JPS58220923A - Air intake control device of internal-combustion engine - Google Patents

Abstract

PURPOSE:To improve warming performance of an exhaust system without deteriorating the idle operation property at engine cooling by connecting a fluid pressure operating chamber to a suction delivery port when the rate of warming is less than a prescribed value and also in an idle operation, and otherwise connecting it to the atmosphere. CONSTITUTION:When the cooling water temperature of an internal-combustion engine is lower than a prescribed value, a solenoid valve 27 is turned on at idle operation, and a diaphragm chamber 23 is connected to a suction pipe negative pressure delivery port 29, allowing a valve element 17 to be fully closed. In other operating state except the case described above, power supply to the solenoid valve 27 is stopped, and the atmospheric pressure is fed into the diaphragm chamber 23, allowing the valve element 17 to be fully opened. With the engine cooling water temperature over the prescribed value, the solenoid valve 27 is always turned on, allowing the pressure appearing at the negative pressure delivery port 29 in the suction pipe to be introduced into the diaphragm chamber 23. At the idle operation and a low load operation, negative pressure over the prescribed value is fed into the diaphragm chamber 23.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an intake control system for an internal combustion engine, and more particularly to an intake control device for an internal combustion engine having a variable intake swirl type intake boat structure.

One of the intake boat structures of the variable intake swirl system used in internal combustion engines has a helical passage swirling around an opening end to the combustion chamber and a straight passage leading straight to the ffflrJ end. An intake bow 1 structure in which an intake control valve for opening and closing the straight passage is provided in the middle of the straight passage has been proposed in Japanese Patent Application No. 56-51149 and Japanese Patent Application No. 56-120634 by the same applicant as the present applicant. Proposed.

In an internal combustion engine equipped with this intake port structure, when the straight passage is closed by the intake control valve, all of the intake air (air mixture) flows through the helical passage and into the combustion chamber, creating a powerful flow inside the combustion chamber. A warm air swirl is generated, which increases the apparent flame speed, making it possible to operate with an S* mixture, and also to maintain stable operation even when the internal combustion engine is operated at low rotational speeds, such as when running at idle. On the other hand, when the straight passage is separated by the intake control valve, the intake sacrifice is added to the helical passage and allows the idle speed to be set low.
By flowing through the passage and flowing into the combustion chamber, a strong intake swirl is no longer generated in the combustion chamber, but the flow resistance against the intake air flow at intake port 1- is reduced, and a decrease in charging efficiency is avoided. .

The above-mentioned intake boat structure makes effective use of this, in other words, in order to improve combustion during idle or low load operation without reducing the output of the engine i, the internal combustion engine is When the internal combustion engine is operating at medium to high load, the intake control valve closes the slate passage, and when the internal combustion engine is operating at medium to high load, the intake control valve is opened.
It is used in combination with a control device that controls opening of the slate passage.

As shown in (e), when the apparent flame speed increases, the combustion speed increases and the thermal efficiency of the engine improves, but the exhaust gas temperature decreases accordingly. For this reason, if the straight passage is closed by the intake control valve during idling or low-load operation even when the engine is cold, no exhaust gas will be obtained, and the engine exhaust system will be damaged. The plane will be delayed. For this reason, in internal combustion engines equipped with a catalytic converter for exhaust gas purification in the engine exhaust system, the warm-up of the catalytic converter is delayed, resulting in an increase in harmful components in the exhaust gas released into the atmosphere. .

If the intake control valve is always fully opened when the engine is cold, regardless of the engine load, the exhaust gas temperature will rise and the exhaust system will warm up more quickly. The idling performance of the engine deteriorates further, and the idling speed when the engine is cold must be set considerably high.

SUMMARY OF THE INVENTION The present invention seeks to provide an intake air control method and device which is designed to improve the performance of the exhaust system as much as possible without deteriorating the idling performance when the engine is cold.

