JPH0577845B2 - - Google Patents

Info

Publication number
JPH0577845B2
JPH0577845B2 JP59212937A JP21293784A JPH0577845B2 JP H0577845 B2 JPH0577845 B2 JP H0577845B2 JP 59212937 A JP59212937 A JP 59212937A JP 21293784 A JP21293784 A JP 21293784A JP H0577845 B2 JPH0577845 B2 JP H0577845B2
Authority
JP
Japan
Prior art keywords
state
intake
engine
passage
acceleration
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.)
Expired - Lifetime
Application number
JP59212937A
Other languages
Japanese (ja)
Other versions
JPS6189924A (en
Inventor
Kyotaka Mamya
Hirobumi Nishimura
Mitsuo Hitomi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP59212937A priority Critical patent/JPS6189924A/en
Publication of JPS6189924A publication Critical patent/JPS6189924A/en
Publication of JPH0577845B2 publication Critical patent/JPH0577845B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10157—Supercharged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/021—Resonance charging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/0215—Oscillating pipe charging, i.e. variable intake pipe length charging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
    • F02B27/0252—Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0268—Valves
    • F02B27/0273—Flap valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0289—Intake runners having multiple intake valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/108—Intake manifolds with primary and secondary intake passages
    • F02M35/1085—Intake manifolds with primary and secondary intake passages the combustion chamber having multiple intake valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10065—Valves arranged in the plenum chamber
    • 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)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Characterised By The Charging Evacuation (AREA)

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、吸気通路長さ、通路面積、容積等の
吸気系の形状を可変とし、これをエンジン回転数
に応じて切換えるようにしたエンジンの吸気装置
に関するものである。Detailed Description of the Invention (Industrial Field of Application) The present invention relates to an engine in which the shape of the intake system, such as the length of the intake passage, the area of the passage, and the volume, is made variable and is switched according to the engine speed. The present invention relates to an air intake device.

（従来技術） 従来より、エンジンに吸気を供給する吸気装置
において、例えば実開昭57−2215号に見られるよ
うに、各シリンダに複数に吸気通路を接続し、一
方の吸気通路に開閉弁を設けて、低回転時には開
閉弁を閉じ、高回転時に開いて通路面積を切換え
るように制御し、トルク特性を改善する技術が知
られている。(Prior art) Conventionally, in an intake system that supplies intake air to an engine, a plurality of intake passages are connected to each cylinder, and an on-off valve is attached to one of the intake passages, as shown in Utility Model Application Publication No. 57-2215, for example. There is a known technique for improving torque characteristics by controlling the opening/closing valve to close at low speeds and open at high speeds to switch the passage area.

すなわち、上記のような技術においては、吸気
系にトルクのピークが低回転側にある第１の状態
と、トルクのピークが高回転側にある第２の状態
とを設け、第１の状態にある低回転数からの回転
数の上昇に伴い、第１の状態での発生トルクが低
化するのに対し第２の状態での発生トルクが増大
して、両者のトルクが一致する設定回転数に達す
ると、第１の状態から第２の状態に切換作動し
て、全運転域で高いトルク特性を得るようにした
ものである。 That is, in the above technology, a first state in which the torque peak is on the low rotation side and a second state in which the torque peak is on the high rotation side are provided in the intake system, and the first state is As the rotation speed increases from a certain low rotation speed, the torque generated in the first state decreases, but the torque generated in the second state increases, and the set rotation speed at which both torques match. When this state is reached, the first state is switched to the second state to obtain high torque characteristics over the entire operating range.

また、上記のようにエンジンの吸気系の形状を
切換えるものとしては、吸気慣性等の動的特性を
エンジン回転数の変動に対応して変化させるため
に、動的特性の変化要素である通路長さ、通路面
積、容積等を切換変更し、それぞれの回転域に適
合した動的特性を得て充填効率の向上を図るよう
にした技術もある。 In addition, in order to change the shape of the engine intake system as described above, in order to change the dynamic characteristics such as intake inertia in response to fluctuations in engine speed, the passage length, which is an element that changes the dynamic characteristics, is changed. There is also a technique that improves filling efficiency by changing the passage area, volume, etc. to obtain dynamic characteristics suitable for each rotation range.

