rod 31.41 to the right in the figure against the spring force of 44, the rod 31.41 is driven to the right in the figure. It may be a compression helical spring with low spring force, or it may be omitted.

The diaphragm chamber 33 has a boat 35 and a popular open boat 36 with a throttle, and the boat 35 is connected to the boat a of the switching valve 24 by conduits 3 and 7. The diaphragm chamber 43 also has a boat 45 and an atmosphere opening boat 46 with a throttle. ! F47 light switch valve 24
is connected to boat b.

The switching valve 24 is connected to another boat C in addition to boats a and b.
This boat C has a guide! ! It is connected to a negative pressure tank 26 via 25. Also, the negative pressure tank 26 has a check valve 27 and a conductor! ! It is connected to an intake pipe negative pressure take-out boat 29 provided in the intake manifold 60 via a line 28 .

The check valve 27 is connected to I! from the negative pressure tank 26. ! 28 to allow fluid flow only to. Therefore, the negative pressure tank 26 stores the intake pipe negative pressure.

The switching valve 24 is configured as an electromagnetic switching valve, and when energized, boat C is connected to boat a, while when not energized, boat C is connected to boat b. 150.

The control device W150 is configured to energize the switching valve 24 only when the venturi negative pressure detected by the venturi negative pressure sensor 51 attached to the carburetor 31 is below a predetermined value. .

The venturi negative pressure of the vaporizer 131 increases as the amount of intake air increases, so when the intake air is above a predetermined value and the venturi negative pressure is below the predetermined value, the switching valve 2
4 is energized, and its boat C is connected to boat a. As a result, negative pressure is introduced into the diaphragm chamber 33, and the tie 17 nohum 32 moves to the right in the figure against the spring force of the compression spring 34, thereby moving the tie 17 to the right in the figure. At this time, the diaphragm chamber 43
becomes atmospheric pressure, and the diaphragm 42 compresses the spring 4.
By moving the rod 41 to the left in the figure due to the spring force 4, the rod 41 moves to the right in the figure, thereby causing the lever 21 to rotate clockwise in the figure. This lever 21
The rod 20 is pulled up by the clockwise rotation of
Valve Njm17 is located in the fully closed position. Therefore, at this time, all of the air-fuel mixture flows into the combustion chamber 2 through the helical passage 13, and a strong intake swirl is generated within the combustion chamber 2.
This apparently makes the flame jet faster. As a result, the internal combustion engine is supplied with a lean air-fuel mixture with an air-fuel ratio greater than the stoichiometric air-fuel ratio (without causing a misfire).

Ensure good combustion operation.

When the intake air amount of the internal combustion engine increases and the venturi negative pressure reaches a predetermined value or more, the switching valve 24 is de-energized. At this time, the boat C of the switching valve 24 is connected to the boat 1-11&: instead of the boat a, so that negative pressure is introduced into the diaphragm chamber 43, and the diaphragm 4
2 moves in six directions in the figure against the spring force of the compression coil spring 44, and on the other hand, negative pressure is no longer introduced into the diaphragm chamber 33.
By introducing atmospheric pressure from 6, Dai 1 Futsuram 3
2 moves to the left in the figure by the spring force of the spring 34. As a result, the O-rad 41 moves in the direction shown in the figure, and the O-rad 31 also moves in the direction shown in the figure. , T-shaped bar 2
1 is rotated counterclockwise in the figure, and the O-rad 20 is pushed down, thereby bringing the valve [i-line 17 to the fully open position as shown in the figure. At this time)\Rical passage 1
3, the air-fuel mixture flows through the straight passage 14, and as a result, the intake boat 3 no longer presents a large flow resistance to the flow of the air-fuel mixture, and a decrease in the charging efficiency of the internal combustion engine is avoided.

Figure 19 shows another example of intake control according to the present invention.
In is shown. In FIG. 9, parts corresponding to those in FIG. 8 are indicated by the same reference numerals as in FIG. In this embodiment, the boats 36 and 46 for opening the diaphragm chambers 33 and 43 to the atmosphere are omitted, and the boat 35 connects the conduit 52 to the bottom a of the switching valve 53, or
This boat 45 is guided! Boat a of switching valve 55 via 54
are connected to each. The switching valves 53 and 55 each have two boats b and C in addition to boat a, and boat b
are each lead! 56 and 57 to the negative pressure tank 26, and each boat C is open to the atmosphere.

Both switching valves 53 and 55 connect boat a to boat b when energized, and connect boat d to boat C when de-energized. The switching valves 53 and 55 are energized by the control device 5o.

- When the venturi negative pressure detected by the bench negative pressure sensor 51 is less than the first predetermined value, the control device 1i150 energizes only the switching valve 53, so that the venturi negative pressure is equal to or less than the first predetermined value. When there is a gap between the value and the second predetermined value that is larger than this value, neither of the switching valves 53 and 55 is energized, and when the venturi negative pressure is above the second predetermined value, only the switching valve 55 is energized. It is designed to be energized.

