JPS5990718A - Control device for intake valve of engine - Google Patents
Control device for intake valve of engineInfo
- Publication number
- JPS5990718A JPS5990718A JP57201310A JP20131082A JPS5990718A JP S5990718 A JPS5990718 A JP S5990718A JP 57201310 A JP57201310 A JP 57201310A JP 20131082 A JP20131082 A JP 20131082A JP S5990718 A JPS5990718 A JP S5990718A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- intake valve
- intake
- opening
- valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
- F02D13/0234—Variable control of the intake valves only changing the valve timing only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、４サイクルエンジンにおける吸気弁の開閉時
期を制御するエンジンの吸気弁制御装置に関するもので
ある。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine intake valve control device that controls the opening and closing timing of an intake valve in a four-stroke engine.
第１図は従来の４サイクルエンジンの一部の断面図であ
る。図に於て、（１）は燃料と空気の混合気を取入れる
吸気弁、（２）は燃焼後のガスを外へ排出する排気弁、
（３）は吸気弁（１）を１駆動するカム、（４）は排気
弁（２）を駆動するカム、（５）はエンジンの各行程に
対応して往復運動するピストン、（６）はピストン（５
）の往復運動により回転するクランク軸、（７）は混合
気を導入するための吸気管、（８）は燃焼後のガスを外
に排出するだめの排気管、（９）はピストン（５）と嵌
合されたシリンダ、（１０）は吸気管（７）の内部に設
けられ混合気の吸入量を調節する絞り弁、（１１）は燃
料と空気との混合気を生成する気化器又は燃料噴射装置
で構成される混合気生成手段である。FIG. 1 is a sectional view of a portion of a conventional four-stroke engine. In the figure, (1) is the intake valve that takes in the mixture of fuel and air, (2) is the exhaust valve that discharges the gas after combustion,
(3) is a cam that drives the intake valve (1), (4) is a cam that drives the exhaust valve (2), (5) is a piston that moves back and forth in response to each stroke of the engine, and (6) is a cam that drives the exhaust valve (2). Piston (5
), (7) is the intake pipe for introducing the air-fuel mixture, (8) is the exhaust pipe for discharging the gas after combustion, (9) is the piston (5) (10) is a throttle valve provided inside the intake pipe (7) to adjust the intake amount of air-fuel mixture, and (11) is a carburetor or fuel that generates a mixture of fuel and air. This is an air-fuel mixture generating means composed of an injection device.
なお、点火プラグは本発明と直接関係ないので省略する
。Note that the spark plug is not directly related to the present invention and will therefore be omitted.
このように構成された従来の４サイクルエンジンに於て
は、ピストン（５）の往復運動によシフランク軸（６）
が回転し、このクランク軸（６）が２回転したときカム
（３） 、 （４）が１回転するようになっている。こ
のカム（３） 、 （４）の回転により吸気弁（１）、
排気弁（２）が開閉動作を繰返す。このカム（３） 、
（４）の形状によυ□、ピストン（５）の位置に対す
る吸気弁（１）、排気弁（２）の開閉時期は決められす
るが、あらゆる運転状態に対して著しい支障が生じない
よう決められている。In the conventional four-stroke engine configured in this way, the shift rank shaft (6) is moved by the reciprocating movement of the piston (5).
rotates, and when the crankshaft (6) rotates twice, the cams (3) and (4) rotate once. The rotation of these cams (3) and (4) causes the intake valve (1),
The exhaust valve (2) repeats opening and closing operations. This cam (3),
The opening/closing timing of the intake valve (1) and exhaust valve (2) relative to the position of the piston (5) and the position of the piston (5) are determined by the shape of (4), but the opening and closing timings of the intake valve (1) and exhaust valve (2) are determined so as not to cause any significant hindrance to any operating condition. It is being
即ち、第２図に示すように吸気弁（１）の開期間（Ａ）
は、ピストン（５）の上死点（ＴＤＣ）よりも角度（θ
ｓｎ）だけ前の点（ａ）で開始し、下死点（ＢＤＣ）を
角度（θＢＡ）だけ過ぎた点（ｆ）で終了する。又、排
気弁（２）の開期間（Ｄ）は、ピスト／ （５） ノ下
死点（ＢＤＣ）よりも角度（θＦＢ）だけ前の点（ｄ）
で開始し、上死点（ＴＤＣ）を角度（θｍＡ）だけ過ぎ
た点（Ｃ）で終了する。That is, as shown in FIG. 2, the opening period (A) of the intake valve (1)
is the angle (θ
sn) and ends at point (f) an angle (θBA) past bottom dead center (BDC). Also, the open period (D) of the exhaust valve (2) is the point (d) that is an angle (θFB) before the bottom dead center (BDC) of the piston (5).