しかるに、上記のように吸気系の形状をエンジ
ン回転数の変動に応じて切換えるようにした場合
に、急加速時の切換作動時にノツキングもしくは
トルクシヨツクが生起して加速性能が低下する恐
れがある。すなわち、急加速時には一時的に混合
気の空燃比が薄くなり、また、トルクもしくは回
転数の上昇より早期に点火時期が進角するなどの
原因によつてノツキングが発生し易いものであ
り、しかも、第１の状態で高い発生トルクがある
ときに第２状態への切換えを行うと、これに伴な
つて第２状態での発生トルクが上昇するまでにト
ルク変動が大きく、トルクシヨツクとして運転性
を阻害するものである。 However, when the shape of the intake system is switched in response to fluctuations in engine speed as described above, there is a risk that knocking or torque shock may occur during the switching operation during sudden acceleration, reducing acceleration performance. In other words, knocking is likely to occur due to factors such as the air-fuel ratio of the air-fuel mixture temporarily becoming lean during sudden acceleration, and the ignition timing advancing earlier than the increase in torque or rotational speed. , when switching to the second state when there is a high generated torque in the first state, the torque fluctuation will be large until the generated torque in the second state increases, and the driveability will be affected as a torque shock. It inhibits

（発明の目的） 本発明は上記事情に鑑み、急加速時に第１の状
態から第２の状態への切換えを行うときのトルク
シヨツクの抑制およびノツキングの発生を解消し
て加速性を向上したエンジンの吸気装置を提供す
ることを目的とするものである。(Object of the Invention) In view of the above circumstances, the present invention provides an engine that improves acceleration by suppressing torque shock and eliminating knocking when switching from a first state to a second state during sudden acceleration. The purpose of this invention is to provide an intake device for the following.

（発明の構成） 本発明の吸気装置は、エンジン回転数に応じて
吸気系の形状を低回転域用の第１の状態と高回転
域用の第２の状態とに切換えるについて、エンジ
ンの加速状態を検出し、所定値以上の急加速時に
は、上記第１の状態と第２の状態との切換えを行
うときの設定回転数を低い側に補正するようにし
たことを特徴とするものである。(Structure of the Invention) The intake system of the present invention switches the shape of the intake system between a first state for a low speed range and a second state for a high speed range according to the engine speed. The present invention is characterized by detecting the state and correcting the set rotation speed when switching between the first state and the second state to a lower side when sudden acceleration exceeds a predetermined value. .

（発明の効果） 本発明によれば、急加速時には第１の状態から
第２の状態への切換時期の設定回転数を低く補正
することにより、低回転域から高回転域に回転数
が上昇する際に、早い時期に吸気系が第１の状態
から第２の状態に切換わり、充填量が実質急に変
化しないようにし、早い時期から第２の状態のト
ルク特性に沿つて変動し、急激なトルク変動を伴
うことなくなだらかにトルクが上昇し、トルクシ
ヨツクのない良好な運転性を得るとともに、混合
気の一時的な希薄化もなくノツキングが効果的に
防止できる。(Effects of the Invention) According to the present invention, during sudden acceleration, the rotation speed increases from a low rotation range to a high rotation range by correcting the set rotation speed at the time of switching from the first state to the second state to a lower value. When doing so, the intake system switches from the first state to the second state at an early stage so that the filling amount does not change substantially suddenly, and changes along the torque characteristics of the second state from an early stage, Torque increases gradually without sudden torque fluctuations, good drivability without torque shock is obtained, and knocking can be effectively prevented without temporary dilution of the air-fuel mixture.

また、緩加速時には、第１の状態と第２の状態
での発生トルクが一致する通常の設定回転数で切
換えを行うので、急加速時と同様の早い時期に切
換えを行つた際に生じる不具合、すなわち切換時
にトルクが大きく低下するのに伴うトルクシヨツ
クがを生じることなく、スムーズに運転性、加速
性が得られるものである。 In addition, during slow acceleration, switching is performed at the normal set rotation speed where the torque generated in the first state and the second state match, so problems that may occur when switching is performed at an early stage similar to that during sudden acceleration. In other words, smooth drivability and acceleration can be obtained without causing a torque shock due to a large decrease in torque during switching.

