JPH0577875B2 - - Google Patents

Info

Publication number
JPH0577875B2
JPH0577875B2 JP60041793A JP4179385A JPH0577875B2 JP H0577875 B2 JPH0577875 B2 JP H0577875B2 JP 60041793 A JP60041793 A JP 60041793A JP 4179385 A JP4179385 A JP 4179385A JP H0577875 B2 JPH0577875 B2 JP H0577875B2
Authority
JP
Japan
Prior art keywords
intake air
air temperature
intake
engine
target
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
JP60041793A
Other languages
Japanese (ja)
Other versions
JPS61201876A (en
Inventor
Soichi Matsushita
Takeshi Kotani
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.)
Toyota Motor Corp
Original Assignee
Toyota 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 Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP60041793A priority Critical patent/JPS61201876A/en
Publication of JPS61201876A publication Critical patent/JPS61201876A/en
Publication of JPH0577875B2 publication Critical patent/JPH0577875B2/ja
Granted legal-status Critical Current

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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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
    • F02M31/06—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air
    • F02M31/07—Temperature-responsive control, e.g. using thermostatically-controlled valves
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Description

【発明の詳細な説明】 〔産業上の利用分野〕 本発明は内燃機関の吸気温度制御装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an intake air temperature control device for an internal combustion engine.

〔従来の技術〕[Conventional technology]

吸入空気を加熱して吸入空気温を高くすると燃
料の霧化がよくなるために機関シリンダ内に供給
される混合気を薄くしても良好な燃焼を得ること
ができ、従つて吸入空気を加熱することにより良
好な燃焼が得られる稀薄混合気限界を拡大するこ
とができる。特開昭59−115457号公報には燃焼室
内に導入される吸気の実際の温度により近い吸入
空気温を検出することにより、吸入空気温及び燃
料噴射量をより正確に制御することを目的とし、
機関負荷に対して一義的に吸入空気温が定められ
た吸気加熱式エンジンが開示されている。 Heating the intake air to raise the intake air temperature improves the atomization of the fuel, making it possible to obtain good combustion even if the mixture supplied to the engine cylinder is diluted, thus heating the intake air. This makes it possible to expand the lean mixture limit at which good combustion can be achieved. Japanese Unexamined Patent Publication No. 59-115457 discloses a method for controlling the intake air temperature and fuel injection amount more accurately by detecting the intake air temperature that is closer to the actual temperature of the intake air introduced into the combustion chamber.
An intake air heating type engine is disclosed in which the intake air temperature is uniquely determined with respect to the engine load.

〔発明が解決しようとする問題点〕[Problem that the invention seeks to solve]

しかしながら上記従来技術は機関負荷に対して
一義的に吸入空気温が定められるため、機関高回
転時には単位時間当たりの爆発回数が増加するこ
とで燃焼室内の温度が高くなり、ノツキングが発
生する虞れがあつた。 However, in the above conventional technology, the intake air temperature is uniquely determined in relation to the engine load, so when the engine rotates at high speeds, the number of explosions per unit time increases, causing the temperature inside the combustion chamber to rise, leading to the risk of knocking. It was hot.

よつて本発明は、機関回転数が高くなるにつれ
て吸入空気温を低くすることで、機関高回転時の
ノツキングの発生を抑えることを目的とする。 Therefore, an object of the present invention is to suppress the occurrence of knocking at high engine speeds by lowering the intake air temperature as the engine speed increases.

〔課題を解決するための手段〕[Means to solve the problem]