It starts at a point (C) that is an angle (θmA) past the top dead center (TDC).
このような動作に於て、吸気弁（１）の閉時期（ｆ）は
エンジンの吸入効率を大きく左右する。即ち、高回転時
には空気慣性による吸入効率の低下を防ぐため、吸気弁
（１）の閉時期は下死点（ＢＤＣ）よりも角度（θ８Ａ
）だけ遅らせている。しかし、高回転時の吸入効率をさ
らに良くなるように設定すると、低回転時に圧縮行程に
ある混合気が吸気管（７）に逆流するという問題が生じ
てくる。このため、低回転時から高回転時迄の領域で著
しい支障が生じない妥協点に設定されている。In such an operation, the closing timing (f) of the intake valve (1) greatly influences the intake efficiency of the engine. That is, in order to prevent the intake efficiency from decreasing due to air inertia at high engine speeds, the closing timing of the intake valve (1) is set at an angle (θ8A) below the bottom dead center (BDC).
) is delayed. However, if the intake efficiency at high speeds is set to be even better, a problem arises in that the air-fuel mixture in the compression stroke flows back into the intake pipe (7) at low speeds. For this reason, the engine speed is set at a compromise that does not cause any significant trouble in the range from low rotation to high rotation.
第３図は上記妥協点に設定された場合のエンジン回転数
と吸入効率の関係を示すグラフである。FIG. 3 is a graph showing the relationship between engine speed and suction efficiency when the above-mentioned compromise is set.
同図で明らかなように、高回転時には吸入効率が低下し
、エンジンの出力性能が低下する。As is clear from the figure, when the engine speed is high, the intake efficiency decreases and the output performance of the engine decreases.
又、エンジンの負荷状態を表わす例えばスロットル開度
、すなわち吸気系の絞り弁の開度によっても吸入効、率
は変化する。In addition, the intake efficiency and rate also change depending on, for example, the throttle opening, which indicates the load condition of the engine, that is, the opening of the throttle valve in the intake system.
このように、従来は吸気弁（１）がクランク軸（６）の
回転角に対して一義的に決まる開閉時期で作動するため
、エンジンの回転数や負荷状態に対して最適な吸入効率
を得ることができなかった。In this way, conventionally, the intake valve (1) operates at an opening/closing timing that is uniquely determined by the rotation angle of the crankshaft (6), thereby achieving optimal intake efficiency for the engine speed and load condition. I couldn't.
本発明はこのような点に鑑みなされたもので、その目的
はスロットル開度等の負荷状態やエンジンの回転数変化
に対し吸入効率の向上を計ったエンジンの吸気弁制御装
置を提供することにある。The present invention has been made in view of the above points, and its purpose is to provide an engine intake valve control device that improves intake efficiency in response to changes in load conditions such as throttle opening and engine rotational speed. be.
このような目的を達成するため本発明では、エンジンの
回転数および負荷状態例えばスロットル開度を検出し、
その値に対応して、予め設定されたプログラムによＪ）
吸気弁の開閉時期を制御するようにしたものである。In order to achieve such an object, the present invention detects the engine rotation speed and load condition, such as the throttle opening,
According to the value, according to the preset program J)
The timing of opening and closing of the intake valve is controlled.