（実施例） 以下、図面により本発明の実施例を説明する。(Example) Embodiments of the present invention will be described below with reference to the drawings.

実施例 １ 第１図は本発明の一実施例による吸気装置を備
えたエンジンの全体構成図である。Embodiment 1 FIG. 1 is an overall configuration diagram of an engine equipped with an intake system according to an embodiment of the present invention.

エンジン１の各シリンダ２には、第１吸気ポー
ト３および第２の吸気ポート４の２つの吸気ポー
トが開設されるとともに、２つの排気ポート５，
５が開設されている。 Each cylinder 2 of the engine 1 has two intake ports, a first intake port 3 and a second intake port 4, and two exhaust ports 5,
5 have been established.

吸気ポート３，４に吸気を供給する吸気通路７
はターボ過給機８を備えるとともに、サージタン
ク９下流側の部分が、各シリンダ２の第１吸気ポ
ート３に接続される第１通路７ａと、第２吸気ポ
ート４に接続される第２通路７ｂとにそれぞれ分
岐されている。上記第１通路７ａには燃料噴射ノ
ズル１０が配設され、第２通路７ｂにはこの第２
通路７ｂを開閉する開閉弁１１が介装され、各シ
リンダ２に対する各開閉弁１１は共通の操作軸１
２に接続され、この操作軸１２がアクチユエータ
１３によつて開閉作動されるものである。サージ
タンク９の上流側の吸気通路７には吸気量を検出
するエアフローメータ１４、負荷に応じて開閉さ
れるスロツトバルブ１５が介装されている。 Intake passage 7 that supplies intake air to intake ports 3 and 4
is equipped with a turbo supercharger 8, and the downstream portion of the surge tank 9 has a first passage 7a connected to the first intake port 3 of each cylinder 2, and a second passage connected to the second intake port 4. 7b and 7b, respectively. A fuel injection nozzle 10 is disposed in the first passage 7a, and a fuel injection nozzle 10 is disposed in the second passage 7b.
An on-off valve 11 for opening and closing the passage 7b is interposed, and each on-off valve 11 for each cylinder 2 is connected to a common operating shaft 1.
2, and this operating shaft 12 is opened and closed by an actuator 13. The intake passage 7 on the upstream side of the surge tank 9 is provided with an air flow meter 14 for detecting the amount of intake air and a slot valve 15 that is opened and closed according to the load.

また、前記排気ポート５，５に接続されて排気
ガスを導出する排気通路１７には、排気ガスによ
つて駆動されるターボ過給機８のタービン８ａが
配設され、このタービン８ａに連結され吸気を加
圧するブロア８ｂが前記吸気通路７に配設されて
いる。 Further, a turbine 8a of a turbocharger 8 driven by the exhaust gas is disposed in the exhaust passage 17 connected to the exhaust ports 5, 5 and leading out the exhaust gas, and is connected to the turbine 8a. A blower 8b that pressurizes intake air is disposed in the intake passage 7.

前記開閉弁１１の開閉を行うアクチユエータ１
３の作動および燃料噴射ノズル１０による燃料噴
射は、制御装置１８（コントロールユニツト）か
らの制御信号によつて行われる。この制御装置１
８には、前記エアフローメータ１４からの吸気量
信号に加えて、スロツトルバルブ１５の開度に基
づき加速状態を検出するためのスロツトル開度セ
ンサー１９からの信号、およびエンジン１のクラ
ンク軸６の回転速度からエンジン回転数を検出す
る回転数センサー２０からの信号がそれぞれ入力
される。 Actuator 1 that opens and closes the on-off valve 11
3 and the fuel injection by the fuel injection nozzle 10 are performed in accordance with a control signal from a control device 18 (control unit). This control device 1
8, in addition to the intake air amount signal from the air flow meter 14, a signal from the throttle opening sensor 19 for detecting the acceleration state based on the opening of the throttle valve 15, and a signal from the crankshaft 6 of the engine 1. Signals from a rotational speed sensor 20 that detects the engine rotational speed from the rotational speed are respectively input.