かかる目的を達成するために本発明によれば第
１図の発明の構成図に示されるように吸気通路１
内に吸入空気を加熱する加熱装置２を配置すると
共に加熱装置２下流の吸気通路１内に吸気温セン
サ３を配置した内燃機関において、機関回転数を
検出する回転数検出手段５と、該回転数検出手段
５により検出される機関回転数が高くなるにつれ
て低く設定された目標吸入空気温を記憶した記憶
手段４と、吸気温センサ３と回転数検出手段５の
出力信号に基づいて吸入空気温が予め記憶された
目標吸入空気温となるように加熱装置２を制御す
る制御手段６とを具備している。 In order to achieve this object, according to the present invention, an intake passage 1 is constructed as shown in the block diagram of the invention in FIG.
In an internal combustion engine, a heating device 2 for heating intake air is disposed inside the engine, and an intake air temperature sensor 3 is disposed in an intake passage 1 downstream of the heating device 2. The storage means 4 stores the target intake air temperature which is set lower as the engine speed detected by the engine speed detection means 5 increases, and the intake air temperature is determined based on the output signals of the intake temperature sensor 3 and the rotation speed detection means 5. The heating device 2 is provided with a control means 6 for controlling the heating device 2 so that the intake air temperature reaches a pre-stored target intake air temperature.

〔作用〕[Effect]

回転数検出手段により機関回転数が検出され、
その機関回転数と機関回転数が高くなるにつれて
低く設定された目標吸入空気温を記憶した記憶手
段とから目標吸入空気温が求められる。吸気温セ
ンサにより検出された吸入空気温を前記目標吸入
空気温とするために、吸入空気を加熱する加熱装
置が制御手段により制御される。 The engine rotation speed is detected by the rotation speed detection means,
A target intake air temperature is determined from the engine speed and a storage means that stores a target intake air temperature that is set lower as the engine speed increases. In order to set the intake air temperature detected by the intake air temperature sensor to the target intake air temperature, a heating device that heats the intake air is controlled by the control means.

〔実施例〕〔Example〕

第２図を参照すると、１０は機関本体、１１は
燃焼室、１２は吸気弁、１３は吸気ポート、１４
は吸気枝管、１５はサージタンク、１６は吸気ダ
クト、１７は吸気ダクト１６の入口部に取付けら
れたエアフローメータを夫々示し、吸ポート１
３、吸気枝管１４、サージタンク１５、吸気ダク
ト１６は吸気通路１を形成する。吸気枝管１４に
は夫々燃料噴射弁１８が取付けられ、吸気ダクト
１６内にはスロツトル弁１９が挿入される。一
方、燃焼室１１は図示しない排気弁を介して排気
マニホルド２０に連結され、排気マニホルド２０
は触媒コンバータ２１を介して排気管２２に連結
される。排気管２２の周りには環状をなす加熱室
２３が形成される。スロツトル弁１９下流の吸気
ダクト１６からはバイパス通路２４が分岐され、
このバイパス通路２４は加熱室２３の入口部に連
結される。一方、加熱室２３の出口部はバイパス
通路２５を介して各吸気枝管１４に連結される。
バイパス通路２５と吸気枝管１４との合流部下流
の吸気枝管１４内には吸気温センサ２６が取付け
られる。一方、吸気ダクト１６からのバイパス通
路２４の分岐部には流路制御弁２７が配置され、
流路制御弁２７の弁軸２８は電子制御ユニツト３
０により制御されるステツプモータ２９に連結さ
れる。 Referring to FIG. 2, 10 is the engine body, 11 is the combustion chamber, 12 is the intake valve, 13 is the intake port, 14
15 is an intake branch pipe, 15 is a surge tank, 16 is an intake duct, 17 is an air flow meter installed at the inlet of the intake duct 16, and the intake port 1
3. The intake branch pipe 14, the surge tank 15, and the intake duct 16 form the intake passage 1. A fuel injection valve 18 is attached to each intake branch pipe 14, and a throttle valve 19 is inserted into the intake duct 16. On the other hand, the combustion chamber 11 is connected to the exhaust manifold 20 via an exhaust valve (not shown).
is connected to an exhaust pipe 22 via a catalytic converter 21. An annular heating chamber 23 is formed around the exhaust pipe 22. A bypass passage 24 is branched from the intake duct 16 downstream of the throttle valve 19,
This bypass passage 24 is connected to the inlet of the heating chamber 23. On the other hand, the outlet portion of the heating chamber 23 is connected to each intake branch pipe 14 via a bypass passage 25.
An intake air temperature sensor 26 is installed inside the intake branch pipe 14 downstream of the confluence of the bypass passage 25 and the intake branch pipe 14 . On the other hand, a flow path control valve 27 is arranged at a branch part of the bypass passage 24 from the intake duct 16,
The valve shaft 28 of the flow path control valve 27 is connected to the electronic control unit 3.
0 is connected to a step motor 29 controlled by a motor.

