JPS62174531A - Suction pipe control valve - Google Patents

Abstract

PURPOSE:To arbitrarily control the opening/closing timing of a rotary valve by installing a rotary cylindrical valve onto the periphery of the rotary valve installed into the intake passage of a mirror cycle engine and controlling the turning angle according to the operation state of the engine. CONSTITUTION:A rotary valve 33 which revolves in synchronization with a camshaft 23 is installed in a suction passage 24, and a rotary cylindrical valve 32 is installed onto the periphery of the rotary valve, and said rotary valve 33 is revolved in the rotary cylindrical valve 32. Each position of the opened ports 34 and 35 formed onto the rotary cylindrical valve is controlled according to the operation state of the engine so that a controller 80 operates an actuator 60 by the signals of the number of revolution 81, intake quantity 30 and the throttle valve opening degree 82. Therefore, the opening and closing timing of the intake passage of the rotary valve 33 can be controlled by controlling the position of the opened port.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an intake control valve provided in the intake system of a Miller engine.

[Conventional technology]

The so-called mirror engine, which performs the mirror cycle in which the intake passage is closed before the intake bottom dead center to cause adiabatic expansion in the combustion chamber, is already known (for example, in the internal combustion engine
Vol, 20. No, 250. '81.6. P.

18-22. r Internal Combustion Engine J Vol, 20. No. 25
1. '81.7. P, 35-40. Jitsukai 52-70
Publication No. 212). When applying a mirror engine to an automobile, it is necessary to adjust the valve closing timing over a wide rotation range and load range. Therefore, the applicant had already
In the utility model registration application dated May 27 (name of the invention "Intake Control Valve J"), a rotary valve and a sleeve located on the outer circumferential side of the rotary valve and having an opening capable of communicating with the intake passage are provided in the intake passage. We have developed an intake control valve with a sleeve that can be rotated around the axis of the rotary valve.
The opening/closing timing of the intake passage by the rotary valve changes depending on the rotational displacement.

Furthermore, the control of the opening/closing timing using a rotary valve is described in Japanese Patent Application Laid-Open No. 55
It is disclosed in Japanese Utility Model Application Publication No. 148932 and Japanese Utility Model Application Publication No. 52-70212.

[Problem that the invention seeks to solve]

For example, if the sleeve is rotationally displaced in conjunction with only the accelerator pedal, the control range is restricted and it is difficult to set the timing of opening and closing of the intake passage to the optimum timing according to the operating state of the engine.

[Means for solving problems]

An intake control valve according to the present invention provides a sleeve that allows communication between a housing that constitutes a part of the intake passage and a rotary valve that opens and closes the intake passage, and has an opening that is opened and closed by the rotary valve. and a control mechanism that is provided with a means for detecting the operating state of the engine, and that rotationally displaces the sleeve around the axis in accordance with the operating state of the engine to change the opening and closing timing of the intake passage by the rotary valve. It is characterized by having the following.

〔Example〕

The present invention will be explained below with reference to illustrated embodiments.

FIG. 1 shows an engine to which an intake control valve according to an embodiment of the present invention is applied. A piston 3 is slidably accommodated in a cylinder bore 12 formed in a cylinder block 11, and a combustion chamber 14 is formed above the piston 13.

An intake boat 16 that can communicate with the combustion chamber 14 is bored in the cylinder neck 15, and this intake boat 16 is connected to the intake valve 1.
It is opened and closed by 7. A fuel injection valve 10 is attached to a nozzle 15 of the cylinder and is configured to inject fuel into an intake boat 16. The intake valve 17 is slidably disposed on a sleeve 18 provided on the cylinder head 15, and is urged by a spring 19 to protrude above the cylinder head 15, and a rocker arm 21 engages with the protruding end. rocker arm 21
is pivotally supported by the support member 22, is pressed by the cam 23 and swings, and drives the intake valve 17 to open and close. A fuel injection valve 10 is attached to a cylinder head 15 and is configured to inject fuel into an intake boat 16.

A housing 31 forming part of an intake passage is provided between the intake manifold 24 and the cylinder throat 15, and a throttle valve 25 is provided upstream of the intake manifold 24. An intercooler 27 is attached to the inlet of an intake pipe 26 provided on the upstream side of the throttle valve 25, and an intake duct 29 is provided with a supercharger (turbocharger) 28 on the upstream side of the cooler 27. is connected. An air cleaner 20 is provided at the most upstream portion of the intake system configured as described above, and an air flow meter 30 is provided between the air cleaner 20 and the intake duct 29.