前記吸気系において、開閉弁１１によつて第２
通路７ｂを閉じて第１通路７ａのみのよつて吸気
を供給しているときが低回転域用の第１の状態で
あり、一方、開閉弁１１が開いて第１通路７ａお
よび第２通路７ｂによつて吸気を供給していると
きが高回転域用の第２の状態である。この第１の
状態と第２の状態と切換えるアクチユエータ１３
の作動は、回転数センサー２０により検出された
エンジン回転数に応じて設定回転数で行われると
ともに、この切換時の設定回転数はスロツトル開
度センサー１９により検出された加速状態に応じ
て変更されるものである。 In the intake system, the second
The first state for the low rotation range is when the passage 7b is closed and intake air is supplied only through the first passage 7a, while on the other hand, the on-off valve 11 is open and the first passage 7a and the second passage 7b are supplied with intake air. The second state for the high rotation range is when intake air is supplied by the engine. The actuator 13 switches between the first state and the second state.
The operation is performed at a set rotation speed according to the engine rotation speed detected by the rotation speed sensor 20, and the set rotation speed at the time of this switching is changed according to the acceleration state detected by the throttle opening sensor 19. It is something that

すなわち、第２図Ａに示すように、開閉弁１１
が閉じた第１の状態から開閉弁１１が開いた第２
の状態への切換時は、エンジン１の加速状態が設
定値未満の緩加速時には、実線で示す第１の設定
回転数N0であり、エンジン１の加速状態が設定
値以上の急加速時には、破線で示す第２の設定回
路N1であり、第２の設定回転数N1は第１の設定
回転数N0より低い値であり、急加速時には切換
時の設定回転数は低い値に補正される。 That is, as shown in FIG. 2A, the on-off valve 11
from the first state in which the on-off valve 11 is closed to the second state in which the on-off valve 11 is opened.
When switching to the state, when the acceleration state of the engine 1 is a slow acceleration that is less than the set value, the first set rotation speed N 0 is indicated by the solid line, and when the acceleration state of the engine 1 is rapid acceleration that is more than the set value, This is the second setting circuit N1 shown by the broken line, and the second set rotation speed N1 is a value lower than the first set rotation speed N0 , and the set rotation speed at the time of switching is corrected to a lower value during sudden acceleration. be done.

そして、上記第１の設定回転数N0は第２図Ｂ
に示すように、吸気系が第１の状態にあるときの
トルクカーブＩと、吸気系が第２の状態にあると
きのトルクカーブとが交差して両状態の発生ト
ルクが一致する時の回転数に設定され、第２の設
定回転数N1はこれより低い値に設定されている。
なお、第２図Ｂにおいて曲線は減速ラインであ
る。 The first set rotation speed N 0 is shown in Figure 2 B.
As shown in , the rotation when the torque curve I when the intake system is in the first state and the torque curve when the intake system is in the second state intersect and the generated torques in both states match. The second set rotation speed N1 is set to a value lower than this.
Note that the curve in FIG. 2B is a deceleration line.

前記制御装置１８は、急加速時を除く加速状態
においてエンジン回転数が上昇して第１の設定回
転数N0に達した時には、アクチユエータ１３に
開信号を出力して開閉弁１１を開状態に作動制御
するものであり、急加速時にはこれより低回転側
の第２の設定回転数N1に補正して早い時期に開
閉弁１１を開く作動信号を出力するものである。
これによりノツキングノ発生を伴うことなく良好
な加速性が得られる。 The control device 18 outputs an open signal to the actuator 13 to open the on-off valve 11 when the engine speed increases and reaches the first set speed N0 in an acceleration state other than during sudden acceleration. It controls the operation and outputs an operation signal to open the on-off valve 11 at an early stage by correcting it to a second set rotation speed N1 on the lower rotation side during sudden acceleration.
As a result, good acceleration performance can be obtained without causing knocking noise.