電子制御ユニツト３０はデイジタルコンピユー
タからなり、双方向性バス３１によつて相互に接
続されたROM（リードオンメモリ）３２、RAM
（ランダムアクセスメモリ）３３、CPU（マイク
ロプロセツサ）３４、入力ポート３５および出力
ポート３６を具備する。入力ポート３５にはエア
フローメータ１７および吸気温センサ２６が夫々
対応するAD変換器３７，３８を介して接続さ
れ、更に入力ポート３５には回転数センサ３９が
接続される。一方、出力ポート３６は駆動回路４
０を介してステツプモータ２９に接続される。 The electronic control unit 30 consists of a digital computer, and includes a ROM (read-on memory) 32 and a RAM interconnected by a bidirectional bus 31.
(random access memory) 33, a CPU (microprocessor) 34, an input port 35, and an output port 36. An air flow meter 17 and an intake temperature sensor 26 are connected to the input port 35 via corresponding AD converters 37 and 38, respectively, and a rotation speed sensor 39 is further connected to the input port 35. On the other hand, the output port 36 is connected to the drive circuit 4
0 to the step motor 29.

エアフローメータ１７は吸入空気量に比例した
出力電圧を発生し、吸気温センサ２６は吸気枝管
１４内を流れる吸入空気温に比例した出力電圧を
発生する。また、回転数センサ３９は機関クラン
クシヤフトの回転に同期して出力パルスを発生す
る。 The air flow meter 17 generates an output voltage proportional to the intake air amount, and the intake temperature sensor 26 generates an output voltage proportional to the intake air temperature flowing in the intake branch pipe 14. Further, the rotation speed sensor 39 generates an output pulse in synchronization with the rotation of the engine crankshaft.

第４図ａは目標吸入空気温T0と機関回転数Ｎ
との関係を示す。機関高回転時は単位時間当たり
の爆発回数が機関低回転時に比して増加するた
め、燃焼室内温度も高くなる。従つてノツキング
の発生を抑えるためには第４図ａに示されるよう
に機関回転数の増大に応じて目標吸入空気温T0
を徐々に低くする必要がある。 Figure 4a shows the target intake air temperature T 0 and engine speed N
Indicates the relationship between When the engine rotates at high speeds, the number of explosions per unit time increases compared to when the engine speeds at low speeds, so the temperature inside the combustion chamber also increases. Therefore, in order to suppress the occurrence of knocking, the target intake air temperature T 0 must be adjusted as the engine speed increases, as shown in Figure 4a.
need to be gradually lowered.

一方、第４図ｂは目標吸入空気温T0とＱ／Ｎ
（吸入空気量／機関回転数）との関係を示してい
る。Ｑ／Ｎは一気筒当りの吸入空気量を示してお
り、従つて負荷を示している。負荷Ｑ／Ｎが高く
なるとノツキングが発生しやすくなり、また燃料
供給系においてベーパーロツクが生じやすくな
る。従つてノツキングの発生を阻止するとともに
ベーパーロツクの発生を阻止するためには第４図
ｂに示すように負荷Ｑ／Ｎの増大に応じて目標吸
入空気温T0を徐々に低下させることが好ましい。
従つて本発明による実施例では目標吸入空気温
T0を機関回転数Ｎと負荷Ｑ／Ｎとの関係とし、
この目標吸入空気温T0は第５図のT11，T12……
Tnoで示されるようにマツプの形で予めROM３
２内に記憶されている。 On the other hand, Figure 4b shows the target intake air temperature T 0 and Q/N
(Amount of intake air/engine speed). Q/N indicates the amount of intake air per cylinder, and therefore indicates the load. As the load Q/N increases, knocking is more likely to occur, and vapor lock is more likely to occur in the fuel supply system. Therefore, in order to prevent the occurrence of knocking and vapor lock, it is preferable to gradually lower the target intake air temperature T0 as the load Q/N increases, as shown in FIG. 4b.
Therefore, in the embodiment according to the present invention, the target intake air temperature
Let T 0 be the relationship between engine speed N and load Q/N,
This target intake air temperature T 0 is T 11 , T 12 . . . in Fig. 5.
ROM3 in advance in the form of a map as shown by T no .
It is stored in 2.

