JPH01200021A - Suction air flow controller for internal combustion engine - Google Patents

Abstract

PURPOSE:To reduce the number of components and simplify a constitution and improve the precision of control by changing the phase of a rotary valve controlling air suction, by means of a linear rotary piston, and at the same time, controlling the movement of this rotary piston by means of a fluid pressure. CONSTITUTION:When an engine 1 is driven, a pulley 12 is rotated through a belt V, and its rotational force is transmitted to a helical shaft 20 through an outer body 17, a linear rotary piston 23 and a plurality of helical grooves 26, 25, and a rotary valve 6 is rotated. As a result, a plurality of opening holes 8 at a rotary valve 6 are respectively connected to a plurality of air suction passages 7, and suction air is supplied to respective cylinders 2. In this instance, when knocking has occurred at the engine 1, oil pressure acting on an oil chamber 28 from an oil pressure source 15 is pressurized by means of an oil pressure regulation actuater 16. As a result, the rotary piston 23 is made to move, and a phase in the rotational direction of the rotary valve 6 is made to change.

Description

[Detailed description of the invention] B1 Purpose of the invention E1. Industrial applications The present invention relates to an intake flow rate control device for an internal combustion engine.

E2. Conventional technology The Miller cycle engine has been known as a method of reducing the maximum compression temperature in internal combustion engines by terminating the intake stroke in the middle of the entire stroke, thereby avoiding the occurrence of knocking in the low-to-medium speed range. . Conventionally, to realize this Miller cycle engine, a rotary valve is placed in the intake passage, and when knocking occurs, the opening and closing timing of the rotary valve is shifted based on commands from the knock sensor to adjust the intake air amount to a smaller amount. There are some that are designed to prevent knocking.

Conventionally, as a variable mechanism for adjusting the opening/closing timing of the rotary valve, a helical groove is formed on the drive side of the rotary valve, and an adjustment piece is provided in this groove, and the phase of the rotary valve is changed by moving the adjustment piece in the axial direction. Further, a means for sensing engine knocking is separately provided, the knocking sensing means and the adjustment piece are connected by a link and an operating lever, and when non-king occurs, the adjustment piece is moved via the link and the operating lever. However, for example, a device in which the phase of the rotary valve is shifted is disclosed in Japanese Patent Application Laid-open No. 58.
It is disclosed in Japanese Patent No.-55329.

E31 Problems to be Solved by the Present Invention In variable mechanisms such as those described above, wear easily occurs at the engagement portion between the rotating adjustment piece and the fixed operating lever, and this wear causes the adjustment of the set value. There is a problem that the engagement relationship becomes out of order, the phase adjustment accuracy of the rotary valve deteriorates, and the intended purpose of preventing non-king does not work properly. Furthermore, in the variable mechanism described above, since the knocking sensing means and the rotary valve are connected by a link and an operating lever, these movable links and operating levers require a relatively large space. However, in the current situation where parts installation space is limited due to the lack of space for parts in the engine room, it is difficult to adapt to a variety of vehicles with variable mechanisms that require a large installation space as described above. There is.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to propose an intake flow rate control device for an internal combustion engine that solves the above-mentioned problems by reducing the wear of the parts of the variable mechanism and reducing the installation space. be.

Mouth 9 Structure of the Invention Row 11 Means for Solving the Problems In order to solve the above-mentioned problems, the present invention controls intake by a rotary valve.
A linear rotary piston is fitted to the outer periphery of the drive side end of the rotary piston via a helical groove, and an outer body rotated by the engine is fitted to the outer periphery of the linear rotary valve. A rotary piston is provided that rotates integrally with the outer body in the rotational direction and is movable relative to the outer body in the axial direction, and the linear rotary piston is disposed within the outer body so as to change the fluid pressure. The present invention is characterized in that a fluid chamber for displacing the engine in the axial direction is provided, and a fluid pressure adjusting means is provided for changing the fluid pressure in the fluid chamber when the engine knocks.

LOW 21 Effect When knocking occurs in the engine, the linear rotary piston moves in the axial direction due to a change in fluid pressure, and the rotary valve rotates due to the helical groove so as to change its relative position with the linear rotary piston.

Therefore, the time when the communication state between the intake passage formed in the rotary valve and the intake passage ends is earlier than the normal time, and the intake air amount is adjusted to the subtotal side than usual, thereby preventing the occurrence of knocking.