上記実施例においては、低回転域では第１通路
７ａのみによつて吸気が供給され、その流速が速
いことからシリンダ２内に強いスワールを生成す
るように設けられているが、急加速時にスワール
が強いとさらにノツキング発生しやすくなるもの
である。しかし、この急加速時には切換時期が早
くなつて第２通路７ｂからも吸気が早期に供給さ
れてスワールが弱くなり、これによつてもノツキ
ングの発生が抑制される。 In the above embodiment, intake air is supplied only through the first passage 7a in the low rotation range, and because the flow velocity is high, it is provided to generate a strong swirl inside the cylinder 2. However, during sudden acceleration, the swirl If this is strong, knocking is more likely to occur. However, during this rapid acceleration, the switching timing becomes earlier, and the intake air is also supplied from the second passage 7b earlier, weakening the swirl, thereby also suppressing the occurrence of knocking.

第３図は緩加速時（実線）と急加速時（破線）
とにおけるターボ過給機８の作動に伴う吸気圧力
の変化を示すものである。ａ点はアイドリング状
態で吸気圧力は負圧になつており、ｂ点からスロ
ツトルバルブ１５が湯加速時には緩慢に、急加速
時には急激に開作動される。このスロツトルバル
ブ１５の開作動に伴い、吸気圧力は大気圧に上昇
するとともに、排気ガスの増大によつてターボ過
給機８が作動して吸気圧力は正圧方向に上昇し、
最終的に過給圧に達する。そして、緩加速時には
ｄ点で開閉弁１１が開き、急加速時にはこれより
前のｃ点で開閉弁１１が開くものである。その
際、開閉弁１１が閉じている状態では通路面積が
狭く、吸気の抵抗が大きくなつてブロア８ｂの回
転上昇が小さくなるのに対し、急加速時には早期
に開閉弁１１が開くことから、ブロア８ｂの回転
上昇度が高くなつて、吸気圧力の上昇が早くな
り、ターボ過給機８のタイムラグが短くなつて加
速時の応答性が向上する。 Figure 3 shows slow acceleration (solid line) and sudden acceleration (dashed line).
It shows the change in intake pressure due to the operation of the turbocharger 8 in and. At point a, the intake pressure is negative in the idling state, and from point b, the throttle valve 15 is opened slowly when accelerating hot water, and rapidly when accelerating rapidly. With this opening operation of the throttle valve 15, the intake pressure rises to atmospheric pressure, and the turbo supercharger 8 is activated due to the increase in exhaust gas, and the intake pressure rises in the positive pressure direction.
Eventually, boost pressure is reached. During slow acceleration, the on-off valve 11 opens at point d, and during rapid acceleration, the on-off valve 11 opens at point c, which is earlier than this. At this time, when the on-off valve 11 is closed, the passage area is narrow and the intake resistance increases, resulting in a small increase in the rotation of the blower 8b. However, during sudden acceleration, the on-off valve 11 opens early, so the blower As the rotational speed of the engine 8b increases, the intake pressure increases faster, the time lag of the turbocharger 8 becomes shorter, and the responsiveness during acceleration improves.

なお、上記実施例においては、加速状態に対応
して切換設定回転数を２段階に設定しているが、
加速の大きさに応じて切換設定回転数を無段階に
制御するようにしてもよい。 In addition, in the above embodiment, the switching setting rotation speed is set in two stages corresponding to the acceleration state, but
The switching setting rotation speed may be controlled steplessly according to the magnitude of acceleration.

実施例 ２ 第４図とは吸気系の形状を低回転域用の第１の
状態と高回転域用の第２の状態とに切換える他の
実施例を示し、この例では吸気系の形状をその動
的特性がエンジン回転数の変化に対応して同調す
るように調整し、充填効率を向上し、トルク特性
を改善するものである。Embodiment 2 Fig. 4 shows another embodiment in which the shape of the intake system is switched between a first state for a low rotation range and a second state for a high rotation range. Its dynamic characteristics are adjusted to match changes in engine speed, improving charging efficiency and torque characteristics.