次に第３図に示すフローチヤートを参照しつつ
吸気温度制御装置の作動について説明する。第３
図を参照すると、まず始めにステツプ50において
機関回転数Ｎを表わす回転数センサ３９の出力信
号を取込み、次いでステツプ51において吸入空気
量Ｑを表わすエアフローメータ１７の出力信号を
取込む。次いでステツプ52においてＱ／Ｎを計算
し、次いでステツプ53において第５図に示すマツ
プから目標吸入空気温である目標温度T0を計算
する。次いでステツプ54では吸入空気温Ｔを表わ
す吸気温センサ２６の出力信号を取込み、ステツ
プ55に進む。ステツプ55では現在の吸入空気温Ｔ
が目標温度T0よりも高いか否かが判別される。
Ｔ＞T0の場合にはステツプ56に進んでステツプ
モータ２９のステツプ数を１だけ増大せしめるデ
ータを出力ポート３６に書込む。このときステツ
プモータ２９はステツプ数１だけ回転せしめら
れ、流路制御弁２７が反時計回りにわずかばかり
回動せしめられる。流路制御弁２７が反時計回り
に回動せしめられると加熱されることなくサージ
タンク１５を経て燃焼室１１内に供給される空気
量が増大し、加熱室２３を経て排気ガスにより加
熱された後に燃焼室１１内に供給される空気量が
減少するために吸入空気温Ｔが低下する。一方、
第３図のステツプ55においてＴ≦T0であると判
別されたときはステツプ57に進み、Ｔ＜T0であ
る場合にはステツプ58に進んでステツプモータ２
９のステツプ数を１だけ減少させるデータを出力
ポート３６に書き込む。このとき流路制御弁２７
は時計回りに回動せしめられ、その結果加熱室２
３を経て燃焼室１１内に供給される空気量が増大
し、サージタンク１５を経て燃焼室１１内に供給
される空気量が減少するために吸入空気温Ｔが高
くなる。一方、Ｔ＝T0のときにはステツプモー
タ２９は作動されず、従つて流路制御弁１７は一
定位置に保持される。このようにして吸入空気温
Ｔが目標温度T0と一致するように制御される。 Next, the operation of the intake air temperature control device will be explained with reference to the flowchart shown in FIG. Third
Referring to the figure, first, in step 50, the output signal of the engine speed sensor 39 representing the engine speed N is taken in, and then in step 51, the output signal of the air flow meter 17 representing the intake air amount Q is taken in. Next, in step 52, Q/N is calculated, and then in step 53, a target temperature T0 , which is the target intake air temperature, is calculated from the map shown in FIG. Next, in step 54, the output signal of the intake air temperature sensor 26 representing the intake air temperature T is fetched, and the process proceeds to step 55. In step 55, the current intake air temperature T
It is determined whether or not the target temperature T 0 is higher than the target temperature T 0 .
If T>T 0 , the process advances to step 56 and data for increasing the number of steps of the step motor 29 by one is written to the output port 36. At this time, the step motor 29 is rotated by one step, and the flow path control valve 27 is rotated slightly counterclockwise. When the flow path control valve 27 is rotated counterclockwise, the amount of air supplied into the combustion chamber 11 through the surge tank 15 without being heated increases, and the air is heated by the exhaust gas through the heating chamber 23. Since the amount of air later supplied into the combustion chamber 11 decreases, the intake air temperature T decreases. on the other hand,
If it is determined that T≦T 0 in step 55 of FIG.
Write data to the output port 36 that reduces the number of steps of 9 by 1. At this time, the flow path control valve 27
is rotated clockwise, as a result heating chamber 2
3, the amount of air supplied into the combustion chamber 11 increases, and the amount of air supplied into the combustion chamber 11 through the surge tank 15 decreases, so the intake air temperature T becomes high. On the other hand, when T=T 0 , the step motor 29 is not operated, and therefore the flow path control valve 17 is held at a constant position. In this way, the intake air temperature T is controlled to match the target temperature T 0 .