第４図は本発明の一実施例の構成図である。図に於て第
１図と同一部分は同一符号を用いて説明は省略する。（
１２）はクランク軸（６）に嵌着された回転体であって
、円周方向に順次歯（１２ａ） 、 （１２ｂ）を配設
し、＠ （１２ｂ）は歯（１２ａ ）よ９幅を大きくし
ピストン（５）の上死点、下死点に対応して配置されて
いる。（１３）は回転体（１２）の回転を検出するクラ
ンク角センサ、（１４）はり２ンク角センサ（１３）の
パルス出力を周期又は周波数としてとらえエンジンの回
転数を検知する回転数検出回路、（１５）は絞シ弁（１
０）の開度を電気信号に変換するため可変抵抗器により
ｓ成された開度センサ、（１６）は開度センサ（１５）
のアナログ信号をデジタル信号に変換するＡ−Ｄコンバ
ータ、（１７）は予め設定された吸気弁開閉時期のデー
タを記憶させであるＲＯＭメモリ、（１８）はエンジン
回転数とスロットル開度の２つのパラメータに対応して
ＲＯＭメモＩＪ （１７）から吸気弁（１）の開閉時期
に関するデータを読み出し、このデータに基づいてクラ
ンク角信号に対する吸気弁（１）の開閉時期を演算する
マイクロコンピュータ、（１９）はマイクロコンピュー
タ（１８）の出力を増幅してアクチェータ（２０）を駆
動する増幅回路である。FIG. 4 is a block diagram of an embodiment of the present invention. In the figure, the same parts as in FIG. 1 are denoted by the same reference numerals, and the explanation will be omitted. (
12) is a rotating body fitted on the crankshaft (6), and teeth (12a) and (12b) are sequentially arranged in the circumferential direction, @ (12b) is 9 widths wider than the tooth (12a). They are arranged corresponding to the top dead center and bottom dead center of the enlarging piston (5). (13) is a crank angle sensor that detects the rotation of the rotating body (12); (14) a rotation speed detection circuit that captures the pulse output of the beam 2-ink angle sensor (13) as a period or frequency and detects the engine rotation speed; (15) is the throttle valve (1
(16) is the opening sensor (15) which is constructed by a variable resistor to convert the opening of 0) into an electrical signal.
(17) is a ROM memory that stores data on preset intake valve opening/closing timing, and (18) is an A-D converter that converts analog signals into digital signals.(18) is a ROM memory that stores data on preset intake valve opening and closing timing. a microcomputer (19) that reads data regarding the opening/closing timing of the intake valve (1) from the ROM memo IJ (17) in accordance with the parameters, and calculates the opening/closing timing of the intake valve (1) with respect to the crank angle signal based on this data; ) is an amplifier circuit that amplifies the output of the microcomputer (18) and drives the actuator (20).
このアクチェータ（２０）はソレノイド又は油圧制御機
構によシ吸気弁（１）を駆動する。This actuator (20) drives the intake valve (1) by means of a solenoid or hydraulic control mechanism.
このような構成に於て、ピストン（５）の往復運動はク
ランク機構を介してクランク軸（６）を回転させる。こ
れにより回転体（１２）も回転し、クランク角センナ（
１３）からパルス信号が出力される。このパルス信号は
回転数検出回路（１４）によシデジタル化されマイクロ
コンピュータ（１８）に入力される。In such a configuration, the reciprocating motion of the piston (5) rotates the crankshaft (6) via the crank mechanism. As a result, the rotating body (12) also rotates, and the crank angle sensor (
13) outputs a pulse signal. This pulse signal is digitized by the rotation speed detection circuit (14) and input to the microcomputer (18).
１−シ弁（１０）の開度は開度センサ（１５）によシア
ナログの電気信号に変換され、Ａ−Ｄコンバータ（１６
）によシデジタル化されてマイクロコンピュータ（１８
）に入力される。The opening degree of the 1-shield valve (10) is converted into a cylindrical analog electrical signal by the opening degree sensor (15),
) was digitized by a microcomputer (18
) is entered.
マイクロコンピュータ（１８）では、クランク角センサ
（１３）からの出力であるエンジン回転数のデータと、
絞９弁（ｉｏ）からの出力であるスロットル開度のデー
タとに対応したＲＣＭメモリ（１７）のデータを読み出
し、このデータに基づいてクランク角信号に対する吸気
弁（１）の開閉時期を演算し、そのタイミングで駆動出
力が出力される。この出力は増幅回路（１９）により増
幅されてアクチェータ（２０）を駆動する。アクチェー
タ（２０）の作動により吸気弁（１）が駆動されて、最
適なタイミングで吸気動作が行なわれることになる。The microcomputer (18) receives engine rotational speed data output from the crank angle sensor (13),
The data in the RCM memory (17) corresponding to the throttle opening data output from the nine throttle valves (io) is read out, and based on this data, the opening/closing timing of the intake valve (1) relative to the crank angle signal is calculated. , the drive output is output at that timing. This output is amplified by an amplifier circuit (19) to drive the actuator (20). The intake valve (1) is driven by the operation of the actuator (20), and the intake operation is performed at the optimum timing.