直列６気筒エンジン２１における各シリンダ
２，２…に接続された吸気通路２２は、それぞれ
実質的に吸気行程がオーバーラツプしない２つの
気筒群に分割されて、第１サージタンク２３もし
くは第２サージタンク２４に接続されている。す
なわち、第１ないし第３気筒の独立吸気通路２２
が第１サージタンク２３に集合され、第４ないし
第６気筒の独立吸気通路２２が第２サージタンク
２４に集合されている。また、上記第１および第
２サージタンク２３，２４には、その上流側に１
本ずつの吸気通路２５，２６が接続され、両吸気
通路２５，２６は集合して合流通路２７に連通し
て設けられている。 The intake passage 22 connected to each cylinder 2, 2, . It is connected to the. That is, the independent intake passages 22 of the first to third cylinders
are collected in the first surge tank 23, and the independent intake passages 22 of the fourth to sixth cylinders are collected in the second surge tank 24. Further, the first and second surge tanks 23 and 24 have one tank on the upstream side thereof.
Each of the intake passages 25 and 26 are connected to each other, and both intake passages 25 and 26 are collectively provided to communicate with a merging passage 27.

一方、前記第１および第２サージタンク２３，
２４は互いに連通路２８によつて直接連通され、
この連通路２８には該連通路２８を開閉する開閉
弁２９が介装されている。この開閉弁２９はアク
チユエータ３０によつて開閉作動され、該アクチ
ユエータに前記第１図と同様の制御装置１８から
の制御信号が出力され、設定回転数未満の低回転
域では開閉弁２９を閉じた第１の状態とる一方、
設定回転数以上の高回転域では開閉弁２９を開い
た第２の状態とするように切換制御される。 On the other hand, the first and second surge tanks 23,
24 are in direct communication with each other through a communication path 28,
An on-off valve 29 that opens and closes the communication passage 28 is interposed in the communication passage 28 . This on-off valve 29 is opened and closed by an actuator 30, and a control signal from the control device 18 similar to that shown in FIG. While taking the first state,
In a high rotation range equal to or higher than the set rotation speed, switching control is performed so that the on-off valve 29 is placed in the second open state.

そして制御装置１８はエンジン２１の加速状態
を検出し、設定値未満の緩加速時に開閉弁２９を
開作動する切換時の設定回転数に対して、設定値
以上の急加速時には切換時の設定回転数を低回転
側に補正するものである。 Then, the control device 18 detects the acceleration state of the engine 21, and the set rotation speed at the time of switching to open the on-off valve 29 at the time of slow acceleration below the set value, and the set speed at the time of switching at the time of rapid acceleration exceeding the set value. The number is corrected to the lower rotation side.

上記開閉弁２９の開閉は、各サーシタンク２
３，２４と上流側の吸気通路２５，２６および合
流通路２７による気柱振動系の影響による圧力振
動に伴う動的特性の同調回転数を変更するもので
あつて、エンジン回転数の変動に合つた動的特性
を利用して充填効率を向上する。すなわち、両サ
ージタンク２３，２４の連通長さを長くすると同
調回転数が低回転側となり、短くすると高回転側
に移行するので、高回転時には連通路２８の開閉
弁２９を開いて、両サージタンク２３，２４をこ
の連通路２８で直接連通するように制御するもの
である。 The opening/closing of the on-off valve 29 is controlled by each
3, 24, the intake passages 25, 26 on the upstream side, and the merging passage 27 to change the tuned rotation speed of the dynamic characteristics associated with pressure vibrations due to the influence of the air column vibration system, and to match the fluctuations in the engine rotation speed. Improving filling efficiency by taking advantage of the dynamic characteristics of That is, when the communication length of both surge tanks 23 and 24 is lengthened, the synchronized rotation speed shifts to the low rotation side, and when it is shortened, the synchronized rotation speed shifts to the high rotation side. The tanks 23 and 24 are controlled to communicate directly through this communication path 28.

実施例 ３ 第５図および第６図は吸気系の連通長さを、低
回転域用の第１の状態と高回転域用の第２の状態
とに切換えを行う実施例を示している。これらの
図において、第１図と同様の構造には同一符号を
付している。Embodiment 3 FIGS. 5 and 6 show an embodiment in which the communication length of the intake system is switched between a first state for a low rotation range and a second state for a high rotation range. In these figures, structures similar to those in FIG. 1 are designated by the same reference numerals.