As shown in detail in FIG. 2, the housing 31 bulges into a cylindrical shape, and a cylindrical sleeve 32 having an axis perpendicular to the intake passage is rotatably housed inside the housing 31. A rotary valve 33 is rotatably provided via a valve shaft 39. That is, the sleeve 32 and the rotary valve 33 are provided coaxially with each other. sleeve 32
are openings 3 facing the upstream and downstream sides of the intake passage, respectively.
4.35, thereby opening the intake passage and causing the intake air to flow along arrow A. A pin 36 that engages with the sleeve 32 protrudes from a hole that is engaged with the housing 31 and is connected to a piston 61 of an actuator 60 provided outside the housing 31 . As the lever piston 61 moves forward and backward, the sleeve 32 is rotationally displaced.

The rotary valve 33 is supported by a valve shaft 39 provided at the axial center position of the sleeve 32, and rotates within the sleeve 32 to open and close the intake passage. As shown in FIG. 1, the rotary valve 33 rotates in synchronization with the camshaft by connecting a drive pulley 41 fixed to a valve shaft 39 and a camshaft pulley 42 through a timing heald 43. The rotation speed is 1/1 of the rotation speed of the camshaft.
2, or 1/4 of the engine speed.

In FIG. 2, the rotary valve 33 is rotating clockwise, and when the peripheral end 33a of the rotary valve 33 is between the lower end 34b and the upper end 34a of the opening 34 of the sleeve 32, the intake passage is opened, and the peripheral end 33a is between the upper end 34a of the opening 34 and the upper end 35a of the opening 35, the intake passage is closed. Thus, the sleeve 32 is rotationally displaced and the rotary valve 3
The peripheral edge 33a of the opening 34 is the upper edge 34a and the lower edge 34 of the opening 34.
By changing the timing at which the air passes b, the timing at which the intake passage is closed can be changed.

The actuator 60 includes a body 62 connected to the outer peripheral surface of the housing 31 and a piston 61 slidably housed in a bore 63 bored inside the body 62. The iron core 64 connected to the piston 61 has a pore 63
It protrudes from the body 63 and fits into the center hole 66 of the differential transformer 65 provided at the end of the body 63. A connecting loft 67 fixed on the opposite side of the piston 61 from the iron core 64 is connected to a diaphragm 71 of a diaphragm device 70 .

The diaphragm device 70 is configured by partitioning the inside of the shelf 2 by a diaphragm 71 to form a variable pressure chamber 73, and housing a spring 74 within the variable pressure chamber 73. The diaphragm 7I is then displaced in accordance with the magnitude of the negative pressure introduced into the variable pressure chamber 73, thereby moving the piston 61 and rotationally displacing the sleeve 32 via the pin 36. That is, this changes the position of the iron core 64 with respect to the differential transformer 65, and the magnitude of the voltage generated in the differential transformer 65 changes.

Negative pressure introduced into the variable pressure chamber 73 is applied from the intake manifold 24 (see FIG. 1) via a three-way valve 75. The three-way valve 75 opens and closes under duty ratio control by an electronic control unit (ECU) 80 equipped with a microcomputer, and introduces a predetermined amount of negative pressure into the variable pressure chamber 73, thereby changing the displacement of the piston 61, that is, the displacement of the sleeve 32. Displacement is controlled. In order to perform feedback control so that the amount of displacement of the sleeve 32 becomes a predetermined value, the output voltage of the differential transformer 65 is manually input to the ECU 3O.

FIG. 3 shows a longitudinal section of this embodiment. Covers 51 and 52 are provided at the openings at both ends of the housing 3I, and the valve shaft 39 is supported by bearings 53 and 54 attached to these covers 51 and 52, respectively. Drive pulley 41
is fixed to the end of the valve shaft 39 protruding from the cover 51 with a bolt 55. A disk member 56.57 is fitted into a portion of the valve shaft 39 corresponding to the end of the housing 31, and a roller pin 58 is provided on the outer periphery of the disk member 56.57. The roller pin 58 engages with the inner wall surface of the sleeve 32, so that the rotary valve 33 rotates without slidingly contacting the inner wall surface of the sleeve 32.

The sleeve 32 has a number of openings 34 corresponding to the number of intake passages, and a partition member 59 is provided within the sleeve 32 to partition each intake passage. The piston 61 for rotationally displacing the sleeve 32 around the axis is housed in the body 62 provided outside the housing 31, as described above. Note that instead of the roller pin 58, the disc member 56
．． The outer peripheral surface of the disc member 57 may be coated with a sliding material such as tetrafluoroethylene resin, and the disc members 56 and 57 may be brought into sliding contact with the sleeve 32 through this sliding material.