第６図に別の実施例を示す。この実施例では加
熱装置を構成する加熱室２３、バイパス通路２
４，２５、流路制御弁２７、ステツプモータ２９
に代えて加熱装置を構成する電気ヒータ４１がサ
ージタンク１５内に設けられる。この電気ヒータ
４１は電子制御ユニツト３０の駆動回路４０に接
続される。 Another embodiment is shown in FIG. In this embodiment, a heating chamber 23 and a bypass passage 2 constituting a heating device are shown.
4, 25, flow path control valve 27, step motor 29
Instead, an electric heater 41 constituting a heating device is provided in the surge tank 15. This electric heater 41 is connected to a drive circuit 40 of the electronic control unit 30.

第７図はこの電気ヒータ４１を制御するための
フローチヤートを示している。なお、第７図のス
テツプ50からステツプ55までは第３図に示すステ
ツプ50からステツプ55までと同じであり、従つて
ステツプ55から説明する。第７図を参照するとス
テツプ55においてＴ＞T0であると判別されたと
きはステツプ59に進んで電気ヒータ４１の作動が
停止せしめられ、斯くして吸入空気温Ｔが低下す
る。一方、Ｔ≦T0の場合にはステツプ60におい
て電気ヒータ４１が作動せしめられ、斯くして吸
入空気温Ｔが上昇せしめられる。従つてこの実施
例においても吸入空気温Ｔが目標温度T0に一致
せしめられる。 FIG. 7 shows a flowchart for controlling this electric heater 41. Note that steps 50 to 55 in FIG. 7 are the same as steps 50 to 55 shown in FIG. 3, and therefore the explanation will be from step 55. Referring to FIG. 7, when it is determined in step 55 that T>T 0 , the process proceeds to step 59, where the operation of the electric heater 41 is stopped, and thus the intake air temperature T is lowered. On the other hand, if T≦T 0 , the electric heater 41 is activated in step 60, thus raising the intake air temperature T. Therefore, in this embodiment as well, the intake air temperature T is made to match the target temperature T 0 .

以上本発明の実施例における内燃機関の吸気温
度制御装置によれば、回転数センサ３９により検
出される機関回転数が高くなるにつれて目標吸入
空気温である目標温度T0を低くしている。従つ
て、回転数上昇により単位時間当たりの爆発回数
が増加して燃焼室内の温度が上昇しても吸入空気
温を低くすることでノツキングを抑えることがで
きる。更に、吸入空気温を低くすることで充填効
率の低下を阻止できる。 According to the intake air temperature control device for an internal combustion engine according to the embodiment of the present invention, as the engine speed detected by the rotation speed sensor 39 increases, the target temperature T 0 that is the target intake air temperature is lowered. Therefore, even if the number of explosions per unit time increases due to an increase in the rotational speed and the temperature inside the combustion chamber increases, knocking can be suppressed by lowering the intake air temperature. Furthermore, by lowering the intake air temperature, it is possible to prevent a decrease in filling efficiency.

機関低回転時には吸入空気温が高いことで燃料
の霧化が促進されて燃焼が良好となるため、稀薄
混合気限界を拡大できる。 At low engine speeds, the high intake air temperature promotes fuel atomization and improves combustion, making it possible to expand the lean mixture limit.

また、機関回転数が高くなるにつれて目標吸入
空気温を低下させる制御と併せて、エアフロメー
タ１７の出力信号と回転数センサ３９の出力信号
より計算される機関負荷が高くなるにつれて目標
吸入空気温を低下させているので、機関高負荷時
のノツキングの発生も防止できる。 In addition to controlling the target intake air temperature to decrease as the engine speed increases, the target intake air temperature is also controlled as the engine load calculated from the output signal of the air flow meter 17 and the output signal of the rotation speed sensor 39 increases. Since the engine speed is lowered, knocking can also be prevented from occurring when the engine is under high load.