エンジン３１の各シリンダ２に吸気を供給する
吸気通路３２は、サージタンク９から各シリンダ
２用に独立した分岐通路３２ａに分岐されてい
る。この分岐通路３２ａはサージタンク９の一側
面から湾曲して通路長さが長くなるように形成さ
れ、一方、上記サージタンク９の底部と分岐通路
３２ａの途中の部分とが連通路３３によつてそれ
ぞれ短絡接続され、この連通路３３には該連通路
３３を開閉する開閉弁３４が介装されている。こ
の開閉弁３４は各気筒のものが操作軸３５によつ
て連結され、この操作軸３５が図示しないアクチ
ユエータによつて第１図と同様の制御装置からの
制御信号に基づいて作動され、設定回転数未満の
低回転域では開閉弁３４を閉じた第１の状態とす
る一方、設定回転数以上の高回転域では開閉弁３
４を開いた第２の状態とするように切換制御され
る。 An intake passage 32 that supplies intake air to each cylinder 2 of the engine 31 is branched from the surge tank 9 into an independent branch passage 32a for each cylinder 2. The branch passage 32a is curved from one side of the surge tank 9 so that the passage length becomes longer, while the bottom of the surge tank 9 and an intermediate portion of the branch passage 32a are connected by a communication passage 33. Each of them is short-circuited, and an on-off valve 34 for opening and closing the communication path 33 is interposed in the communication path 33. The on-off valves 34 for each cylinder are connected by an operating shaft 35, and this operating shaft 35 is operated by an actuator (not shown) based on a control signal from a control device similar to that shown in FIG. The on-off valve 34 is in the first closed state in a low rotation range of less than the set rotation speed, while the on-off valve 3 is closed in a high rotation range of more than the set rotation speed.
4 is in the open second state.

上記開閉弁３４はサージタンク９とシリンダ２
とを接続する吸気通路長さを、閉じたときに長
く、開いたときに短くするものであつて、この気
柱振動系の同調回転数を変更して吸気慣性効果を
エンジン回転数に応じて高める。すなわち、通路
長さを長くすると同調回転数が低回転側となり、
短くすると高回転側に移行するので、前記のよう
に設定回転数で連通路３３の開閉弁３４を開くよ
うに制御されるものである。 The on-off valve 34 is connected to the surge tank 9 and the cylinder 2.
The length of the intake passage connecting the air column is made longer when it is closed and shorter when it is opened, and the tuned rotation speed of this air column vibration system is changed to reduce the intake inertia effect according to the engine rotation speed. enhance In other words, when the passage length is increased, the tuned rotational speed becomes lower rotational speed,
When the rotation speed is shortened, the rotation speed shifts to the high rotation side, so that the opening/closing valve 34 of the communication passage 33 is controlled to open at the set rotation speed as described above.

そして、制御装置はエンジン３１の加速状態を
検出し、設定値未満の緩加速時に開閉弁３４を開
作動する切換時の設定回転数に対して、設定値以
上の急加速時には切換時の設定回転数を低回転側
に補正するものである。 Then, the control device detects the acceleration state of the engine 31, and the set rotation speed at the time of switching to open the on-off valve 34 when acceleration is less than the set value, and the set rotation speed at the time of switching when the on-off valve 34 is opened when the acceleration is more than the set value. The number is corrected to the lower rotation side.

また、この実施例において、連通路３３に介装
した開閉弁３４、連通路３３を開く際に、この連
通部分より上流側の分岐通路３２ａを閉じるよう
な切換弁を構成してもよい。 Further, in this embodiment, an on-off valve 34 interposed in the communication passage 33 may be configured as a switching valve that closes the branch passage 32a on the upstream side of this communication portion when opening the communication passage 33.