FIG. 4 shows the sleeve 32. As can be seen from this figure, the sleeve 32 has a cylindrical shape with both ends open and rectangular openings 34 and 35 formed therein.

This embodiment is applied to a four-cylinder engine, and the opening 34 is
．． 35 are formed in four pieces each, and are arranged in the axial direction of the sleeve 32. Note that a hole 62 into which the pin 36 engages is bored in the upper part of the sleeve 32.

In order to control the rotational angular position of the sleeve 32, as shown in FIG. TH and a signal indicating the intake air amount Q are input from the air flow meter 30, and furthermore, a signal indicating the output voltage of the differential transformer 65 (FIG. 2) of the actuator 60 is input in order to feedback control the rotational angular position of the sleeve 32. is input.

Also, based on the rotation angle position of the sleeve 32, the supercharger 28
In order to control the operating state of the fuel injection valve 10 and the igniter 84, the ECU 3O outputs a command signal to the actuator 83 that opens and closes the wastegate valve. A command signal is output to each.

FIG. 5 shows a program flowchart 1 for controlling the position of the sleeve 32. This control routine is, for example, 2
Interrupt processing is performed every 00n+sec.

In step 101, the engine rotation speed N and intake air iQ are read from the rotation speed detector 81 and the air flow meter 30, respectively. In step 102, engine load Q/N is calculated from intake air amount Q and engine speed N. Next, in step 103, a target value Vo of the rotational angular position of the sleeve 32 is calculated from the map shown in FIG.

This map can divide the relationship between engine speed N and engine load Q/N into three regions. The first region ■ is a low-speed load region where the sleeve 32 fully opens the intake passage, and the second region ri is a medium load region where the sleeve 32 opens the intake passage by a predetermined amount. The third region (3) is a high load region where the sleeve 32 closes the intake passage by a predetermined amount, and the supercharger 28 is driven to ensure the amount of air. This is the area where

In step 104, the actual value VR of the position of the sleeve 32 is
In other words, read the rotation angle position at that time. Step 105
Now, the actual value ■8 and the target value ■. It is determined whether the difference is larger than the allowable error ε, and if it is larger, the sleeve 32 is rotationally displaced in a direction to close the intake passage in step 109, and if it is smaller, the process moves to step 106. After displacing the sleeve 32 in the closing direction in step 109, step 104 is performed again.
The actual value (1) of the position of the sleeve 32 is read at step 7, and Step 7 105 is executed. Therefore, the rotation angle position of the sleeve 32 is the target value ■. I'm getting closer to. On the other hand, if it is determined in step 106 that the difference between the actual values V, I and the target value v0 is smaller than the negative tolerance (-ε), step 11
0, the sleeve 32 is rotationally displaced in the direction of opening the intake passage, and steps 104, 105, and 106 are executed again. Therefore, the rotational angular position of the sleeve 32 is at the target value V. It approaches ζ.

If a negative determination is made in both steps 105 and 106, the actual value 8 substantially matches the target value, and steps 107 and 108 are then executed. That is, in step 107, the actuator 83 of the supercharger 28 is controlled based on the map shown in FIG. In this embodiment, the actuator 83 opens and closes the wastegate valve, but if a mechanical type (for example, a Roots pump) is used as the supercharger 28, the actuator 83 is used to open and close the wastegate valve. It is a switching mechanism. In step 108, the fuel injection valve 10 and the igniter 84 are controlled to adjust the fuel injection amount and ignition timing according to the rotational angular position of the sleeve 32.

According to the control routine shown in FIG. 5, the rotational angular position of the sleeve 32 is controlled, and the actuator 83 of the supercharger 28, the fuel injection valve 10, and the igniter 84 are also controlled.

FIG. 7 shows the relative positional relationship between the rotary valve 33 and the sleeve 32. In the figure, the angle indicates the operating angle, that is, the opening/closing period of the intake valve 17 (FIG. 1), and is about 200° to 240°. The position P of the rotary valve 33 corresponds to the intake top dead center, and the position Q corresponds to the intake bottom dead center. When the open lower end 34b of the sleeve 32 is aligned with the lower surface 63 of the intake passage as shown, while the peripheral end 33a of the rotary valve 33 rotates by the intake working angle (corresponding to the above angle), the intake passage is opened, and intake air is supplied to the combustion chamber 14 (FIG. 1) during the opening period of the intake valve. On the other hand,
The sleeve 32 is rotated in the direction of arrow C to open the lower end 3 of the opening.
4b is located above the lower surface 63 of the intake passage, the intake passage will be closed before intake bottom dead center. As a result, adiabatic expansion of intake air occurs within the combustion chamber 14, and a Miller cycle is realized.