Therefore, when the negative pressure on the bench 1 is greater than or equal to the first predetermined value, negative pressure is introduced into the diaphragm chamber 33, and human pressure is introduced into the diaphragm chamber 43, thereby forming the r-shaped bar 2.
1 rotates clockwise in the figure, and the iron 20 is lifted to bring the valve 111k 17 # to the fully closed position.

When the venturi negative pressure is between the first predetermined value and the second predetermined value in lvJ, atmospheric pressure is introduced into both the diaphragm chambers 33 and 43, thereby causing the shaped bar 21 to rotate as described above. From the position, rotate in the direction shown in the figure (counterclockwise at m).
The compression angle spring 34 and the four ends are brought to the balanced lI degree position lv, at which time the valve element 17 is also brought to the intermediate ll@degree position IC. This intermediate opening position is for compressed spring 3.
4 and 44, and is set by appropriately selecting them.

When the angular pressure of the bench 19 is less than the second predetermined value (-), negative pressure is introduced into the diaphragm chamber 43, and atmospheric pressure is introduced into the diaphragm chamber 33, so that the lever 21 is further moved counterclockwise in the figure. By rotating in the circumferential direction and further pushing the valve tN 20, the valve tN line 17 is brought to the fully open position as shown.

In this embodiment, the valve element 17 can be reliably positioned in three open positions: a fully open position, an intermediate open position, and a fully open position.

Although the present invention has been described above in detail with reference to specific *examples, the present invention is by no means limited to these examples, and various embodiments are possible within the scope of this book. This will be obvious to businesses.

[Brief explanation of drawings]

FIG. 1 is a vertical sectional view showing one embodiment of the intake port (4) to ## to which the intake control device according to the present invention is applied, and FIGS. 2 to 7 are a reduced version of FIG. 1 along n~XI~X■
FIG. IIfB, FIG. 8, and FIG. 9 are schematic configuration diagrams showing embodiments of the intake air control device according to the present invention. DESCRIPTION OF SYMBOLS 1... Cylinder head, 2... Combustion chamber, 3... Intake boat, 4... End between inlets, 5... Outlet opening end, 6... Valve seat member, 7...・Intake valve, 8... Valve stem, 9... Valve valve I-na, 10... Guide vane, 1
1... Sloped wall part, 12... Straight line! ! Part, 13...
Helical passage, 14... - Methrate passage, 15...
・Intake I control valve assembly, 16... Valve case, 17...
・Valve element, 18... Valve stem, 19... Drive lever, 2
0...Rondo, 21...T-shaped bar, 22...Bracket, 23...Shaft, 24...Switching valve, 25...
・I! ! , 26... Negative pressure tank, 27... Check valve,
28... Conduit, 29... Intake! I-Positive pressure take-out boat 30.4°...Diaphragm! a1.31.41...
・Rondo, 32°42...dar (X1 noram, 33.
43...Diamond room, 34.44...Compression spring, 35.45...Boat, 36.46...Popular open boat, 37.47...Conduit, 50... Regulation
Device, 5'1... negative pressure sensor, 2... conduit, 53... switching valve, 54... conduit, 55... switching valve, 56.57... conduit, 60... Intake - small -
61... Carburizer, 62... Bench J part, 63... Throttle valve, 64... Exhaust boat. 65...Exhaust valve, 66...Exhaust valve, small patent applicant: Toyota Jidosha Kogyo Co., Ltd., representative, attorney, Ming H Lu Yi, Figure 3, Figure 6, Figure 4, Figure 7 (spontaneous) 131 October 1989 Procedural Amendments” Patent Office Branch Official Name: Kazuo Sugi 1, Indication of Case: 1982 Patent Application No. 0795b1 2
, Title of the invention Intake control device for internal combustion engine; 3. Relationship with the amendment-filer case Patent applicant 11 Location 1 Toyota-cho, Toyota City, Aichi Prefecture Name (
320) l-Yota Jidosha Kogyo Co., Ltd. 4, Agent Address: 31 Nagaoka Building, Kayaba-cho, 11-5-19 Shinkawa, Chuo-ku, Tokyo 104 Tel: 551-4171 (1) Specification No. 17 Sada No. 2h ~3rd line l X II~
・X n J wor V If-V u, 1,! :
to correct. (2) Figures 8 and 9 of the drawings are corrected as shown in the attached figures. -1-

Claims (1)

[Claims] Inside the boat facing the open end to the combustion chamber! ! The guide vane has a bulged guide vane, and the guide vane divides a part of the surface of the intake boat IIi into a helical passage that turns around the opening end and a straight passage that leads straight to the opening end. The ventilation control device for an internal combustion engine has an intake boat structure in which an intake control valve for opening and closing the cough straight passage is provided in the middle of the straight passage, and the intake control valve is opened by introducing negative pressure. a first diaphragm device that drives in the valve direction, a second diaphragm device that drives the intake control valve in the valve closing direction by introducing negative pressure, and separately to the first and second diaphragm devices. and a negative pressure supply control device for selectively supplying negative pressure to the intake pipe of the internal combustion engine.
@place.