なお、吸気系の形状をエンジン回転数に応じて
切換変更し、各運転状態でエンジンの充填効率の
向上を図り、トルク特性を改善する構造として
は、上記した各例の他、公知の構造が採用でき、
それらに対して本発明は適用可能である。 In addition to the above-mentioned examples, there are other known structures that change the shape of the intake system depending on the engine speed to improve engine filling efficiency and torque characteristics in each operating state. Can be hired,
The present invention is applicable to them.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明の第１の実施例による吸気装置
を有するエンジンの全体構成図、第２図Ａ，Ｂは
エンジン回転数に対する開閉弁の開閉時期とトル
ク特性の関係を示す説明図、第３図は急加速時と
緩加速時におけるターボ過給機の作動に伴う吸気
圧力の変動を示す説明図、第４図は第２の実施例
における吸気装置の構成図、第５図は第３の実施
例における吸気装置の概略平面図、第６図は第５
図の−線に沿う断面構成図である。 １，２１，３１……エンジン、７……吸気通
路、７ａ……第１通路、７ｂ……第２通路、８…
…ターボ過給機、１１……開閉弁、１３……アク
チユエータ、１８……制御装置、１９……スロツ
トル開度センサー、２０……回転数センサー、２
３，２４……サージタンク、２５，２６，３２…
…吸気通路、２８，３３……連通路、２９，３４
……開閉弁、３０……アクチユエータ。 FIG. 1 is an overall configuration diagram of an engine having an intake system according to a first embodiment of the present invention, FIGS. Fig. 3 is an explanatory diagram showing fluctuations in intake pressure due to the operation of the turbocharger during rapid acceleration and slow acceleration, Fig. 4 is a configuration diagram of the intake system in the second embodiment, and Fig. 5 is the A schematic plan view of the intake device in the embodiment, FIG.
FIG. 2 is a cross-sectional configuration diagram taken along the - line in the figure. 1, 21, 31...Engine, 7...Intake passage, 7a...First passage, 7b...Second passage, 8...
... Turbocharger, 11 ... Opening/closing valve, 13 ... Actuator, 18 ... Control device, 19 ... Throttle opening sensor, 20 ... Rotation speed sensor, 2
3, 24...surge tank, 25, 26, 32...
...Intake passage, 28, 33...Communication passage, 29, 34
...Opening/closing valve, 30...actuator.

Claims (1)

【特許請求の範囲】[Claims] １ 吸気系の形状を第１の状態と第２の状態とに
可変とし、少なくとも高負荷で、エンジン回転数
が設定回転数未満の領域で第１の状態とし、設定
回転数以上の領域で第２の状態とするように切換
えるエンジンの吸気装置において、エンジンの加
速状態を検出し、所定値以上の急加速時には、第
１の状態と第２の状態との切換えを行う上記設定
回転数を低い側に補正するようにしたことを特徴
とするエンジンの吸気装置。1 The shape of the intake system is variable between a first state and a second state, at least under high load, the first state is in the region where the engine speed is less than the set speed, and the first state is in the region where the engine speed is higher than the set speed. In the intake system of the engine, the acceleration state of the engine is detected, and when the engine accelerates rapidly beyond a predetermined value, the set rotation speed is lowered to switch between the first state and the second state. An engine intake device characterized in that it is corrected to the side.
JP59212937A 1984-10-11 1984-10-11 Intake device of engine Granted JPS6189924A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP59212937A JPS6189924A (en) 1984-10-11 1984-10-11 Intake device of engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59212937A JPS6189924A (en) 1984-10-11 1984-10-11 Intake device of engine

Publications (2)

Publication Number Publication Date
JPS6189924A JPS6189924A (en) 1986-05-08
JPH0577845B2 true JPH0577845B2 (en) 1993-10-27

Family

ID=16630761

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59212937A Granted JPS6189924A (en) 1984-10-11 1984-10-11 Intake device of engine

Country Status (1)

Country Link
JP (1) JPS6189924A (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61215421A (en) * 1985-03-22 1986-09-25 Toyota Motor Corp Intake controller of internal-combustion engine
JP2010077908A (en) * 2008-09-26 2010-04-08 Mazda Motor Corp Method for controlling air intake of engine and device thereof

Also Published As

Publication number Publication date
JPS6189924A (en) 1986-05-08

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