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

First, an embodiment of an intake port structure used to implement an intake control device according to the present invention will be described with reference to FIGS. 1 to 7. 1 to 7, reference numeral 1 indicates a cylinder head of an internal combustion engine, and the cylinder head has an intake boat 3 that guides a mixture of air and fuel into a combustion chamber 2. As shown in FIG. The intake port 3 opens at one end into the side wall of the cylinder head 1 and opens into the combustion chamber 2 from the lower bottom wall of the cylinder head 1 at the other end. 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 L1 end 5.
It is called. 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 member 6 attached to the internuclear space [1@] and an intake valve 7. It has become.

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. Exit opening @
A guide vane 10 is formed in a bulging manner on the inner wall of the boat (the ceiling wall of the boat) facing the boat. The amount of bulge of this guide vane gradually increases from the inlet opening end 4 toward the outlet opening end 5, and the amount of bulge reaches its maximum at a portion corresponding to the central axis of the outlet opening end 5. ing. A stem 8 of the intake valve 7 passes through this maximum bulging portion, and a valve retainer 9 is attached to this portion. The guide vane 10 has an inclined wall part 1 on one side thereof which is inclined toward the outside of the intake boat 3 as it goes from the entrance end 4 to the outlet opening end 5 with respect to the extending direction of the intake port 3.
1, and a straight wall portion 12 parallel to the extending direction of the intake port 3 on the other side. This guide vane 1
0, the intake boat 3 has a part of its cross section, that is, the upper space region in the figure is defined on one side by the inclined wall part 11, and the helical passage 13 that turns around the outlet opening end 5 and the straight line '4.
It is divided into a straight passage 14 defined on one side by 112 and communicating linearly with the outlet opening end 5.

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 drive lever 19 attached to the valve stem 18 of the valve element 17. Valve element 1
7 fully opens the straight passage 14 when it is in the opening position as shown, and fully opens the straight passage 14 when it is in a position rotated approximately 90 degrees from this opening position.

When the straight passage 14 is fully open, substantially all of the air-fuel mixture flows through the helical passage 13 and is drawn into the combustion chamber 2 from the end 5 between the outlets, creating a strong intake swirl within the combustion chamber 2. arise.

At this time, the flame propagates on the intake swirl-4
Is it above the apparent U? The flame speed increases and the combustion rate increases.

When the valve element 17 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 end 5, depending on the pH level. As a result, the helical flow of the air-fuel mixture flowing through the helical passage 13 is reduced and attenuated, and the intake swirl generated in the combustion chamber 2 is accordingly reduced. Flow resistance decreases.

The device of the present invention is used to control the opening and closing of the valve element 17, and one embodiment of the device of the present invention is shown in FIG.

In FIG. 8, 40 represents an intake manifold, 41 represents an exhaust boat, 42 represents an exhaust valve, and 43 represents an exhaust manifold.

The drive lever 19 of the intake control valve assembly 15 is drivingly connected to the rod 21 of the diaphragm 14 [20] and is rotatably driven by the diaphragm device. 22, and
When a negative pressure of a predetermined value or more is not introduced into the diaphragm chamber 23 of In contrast, when negative pressure is introduced into the noram chamber 23 of the die pulling 7, the diaphragm 22 is compressed according to the magnitude of the negative pressure and moves upward against the spring force of the spring 24. By this, the valve element 17 is driven in the valve closing direction, the opening degree of A is reduced, and when the negative pressure is equal to or higher than a predetermined value, the valve element 17 is brought to the fully closed position. The boat 25 of the diaphragm chamber 23 connects the conduit 26 to the port of the electromagnetic switching valve 27.
connected to a.

%i Magnetic switching valve 27 In addition to port a, it has a negative pressure boat b and an atmospheric boat C, and when energized, port 1-a is connected to h.
Connected to pressure port b, whereas when de-energized, port a
is connected to the atmospheric port 1-c instead of the negative pressure port b. Atmospheric boat C is popularly released, Po+
-b is connected via a conduit 28 to an intake pipe negative pressure outlet port Lt provided in the intake hold 40.