Row 3. Embodiment FIG. 1 shows an overall diagram of a Miller cycle engine (kl indicates an engine, and each branch ffi (21) has an intake port (3) and an exhaust port (4).

(5) is a housing attached to the engine, and a rotary valve (6) made of a hollow tube is rotatably provided in this housing. The rotary valve (6) has the above-mentioned types? T? A ventilation opening (8) corresponding to the intake passage (7) to the intake boat (3) in (2) is formed.

In the drawing, the apertures (8) are formed at 4ivA as a four-cylinder engine, and these are formed with a phase of 90. (9) is a supercharger which presses the intake air into the rotary valve (6) through the passage αO), and when the opening (8) matches the intake passage (7), the compressed intake air is transferred to the cylinder side. It is designed to be supplied to (11) is an exhaust passage. A driving pulley (12) is provided on the driving end side of the rotary valve (6), and the engine (
The pulleys (14) provided on the crankshaft (13) of 1) are interlocked by a bell l-(V), and the rotation of the crankshaft (13) causes the rotary valve (6) to rotate synchronously. ing. (15) is a hydraulic power source, which is connected to the outer body (1) via a hydraulic pressure adjustment actuator (16).
7) It is designed to supply hydraulic pressure to the inside and adjust the supplied hydraulic pressure value. (18) is a rotary valve (6
), and (19) is a position detection sensor installed near the position detection slot (18), which detects the rotational state of the rotary valve (6).

Next, the variable mechanism of the rotary valve (6) will be explained in detail with reference to FIG.

A helical shirt l-(20) is integrally formed at the drive side end of the rotary valve (6). On the outer periphery of the helical shirt L-(20) section, the driving pulley described above is provided.
(12) is provided via a bearing (21), and a driving pulley (12) and a helical shaft (20) are provided.
It is rotatable relative to the .

The drive pulley (12) has a
An outer body (17) covering the helical shaft (20) is integrally formed. A linear rotary piston (23) is interposed within the outer body (17) and located between the inner peripheral surface of the outer body (17) and the helical shaft (20). Outer body (17
) and the outer peripheral surface (23a) of the linear rotary piston (23), as shown in FIG.
The linear rotary piston (23) rotates physically with the outer body (17) in the circumferential direction, and rotates in the axial direction. It can be moved by sliding with the outer body (17).

A seal ring (24) is fitted on the outer periphery of the linear rotary piston (23), and the outer body
(17) is sealed. A helical groove (25) inclined with respect to the axis is formed on the outer periphery of the helical shaft (20), as shown in FIG. A helical groove (26) that fits into the helical groove (25) as shown in FIG.
) is formed, and as the linear rotary piston (23) moves back and forth in the axial direction, the helical shaft (20)
, that is, the rotary valve (6) is connected to the linear rotary piston (23), that is, the driving pulley (1
2), and rotates in forward and reverse directions to change its phase. Inside the outer body (17),
An atmospheric chamber (27) is formed on the helical shaft side via the linear rotary piston (23), and an oil chamber (28) is formed on the opposite side. Atmospheric chamber (27
) is the communication hole (29) formed in the drive pulley (12)
The oil chamber (28) communicates with the atmosphere through an oil passage (30) and the hydraulic pressure adjustment actuator (16). A return spring (31) is compressed between the helical shaft (20) and the linear rotary piston (23), and the linear rotary piston (23)
3) is always urged towards the oil chamber (28).

Next, the operation will be explained.

When the engine (1) is driven, the drive belt (V) rotates the drive pulley (12), and its rotational force is
It is transmitted to the helical shaft (20) through the meshing part with the outer body (17), the linear rotary piston (23), and the helical groove (26) (25).
The rotary valve (6) rotates. Due to this rotation, each of the openings (8) is sequentially positioned in each intake passage (7) to supply intake air to each cylinder. When the engine is in a knocking state while the engine is running, a knock sensor etc. (
(not shown) enters the hydraulic adjustment actuator (16). This allows the hydraulic adjustment actuator (16
) operates to, for example, pressurize the oil pressure acting on the oil chamber (28) from the oil pressure /ll1i (15). When the oil pressure in the oil chamber (28) is increased, the linear rotary piston (23) moves toward the helical shirt I-(20) against the load of the return spring (31).
Due to this movement, the phase of the rotation direction of the helical shaft (20), that is, the rotary valve (6) changes in relation to the drive pulley (12). Due to this change, if the communication state between the opening (8) of the rotary valve (6) and the intake passage (7) is set so that the intake stroke is terminated in the middle of the entire stroke, the operation as a mirror cycle engine can be achieved. Eggplant. In addition, the change in the phase of this rotary valve (6) is detected by the position detection slot (18) and the position sensor (19), and it is determined whether the phase after the change is appropriate or not. If so, the signal is sent to the hydraulic adjustment actuator (16), and this is repeated to guide the rotary valve (6) to an appropriate phase.