FIG. 8 shows the relationship between the opening/closing operation of the intake valve 17 and the rotational operation of the rotary valve 33. The solid line R indicates the opening area of the intake valve 17, and the intake valve 17 in the device constructed from this is opened from just before the intake stroke to the beginning of the compression stroke. A dashed-dotted line S indicates the opening timing and opening area of the rotary portion 33 when the opening lower end 34b of the sleeve 32 is located at a position that substantially coincides with the lower surface 63 of the intake passage as shown in FIG.

In this case, the rotary valve 33 opens the intake passage while the intake valve 17 is open, and the intake passage substantially opens the intake valve 1.
It is opened and closed only by 7. The two-dot chain line T indicates the opening timing and opening area of the rotary valve 33 when the opening lower end 34b of the sleeve 32 is above the lower surface 63 of the intake passage, as shown by the imaginary line in FIG. In this case, the rotary valve 33 closes the intake passage before the intake valve 17 closes.

FIG. 9 shows another embodiment of an actuator 90 for rotationally displacing the sleeve 32. As shown in FIG. In this embodiment, the actuator 90 is provided with a step motor 92 attached to a body 91 and an output shaft of this step motor 92,
The worm 93 has a gear 94 formed on the outer periphery of the sleeve 32.
mesh with. Thus, driving the step motor 92,
By rotating the gear 94 via the worm 93, the sleeve 32 is rotated. In this embodiment, the control routine for displacing sleeve 32 includes steps 104.105.1 in the flowchart of FIG.
Instead of 06.109.110, a J step is executed in which the step motor 92 is driven so as to rotationally displace the sleeve 32 to the target value ■.

As described above, according to each embodiment of the present invention, it is possible to set the sleeve 32 at an optimal position depending on the engine operating state, reduce pump loss at partial load and improve fuel efficiency, and improve fuel efficiency at high load. The output can be further improved by using a feeder in combination. Further, at low speed and load conditions such as idling operation, the sleeve 32 is set at a position that maximizes the flow area of the intake passage, the Miller cycle is not performed, and deterioration of combustion is prevented. Further, when the sleeve 32 is fully closed during deceleration, the effectiveness of engine braking increases. As a result, engine drivability is improved.

Further, when each of the above embodiments is applied to a known electronically controlled engine, existing sensors can be used, and there is no need to substantially change the overall configuration of the engine.

〔Effect of the invention〕

As described above, according to the present invention, it is possible to optimally control the opening and closing timing of the intake passage by the rotary valve according to the operating state of the engine, thereby making it possible to improve engine performance.

[Brief explanation of drawings]

FIG. 1 is a sectional view showing an engine to which an embodiment of the present invention is applied; FIG. 2 is a sectional view showing an embodiment of the sleeve actuator; FIG. 3 is a longitudinal sectional view of the intake control valve shown in FIG. 1. , Fig. 4 is a perspective view showing the sleeve, Fig. 5 is a flowchart of the control routine, Fig. 6 is a map of the rotational angle position of the sleeve with respect to engine speed and engine load, and Fig. 7 is the positional relationship between the rotary valve and the sleeve. 8 is a graph showing the opening and closing operations of the intake valve and the rotary valve. FIG. 9 is a sectional view showing another embodiment of the sleeve actuator. 30...Air flow meter 31...Housing 32...Sleeve 33...Rotary valve 34.35...Opening 60.90...Actuator 80...Electronic control unit 81...Rotation speed detection Vessel N Figure 6

Claims (1)

[Scope of Claims] 1. An intake control valve comprising a rotary valve that opens and closes the intake passage by rotating around an axis substantially perpendicular to the intake passage in a housing constituting a part of the intake passage, A sleeve is disposed between the housing and the rotary valve and has an opening that is capable of communicating with the intake passage and is opened and closed by the rotary valve, and a means for detecting the operating state of the engine is provided, and An intake control valve characterized by being provided with a control mechanism that rotationally displaces the sleeve around an axis depending on the state and changes the opening/closing timing of the intake passage by the rotary valve. 2. The intake control valve according to claim 1, wherein the operating state detection means includes a sensor that detects engine rotation speed, intake air amount, and throttle valve opening. 3. The intake control valve according to claim 2, wherein the operating state detection means further includes a sensor for detecting the supercharger operating state.