エンジンの吸入効率と吸気弁（１）の下死点後の閉時期
との関係は、第５図に示すような特性を示す。即ち、エ
ンジンが高回転になると、シリンダ（９）内に吸入され
る混合気は慣性のため、最大吸入効率を得るだめの吸気
弁（１）の閉時期は、（ａ）から遅い側の（１））にシ
フトする。逆に低回転に於ては、吸気弁（１）の閉時期
が遅すぎるとシリンダ（９）に吸入された混合気が圧縮
行程に於て吸気弁（１）を通って吸気管（７）へ逆流す
るため、吸気弁（１）の閉時期をあまり遅らせるのは好
１しくない。即ち、第５図の（ｃ）のように効率が下っ
てしまうので（ａ）点迄閉時期を早くした方がよい。The relationship between the intake efficiency of the engine and the closing timing of the intake valve (1) after the bottom dead center exhibits characteristics as shown in FIG. That is, when the engine speeds up, the air-fuel mixture sucked into the cylinder (9) has inertia, so the closing timing of the intake valve (1) to obtain the maximum intake efficiency is changed from (a) to the later side ( Shift to 1)). Conversely, at low rotation speeds, if the intake valve (1) closes too late, the air-fuel mixture drawn into the cylinder (9) passes through the intake valve (1) during the compression stroke and flows into the intake pipe (7). Therefore, it is not desirable to delay the closing timing of the intake valve (1) too much. That is, since the efficiency decreases as shown in FIG. 5(c), it is better to advance the closing timing to point (a).
また、エンジンが軽負荷のとき即ち、絞り弁（１０）の
開度が小さい場合には、シリンダ（９）内へ吸入される
混合気の流速が低いため、吸入効率は吸気弁（１）の閉
時期が遅い方が犬となる。逆に重負荷のとき即ち絞り弁
（１０）の開度が大きい場合には、吸気弁（１）の閉時
期が早い方が吸入効率は大きい。Furthermore, when the engine is under light load, that is, when the opening degree of the throttle valve (10) is small, the flow rate of the air-fuel mixture sucked into the cylinder (9) is low, so the suction efficiency is lower than that of the intake valve (1). The one that closes later becomes a dog. Conversely, when the load is heavy, that is, when the opening degree of the throttle valve (10) is large, the earlier the intake valve (1) closes, the greater the suction efficiency.
以上述べたエンジンの吸入効率特性から、吸気弁（１）
の閉時期の最適値はエンジン回転数とエンジンの負荷状
態例えば絞り弁開度の２つのパラメータにより第６図の
ようなマツプとして表わされる。第６図に於て、丸印の
大きさは吸気弁（１）の閉時期（下死点後の角度）の遅
れの量を示している。即ち、エンジン回転数が太きい絞
り弁開度が小さいときは、（ａ）点で示すように吸気弁
（１）の閉時期は最も遅くなる。（ａ）点を基準にとれ
ばエンジン回転数が低下すると閉時期は小となり、絞り
弁開度が犬になると同様に開時期は小となる。一方吸気
弁（１）が閉じている状態から開弁が完了するまでの過
渡状態における吸気絞シ効果による混合気の吸入遅れを
補うために、エンジン回転数が高くなると吸気弁（１）
の開時期を早めることが望ましい。これら吸気弁（１）
の開時期及び閉時期の最適値はエンジン回転数や絞り弁
開度に対する２元マツプとしてＲＯＩＶＩメモ！Ｊ （
１７）に予め記憶されている。マイクロコンピュータ（
１８）はＲＯＭメモリ（１７）に記憶された吸気弁開閉
時期データに基づいてクランクｌｌ’ｌＪｌ （６）に
対する吸気弁（１）の開時期及び閉時期を演算し、例え
ば、ソレノイド機構をもつアクチェータ（２０）を６駆
動することにより吸気弁（１）を作動させる。Based on the engine intake efficiency characteristics described above, the intake valve (1)