When the knocking state of the engine disappears, the knock sensor etc. sends a signal to the hydraulic pressure adjustment actuator (1).
6), the hydraulic pressure adjustment actuator (16) reduces the hydraulic pressure in the oil chamber (28). Due to this pressure reduction, the linear rotary piston (23) is moved by the return spring (
31) is pushed toward the oil chamber (28) and stops at a position where the oil pressure and the return spring (31) are balanced. As a result of this movement, the rotary valve (6) returns to rotate from the changed phase position in the opposite direction, and is set to its normal relative position with respect to the driving pulley (12).

FIG. 4 shows another embodiment of the present invention, in which the linear rotary piston (23) and the hemical shirt l-(20
) is the oil chamber (28a), and the cedar oil chamber (28a
) formed in the helical shaft (20).
2) through which the oil passage (33) is formed in the housing (5).
The hydraulic pressure adjustment actuator (16) is connected to the hydraulic pressure adjustment actuator (16). Note that the oil chamber (28a) and the atmospheric chamber (27) are sealed with a seal ring (34). The oil chamber (3) in the linear rotary piston (23)
The chamber opposite to 1) is formed as an atmospheric chamber (35), and a linear rotary piston (23) is connected to the oil chamber (2).
A return spring (36) is interposed that urges it toward 8a). (37) is an atmospheric passage.

FIG. 5 shows another embodiment of the present invention, in which the hydraulic pressure f
The oil pressure from i (15) is directly sent to the oil chamber (28) (28a) through the oil passage (38), and a return oil passage (39) is provided in the cedar oil chamber (28) (28a). The oil pressure adjustment actuator (16) is provided to adjust the oil pressure in the oil chamber (2B) (28a).

Note that the linear rotary piston may be operated by fluid pressure other than the above-mentioned oil pressure.

C1 Effects of the Invention As described above, in the present invention, the movement of the linear rotary piston that changes the phase of the rotary valve is controlled by fluid pressure, and the movement from the fluid pressure control section to the linear rotary piston is Only fluid piping is required;
Compared to the conventional system that uses links and actuating levers, it requires less space to install one variable mechanism, and can be easily adapted to a variety of vehicles. No complicated handling is required. Furthermore, (in the variable mechanism part, there is no contact between the rotating and fixed parts, so there is extremely little wear on the parts, improving the durability of each part, and maintaining high control accuracy of the rotary valve. can do.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG. 1 is a partially cutaway plan view of a Miller cycle engine implementing the present invention, FIG. 2 is an enlarged plan sectional view showing a variable mechanism section, and FIG. 3 (
A) is a perspective view of a linear rotary piston, Figure 3 (
B) is a perspective view of the outer body part, FIG. 4 is a plan sectional view of a variable mechanism part showing another embodiment of the present invention, and FIG. 5 is a part of a Miller cycle engine showing another embodiment of the present invention. FIG. (1)...Engine (6)...Rotary valve (12)...Drive pulley (15)...Hydraulic pressure source (16)...Hydraulic pressure adjustment actuator (17)...
Outer body (23)...Linear rotary piston (25)
(26) ...Helical groove [28] ...Oil chamber

Claims (1)

[Claims] In a device in which air intake is controlled by a rotary valve, a linear rotary piston is fitted to the outer periphery of the driving end of the rotary valve via a helical groove, and a linear rotary piston is fitted on the outer periphery of the linear rotary piston to At the same time as fitting the outer body,
The linear rotary piston is provided so as to be rotatable integrally with the outer body in the direction of rotation thereof and movable relative to the outer body in the axial direction, and the linear rotary piston is disposed within the outer body. A fluid chamber is provided for displacement in the axial direction due to changes in pressure,
Separately, an intake flow rate control device for an internal combustion engine, characterized in that a fluid pressure adjusting means for changing the fluid pressure in the fluid chamber when the engine knocks is provided.