The supply of electricity to the electromagnetic switching valve 27 is controlled by a control device 30. The throttle device 30 operates according to the opening/closing of a water temperature switch 31 that is sensitive to the temperature of the cooling water between the internal combustion engines 11 and the vehicle speed detected by the vehicle speed sensor 32. Only when the vehicle speed detected by the speed sensor 32 is below a predetermined value close to zero, that is, when the engine is running at idle, does the electromagnetic switching valve 27 stop being energized. It is designed to be energized.

When the cooling water temperature of the internal combustion engine is below a predetermined value, that is, when the engine is cold, the electromagnetic switching valve 27 is energized when the internal combustion engine is in idle operation, but when the internal combustion engine is in operation other than idle operation. When the motor is operated in this state, the energization to the electromagnetic switching valve 27 is stopped. Therefore, at this time, if the internal combustion engine is in idle operation, the diaphragm chamber 23 is connected to the intake pipe negative pressure extraction boat 29, and when the engine is not idle, atmospheric pressure is introduced into the diaphragm chamber 23.

Therefore, when the internal combustion engine is idling, the valve element 17 is brought to the fully open position, and all of the mixture flows through the linear passage 13 into the combustion chamber 2, causing a powerful flow inside the combustion chamber 2. An intake swirl occurs, and the flame speed increases, resulting in a faster combustion rate. This improves the combustibility of the air-fuel mixture and improves the idling performance when the engine is cold.

On the other hand, when the engine is operating in an operating state other than idling, the valve element 17 is brought to the fully open position.
The air-fuel mixture flows through both the helical passage 13 and the straight passage and flows into the combustion chamber 2, and no strong intake swirl occurs within the combustion chamber 2. As a result, the combustion speed becomes slower than when a strong intake snort is generated in the combustion chamber 2, and the internal combustion engine begins to exhaust exhaust gas at a higher temperature than when the combustion speed is high. Warming up of catalysts, inverters, etc. installed in the exhaust system is promoted.

When the coolant temperature of the engine reaches a predetermined value or higher, that is, when the 111 VA opening is completed, the □;-magnetic switching valve 27 is constantly energized, and the diaphragm chamber 23 is filled with the intake pipe negative pressure take-out boat 29. The pressure that appears will always be felt. As a result, when the internal combustion engine is operating at idle or at low load, a negative pressure equal to or higher than the predetermined value is introduced into the diaphragm chamber 23, and as the load increases (as the load increases, the negative pressure introduced into the diaphragm chamber 23 decreases). Therefore, when the internal combustion engine is operating at idle or at low load, the valve element 17 is in the fully closed position that closes the straight passage 14. At this time, all of the air-fuel mixture flows through the helical passage 13. The air flows into the combustion chamber 2, creating a strong intake swirl in the combustion chamber 2, which apparently increases the upper flame speed and increases the combustion rate.This improves the combustibility of the air-fuel mixture. The internal combustion engine performs good combustion without misfire even at low idle speeds or when supplied with a lean mixture.As the load on the internal combustion engine increases, the negative pressure in the intake pipe decreases. When the leakage becomes less than a predetermined value, the valve element 17 opens.

At this time, the air-fuel mixture flows through both the helical passage 13 and the straight passage 14 and flows into the combustion chamber 2, so that the intake boat 3 no longer provides a large flow resistance to the flow of the air-fuel mixture, and the inner engine is used. Low efficiency is avoided.

FIG. 9 shows another embodiment of the @ position used for carrying out the method of the present invention. In addition, in Figure 9, 15 is compared to Figure 8.
4 are designated by the same reference numerals as in FIG. In such an embodiment, the control device 30 includes a water temperature switch 31, a utility switch 33, and a club switch.
When open/close signals are given from each of the switch 34 and the throttle switch 35, when the cold M1 water level is below a predetermined value, the water temperature switch 31 is set to Rn, and the gear position of the transmission connected to the internal combustion engine is set to second. When the neutral switch 33 is open at a traveling gear other than 1-tral, the clutch switch 34 is closed when the clutch is connected, and the engine intake system throttle valve is at an opening position other than the idle opening position. Only when the switch 35 is open,
In other words, the N switching valve 2 is activated only when the engine is cold and the internal combustion engine is operated in an operating state other than no-idling operation.
The energization to the electromagnetic switching valve 27 is stopped at one time, and the electromagnetic switching valve 27 is energized at other times. tl In this example, the same effects as in the example in which the number reached 1 are achieved.