The optimum value for the closing timing of the engine is expressed as a map as shown in FIG. 6 using two parameters: the engine speed and the engine load condition, such as the opening of the throttle valve. In FIG. 6, the size of the circle indicates the amount of delay in the closing timing (angle after bottom dead center) of the intake valve (1). That is, when the engine speed is high and the throttle valve opening is small, the closing timing of the intake valve (1) is the latest, as shown at point (a). If point (a) is taken as a reference, as the engine speed decreases, the closing timing becomes smaller, and as the throttle valve opening becomes narrower, the opening timing similarly becomes smaller. On the other hand, in order to compensate for the delay in intake of the air-fuel mixture due to the intake throttling effect in the transient state from when the intake valve (1) is closed to when the valve is completely opened, when the engine speed increases, the intake valve (1)
It is desirable to start the opening earlier. These intake valves (1)
The optimum values for the opening and closing timings of the ROIVI memo are available as a binary map for engine speed and throttle valve opening. J (
17) is stored in advance. Microcomputer (
18) calculates the opening timing and closing timing of the intake valve (1) with respect to the crank ll'lJl (6) based on the intake valve opening/closing timing data stored in the ROM memory (17), and calculates, for example, an actuator having a solenoid mechanism. (20) is operated six times to operate the intake valve (1).
第７図は（ａ） 行程、（ｂ） クランク位置信号
（クランク角センサの出力）、（ｅ） ！ｌ気弁、（
ｄ） 排気弁、（ｅ）アクチェータ駆動信号を相対的
に図示したタイムチャートである。（ｃ）に示すように
吸気弁の開時期（θＳＢ）＋閉時期（θ８Ａ）はＲＯＭ
メモリに予め記憶されたデータによって可変される。Figure 7 shows (a) stroke, (b) crank position signal (output of crank angle sensor), and (e) ! l air valve, (
d) is a time chart illustrating an exhaust valve and (e) an actuator drive signal relative to each other. As shown in (c), the opening timing (θSB) + closing timing (θ8A) of the intake valve is determined by the ROM.
It is varied according to data stored in memory in advance.
以上のような説明に於て、エンジン回転数の検出はクラ
ンク角センサを用いたが回転に同期した点火信号を用い
てもよい。又、エンジン負荷を表わすパラメータとして
絞り弁開度以外に吸気管内圧力、吸入空気量などの情報
を用いても同様の効果が得られる。In the above explanation, a crank angle sensor is used to detect the engine rotation speed, but an ignition signal synchronized with rotation may also be used. Further, the same effect can be obtained by using information such as intake pipe pressure and intake air amount in addition to the throttle valve opening as a parameter representing the engine load.
又、吸気弁を作動させるアクチェータとしてはソレノイ
ド以外に油圧機構など他の手段を用いてもよい。Further, as an actuator for operating the intake valve, other means than a solenoid, such as a hydraulic mechanism, may be used.
以上述べたように本発明によれば、吸気弁の開閉時期を
エンジンの回転数や負荷状態に応じて制御することによ
り、エンジンのあらゆる運転状態に於て吸入効率を上げ
ることができるので、エンジンの出力を最大限に利用で
きる効果がある。As described above, according to the present invention, by controlling the opening/closing timing of the intake valve according to the engine speed and load condition, the intake efficiency can be increased in all operating conditions of the engine. This has the effect of maximizing the use of the output.