〔発明の効果〕〔Effect of the invention〕

以上述べたように本発明によれば機関回転数が
高くなるにつれて目標吸入空気温を低くしている
ことで、機関高回転時のノツキングの発生を抑え
ることができると共に、充填効率の低下をも阻止
できる。また、機関低回転時には吸入空気温が高
いことで燃料の霧化が促進されて燃焼が良好とな
るため、稀薄混合気限界を拡大できる。 As described above, according to the present invention, by lowering the target intake air temperature as the engine speed increases, it is possible to suppress the occurrence of knocking at high engine speeds, and also to prevent a decrease in charging efficiency. It can be prevented. Furthermore, when the engine rotates at low speeds, the intake air temperature is high, which promotes fuel atomization and improves combustion, making it possible to expand the lean mixture limit.

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

第１図は発明の構成図、第２図は内燃機関の全
体図、第３図はフローチヤート、第４図は目標吸
入空気温を示す線図、第５図は目標吸入空気温の
マツプを示す図、第６図は別の実施例を示す内燃
機関の全体図、第７図はフローチヤートである。 １……吸気通路、１７……エアフローメータ、
２２……排気管、２３……加熱室、２４，２５…
…バイパス通路、２６……吸気温センサ、２７…
…流路制御弁、４１……電気ヒータ。 Figure 1 is a block diagram of the invention, Figure 2 is an overall diagram of the internal combustion engine, Figure 3 is a flowchart, Figure 4 is a diagram showing the target intake air temperature, and Figure 5 is a map of the target intake air temperature. FIG. 6 is an overall view of an internal combustion engine showing another embodiment, and FIG. 7 is a flowchart. 1... Intake passage, 17... Air flow meter,
22... Exhaust pipe, 23... Heating chamber, 24, 25...
...Bypass passage, 26...Intake temperature sensor, 27...
...Flow path control valve, 41...Electric heater.

Claims (1)

【特許請求の範囲】[Claims] １ 吸気通路内に吸入空気を加熱する加熱装置を
配置すると共に該加熱装置下流の吸気通路内に吸
気温センサを配置した内燃機関において、機関回
転数を検出する回転数検出手段と、該回転数検出
手段により検出される機関回転数が高くなるにつ
れて低く設定された目標吸入空気温を記憶した記
憶手段と、吸気温センサと回転数検出手段の出力
信号に基づいて吸入空気温が予め記憶手段に記憶
された目標吸入空気温となるように加熱装置を制
御する制御手段とを具備した内燃機関の吸気温度
制御装置。1. In an internal combustion engine in which a heating device for heating intake air is arranged in an intake passage and an intake air temperature sensor is arranged in the intake passage downstream of the heating device, a rotation speed detection means for detecting the engine rotation speed; A storage means stores a target intake air temperature which is set lower as the engine speed detected by the detection means increases, and an intake air temperature is stored in advance in the storage means based on output signals of the intake temperature sensor and the rotation speed detection means. An intake air temperature control device for an internal combustion engine, comprising a control means for controlling a heating device so as to reach a stored target intake air temperature.
JP60041793A 1985-03-05 1985-03-05 Intake temperature controller for internal-combustion engine Granted JPS61201876A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP60041793A JPS61201876A (en) 1985-03-05 1985-03-05 Intake temperature controller for internal-combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP60041793A JPS61201876A (en) 1985-03-05 1985-03-05 Intake temperature controller for internal-combustion engine

Publications (2)

Publication Number Publication Date
JPS61201876A JPS61201876A (en) 1986-09-06
JPH0577875B2 true JPH0577875B2 (en) 1993-10-27

Family

ID=12618212

Family Applications (1)

Application Number Title Priority Date Filing Date
JP60041793A Granted JPS61201876A (en) 1985-03-05 1985-03-05 Intake temperature controller for internal-combustion engine

Country Status (1)

Country Link
JP (1) JPS61201876A (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6351147U (en) * 1986-09-22 1988-04-06

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59115457A (en) * 1982-12-21 1984-07-03 Mazda Motor Corp Intake air heating engine

Also Published As

Publication number Publication date
JPS61201876A (en) 1986-09-06

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