Although the present invention has been described in detail with respect to specific embodiments above, it will be appreciated by those skilled in the art that the present invention is not limited thereto, and that various embodiments are possible within the scope of the present invention. It should be obvious.

[Brief explanation of drawings]

Figure 1 shows the application of intake control @Ashi according to the present invention.
1 longitudinal sectional view, FIGS. 2 to 7 show one embodiment of the structure.
The figures are cross-sectional views along the track ■-■～■■～V■ in Fig. 1, respectively.
FIGS. 8 and 9 show the intake control system according to the present invention.
FIG. 1 is a schematic configuration diagram showing an example of an apparatus used for implementing the method. 1... Cylinder head, 2... Combustion chamber, 3... Intake boat, 4... Input D n [1 end, 5- Output D
1m O end, 6- Valve seat member, 7... Intake valve, 8-
... Valve stem, 9... Valve retainer, 10... Guide vane, 11... Inclined wall portion, 12... Precious flAv portion, 13... Helical passage, 14... Slate Passage, 15... Intake control valve body, 16... Valve case, 17... Valve element, 18... Valve shaft, 19... Drive lever, 20... Die 12 noram RtN, 21 ...
rod. 22...ri (-7 noram, 23...gui 17 noram chamber, 24...compression" spring, 25...baud h, 2
6... Conduit. 27... Solenoid switching valve, 28... Conduit, 29... Intake pipe angle 11 extraction port, 30... Control device, 31...
・Water temperature switch-132...11 speed sensor, 33...
・-Courtral switch f-, 34...Club switch, 35...Thrower 1-le switch, 40...Intake marhold, 41...+11 air port 1-. 42...
・Exhaust valve, 43...Exhaust Merhold Special i'1 Applicant: Toyota Motor Corporation representative
Attorney Patent Attorney Akashi
Takeshi Masa (self-button) Procedural amendment October 13, 1980 Kazuo Wakasugi, Director-General of the Revision Agency, 1, Indication of Patent Application No. 105019, 1982, 2, Title of Invention: Intake Control of Internal Combustion Engine III @ F/ 3. Relationship with the amendment filer case Patent applicant address 1 Toyota-cho, Toyota City, Aichi Prefecture Name (3)
20) J-YOTA AUTOMATIC L11-GYO Co., Ltd. 4, Agent Address: 51-19 Shinkawa 1-chome, Chuo-ku, Tokyo 104
3rd floor, Nagaoka Building, Tsukihayaba-cho Telephone: 551-41716 Number of inventions increased by amendment 07 Target of amendment Drawing 8, contents of amendment Drawings 8 and 9 of the drawings are amended as shown in the attached drawings.

Claims (1)

[Claims] It has a helical passage that turns around an opening end to the combustion chamber and a straight passage that linearly communicates with the opening end, and an intake control valve that opens and closes the straight passage is provided in the middle of the straight passage. An intake control device for an internal combustion engine having an intake boat structure, wherein the fluid pressure actuator has a fluid pressure working chamber and drives and closes the intake control valve in the valve closing direction in response to an increase in negative pressure acting on the fluid pressure working chamber. and,
a warm-up degree detecting means for detecting a warm-up interval between internal combustion engines; an operating state detecting means for detecting an operating state of the internal combustion engine; Control for opening the fluid pressure working chamber to the atmosphere when the internal combustion engine is detected to be in a non-idling operating state by the means, and otherwise connecting the fluid pressure working chamber to an intake pipe negative pressure takeoff boat of the internal combustion engine. An intake control device having a valve.