第１図は従来の４サイクルエンジンの一部の断面図、第
２図はピストンと吸気弁の位相を示す図、第３図は従来
装置のエンジン回転数に対する吸入効率の特性図、第４
図は本発明の一実施例のイ１り底口、第５図は吸気弁の
閉時期に対する吸入効率比の特性を示す図、第６図はエ
ンジン回転数と絞り弁開度と閉時期との関係を示す特性
図、第７図はタイムアヤートである。
（１）・・・・吸気弁、（２）・・・・排気弁、（３）
。
（４）・・−・カム、（５）・・ｅ・ピストン、（６）
・拳・・クラック軸、（９）・・・・シリンダ、（１０
）・・・・絞り弁、（１１）・・・・混合気生成手段、
（１２）−−−−円板、（１２ａ） 、 （１２ｂ）
−−−−歯、（１３）・・・・クランクセンサ、（１４
）・・・・回転数検出回路、（１５）・・・・開度セン
サ、（１６）−・−−Ａ−Ｄコンバータ、（１７）−・
・＠ＲＯＭメモリ、（１８）−−・・マイクロコンピュ
ータ、（１９）・◆・・増幅回路、（２０）・・・・ア
クチェータ。
代理人 葛 野 信 −
第１図
第２図
ＤＣ
第４図
第６図
手続補正書（自発）５゜
６゜
１１゛許庁長官Ｄ１隻
１、事件の表示 ！１．；ＩＨ願昭 ５７−２
０１３１０号２、発明の名利、
エンジンの吸気弁制御装置
３．１山正をする−と
’Ｊ（ｒ’ｌ：とのＩＷＩ 係ＲｔＦｌ’出ＫＣ１人住
所 東京都千代田区丸の内皿丁目２番３号名
（６・（（３０，１，） 三菱′、″１機株式会
社代表者片山仁八部
４、代理人
住 所 東上１！′都千代田区丸の内皿丁目２
番３号補正の対象
明細書の発明の詳細な説明の欄
補正の内容
明細書第８頁最下行の「大きい」を「大きく」と補正す
る。
以 上Figure 1 is a cross-sectional view of a part of a conventional four-stroke engine, Figure 2 is a diagram showing the phase of the piston and intake valve, Figure 3 is a characteristic diagram of intake efficiency versus engine speed of the conventional device, and Figure 4 is a diagram showing the phase of the piston and intake valve.
Fig. 5 shows the characteristics of the intake efficiency ratio with respect to the closing timing of the intake valve, and Fig. 6 shows the relationship between the engine speed, the throttle valve opening and the closing timing. A characteristic diagram showing the relationship, FIG. 7, is a time ayat. (1)...Intake valve, (2)...Exhaust valve, (3)
. (4)...Cam, (5)...e piston, (6)
・Fist...Crack shaft, (9)...Cylinder, (10
)...throttle valve, (11)...air mixture generating means,
(12)---Disk, (12a), (12b)
---Teeth, (13)... Crank sensor, (14
)...Rotation speed detection circuit, (15)...Opening sensor, (16)--A-D converter, (17)--
・@ROM memory, (18)---Microcomputer, (19)・◆・Amplifier circuit, (20)・・・Actuator. Agent Makoto Kuzuno - Figure 1 Figure 2 DC Figure 4 Figure 6 Procedural Amendment (Voluntary) 5゜6゜11゛ Commissioner of the Authority D1 Ship 1, Incident Indication! 1. ;IH Gansho 57-2
01310 No. 2, Intake Valve Control Device for the Invention, Engine Intake Valve Control Device 3.1 Yamamasa and 'J(r'l: IWI Section RtFl') KC1 Address 2, Marunouchi Sara-chome, Chiyoda-ku, Tokyo 3 Name (6・((30,1,) Mitsubishi', ``1 Machine Co., Ltd. Representative: Hitoshi Katayama 4, Agent address: Higashijo 1!' 2, Marunouchi Sara-chome, Chiyoda-ku, Miyako)
In the detailed description of the invention column of the specification subject to amendment No. 3, the word "large" in the bottom line of page 8 of the amended specification is amended to "large". that's all
Claims (2)
トンと、絞り弁により調整された混合気を前記シリンダ
に吸入するだめの吸気弁と、燃焼筒ガスを排出するだめ
の排気弁とを備えた４サイクルガソリンエンジンに於て
、前記吸気弁の前記ピストンの位れに対する開閉時期を
制御するアクチェータと、エンジンの負荷状態を表わす
吸入空気量。 吸気管内圧力、絞り弁開度のうちの少なくとも一つの要
素とエンジンの回転数に対する吸気弁の所望の開閉時期
を２元マツプとして予め記憶したメモリと、このメモリ
の記憶内容に従って前記アクチェータを駆動制御する制
御手段とを備えたことを特徴とするエンジンの吸気弁制
御装置。(1) A cylinder, a piston that reciprocates within the cylinder, an intake valve for sucking the air-fuel mixture adjusted by a throttle valve into the cylinder, and an exhaust valve for discharging combustion cylinder gas. In a four-stroke gasoline engine, an actuator controls the opening/closing timing of the intake valve relative to the position of the piston, and an intake air amount representing the engine load condition. A memory in which desired opening/closing timing of the intake valve with respect to at least one element of intake pipe internal pressure and throttle valve opening degree and engine rotational speed is stored in advance as a binary map, and drive control of the actuator according to the stored contents of this memory. An intake valve control device for an engine, comprising: a control means for controlling an engine.
ては遅れ側に、エンジン負荷の増加に対しては進み側に
なるようにメモリ内のマツプ値を設定したことを特徴と
する特許請求の範囲第１項記載のエンジンの吸気弁制御
装置。(2) The map value in the memory is set so that the intake valve closing timing is delayed in response to an increase in engine speed and advanced in response to an increase in engine load. An engine intake valve control device according to claim 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57201310A JPS5990718A (en) | 1982-11-15 | 1982-11-15 | Control device for intake valve of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57201310A JPS5990718A (en) | 1982-11-15 | 1982-11-15 | Control device for intake valve of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5990718A true JPS5990718A (en) | 1984-05-25 |
Family
ID=16438880
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57201310A Pending JPS5990718A (en) | 1982-11-15 | 1982-11-15 | Control device for intake valve of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5990718A (en) |
Cited By (9)
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|---|---|---|---|---|
| JPS60166706A (en) * | 1984-02-08 | 1985-08-30 | Mazda Motor Corp | Suction device of engine |
| JPS6143210A (en) * | 1984-08-03 | 1986-03-01 | Mazda Motor Corp | Valve control device of engine |
| US4744338A (en) * | 1987-02-24 | 1988-05-17 | Allied Corporation | Variable camshaft timing system |
| JPH02115535A (en) * | 1988-10-26 | 1990-04-27 | Mazda Motor Corp | Control device for engine with supercharger |
| US4938187A (en) * | 1988-08-01 | 1990-07-03 | Honda Giken Kogyo Kabushiki Kaisha | Fuel control apparatus for engine |
| US4938188A (en) * | 1988-08-01 | 1990-07-03 | Honda Giken Kogyo Kabushiki Kaisha | Engine control apparatus |
| WO1995004210A1 (en) * | 1993-08-03 | 1995-02-09 | Fev Motorentechnik Gmbh & Co Kommanditgesellschaft | Four-stroke petrol engine with hybrid control |
| EP1143116A1 (en) * | 2000-04-05 | 2001-10-10 | Peugeot Citroen Automobiles SA | Internal combustion engine |
| ES2190331A1 (en) * | 2001-03-29 | 2003-07-16 | Mendez Jose Luis Rodil | Inlet and exhaust valve system for engines. |
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Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60166706A (en) * | 1984-02-08 | 1985-08-30 | Mazda Motor Corp | Suction device of engine |
| JPS6143210A (en) * | 1984-08-03 | 1986-03-01 | Mazda Motor Corp | Valve control device of engine |
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| US4938187A (en) * | 1988-08-01 | 1990-07-03 | Honda Giken Kogyo Kabushiki Kaisha | Fuel control apparatus for engine |
| US4938188A (en) * | 1988-08-01 | 1990-07-03 | Honda Giken Kogyo Kabushiki Kaisha | Engine control apparatus |
| JPH02115535A (en) * | 1988-10-26 | 1990-04-27 | Mazda Motor Corp | Control device for engine with supercharger |
| WO1995004210A1 (en) * | 1993-08-03 | 1995-02-09 | Fev Motorentechnik Gmbh & Co Kommanditgesellschaft | Four-stroke petrol engine with hybrid control |
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| FR2807467A1 (en) * | 2000-04-05 | 2001-10-12 | Peugeot Citroen Automobiles Sa | INTERNAL COMBUSTION ENGINE FOR MOTOR VEHICLE |
| ES2190331A1 (en) * | 2001-03-29 | 2003-07-16 | Mendez Jose Luis Rodil | Inlet and exhaust valve system for engines. |
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