JPH06294334A - Air intake controller of engine - Google Patents
Air intake controller of engineInfo
- Publication number
- JPH06294334A JPH06294334A JP15769893A JP15769893A JPH06294334A JP H06294334 A JPH06294334 A JP H06294334A JP 15769893 A JP15769893 A JP 15769893A JP 15769893 A JP15769893 A JP 15769893A JP H06294334 A JPH06294334 A JP H06294334A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- speed
- engine
- operating
- 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.)
- Granted
Links
- 230000007246 mechanism Effects 0.000 claims description 56
- 230000000694 effects Effects 0.000 abstract description 13
- 230000008859 change Effects 0.000 abstract description 10
- 239000000446 fuel Substances 0.000 description 8
- 238000002347 injection Methods 0.000 description 6
- 239000007924 injection Substances 0.000 description 6
- 238000006073 displacement reaction Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 239000013256 coordination polymer Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000010349 pulsation Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 230000002000 scavenging effect Effects 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 230000002459 sustained effect Effects 0.000 description 1
- 230000002195 synergetic effect Effects 0.000 description 1
Landscapes
- Characterised By The Charging Evacuation (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、エンジン、特にエンジ
ン本体に設けられた吸気弁口に吸気通路が接続され、吸
気弁口に配設される吸気弁を開閉駆動する動弁機構に
は、エンジンの第１設定回転数以下の低速運転域に対応
した作動特性で吸気弁を開閉駆動する状態と第１設定回
転数を超える高速運転域に対応した作動特性で吸気弁を
開閉駆動する状態とを切換可能にした弁作動変更機構が
設けられるエンジンの吸気制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine, and more particularly to a valve operating mechanism in which an intake passage is connected to an intake valve opening provided in an engine main body and an intake valve arranged in the intake valve opening and closing is driven. A state in which the intake valve is driven to open and close with an operating characteristic corresponding to a low speed operation range below the first set engine speed, and a state in which the intake valve is driven to open and close with an operating characteristic corresponding to a high speed operation range exceeding the first set engine speed. The present invention relates to an intake control device for an engine, which is provided with a valve operation changing mechanism that is capable of switching.
【０００２】[0002]
【従来の技術】従来、斯かる弁作動変更機構を備えたエ
ンジンは、たとえば特開昭５６−５６９４２号公報によ
り知られており、この従来のものでは、エンジンの運転
状態に応じて吸気弁の作動数、開弁タイミング及びリフ
ト量を変化させることにより、トルクの向上を図るよう
にしている。2. Description of the Related Art Conventionally, an engine provided with such a valve operation changing mechanism is known, for example, from Japanese Patent Laid-Open No. 56-56942, and in this conventional engine, the intake valve of the engine is changed depending on the operating state of the engine. The torque is improved by changing the number of operations, the valve opening timing and the lift amount.
【０００３】また一般にエンジンにはその高速および低
速の各運転域において、吸気弁の作動特性に応じて吸気
充填効率を最大に高め得る吸気通路構成（例えば有効管
長や通路断面積等）がそれぞれ存在する。そこで機関の
高速運転域でも低速運転域でも充填効率が高く出力トル
クが充分に得られるようにするために、例えば実開昭５
１−５６４１４号公報にも開示される如く機関本体の吸
気弁口に、高速運転域に対応して有効管長等が設定され
高速用開閉弁により開閉される高速吸気通路と、低速運
転域に対応して有効管長等が設定され低速用開閉弁によ
り開閉される低速吸気通路とを接続して、高速運転域で
は高速吸気通路から、また低速運転域では低速吸気通路
からそれぞれ吸気を導入するようにした吸気通路構成変
更手段を備えたエンジンも既に提案されている。In general, an engine has an intake passage structure (for example, effective pipe length or passage sectional area) capable of maximizing intake charging efficiency in accordance with operating characteristics of an intake valve in each of high speed and low speed operating ranges. To do. Therefore, in order to obtain a high charging efficiency and a sufficient output torque in both the high speed operating range and the low speed operating range of the engine, for example
As disclosed in Japanese Laid-Open Patent Publication No. 1-56414, the intake valve port of the engine body has a high-speed intake passage that is set with an effective pipe length and the like corresponding to a high-speed operating range and is opened and closed by a high-speed on-off valve, and a low-speed operating range. By connecting the low-speed intake passage that is opened and closed by the low-speed on-off valve with the effective pipe length set, the intake air is introduced from the high-speed intake passage in the high-speed operating range and from the low-speed intake passage in the low-speed operating range. An engine equipped with the intake passage configuration changing means has already been proposed.
【０００４】しかしながら前記弁作動変更機構と、吸気
通路構成変更手段とを両方とも具備したものは未だ知ら
れていない。However, a device including both the valve operation changing mechanism and the intake passage structure changing means has not been known yet.
【０００５】[0005]
【発明が解決しようとする課題】前述のようにエンジン
には、その所定運転域において吸気弁の作動特性に応じ
て吸気充填効率を最大に高め得る吸気通路構成が存在す
るので、その吸気弁作動特性に適合した吸気通路構成を
選択することによりエンジンの高トルク化が可能であ
る。As described above, the engine has an intake passage structure capable of maximizing the intake charging efficiency in accordance with the operating characteristics of the intake valve in the predetermined operating range thereof. It is possible to increase the torque of the engine by selecting the intake passage configuration that matches the characteristics.
【０００６】従って前記弁作動変更機構と吸気通路構成
変更手段とを仮に組み合わせた場合において、単純に考
えると、高トルク化を図るためには、エンジンの高速お
よび低速の各運転域に対応して吸気弁の作動特性を変化
させるのに応じて、それら弁作動特性にそれぞれ適合し
た吸気通路構成を、該弁作動特性の変化と同じタイミン
グで変化させればよいことになる。Therefore, in the case where the valve operation changing mechanism and the intake passage structure changing means are temporarily combined, simply thinking, in order to achieve a high torque, it is necessary to correspond to each operating range of high speed and low speed of the engine. As the operating characteristics of the intake valves are changed, the intake passage configurations adapted to the respective valve operating characteristics may be changed at the same timing as the change of the valve operating characteristics.
【０００７】ところが、エンジンの全運転領域にわたっ
て吸気通路構成を一定とした状態で吸気弁特性を低速運
転域と高速運転域とで変化させると、トルク特性は、そ
の切換時期を谷とした２つの山を形成するものであり、
またエンジンの全運転領域にわたって吸気弁特性を一定
とした状態で吸気通路構成を低速運転域と高速運転域と
で変化させると、トルク特性は、その切換時期を谷とし
た２つの山を形成するものである。したがって吸気弁特
性および吸気通路構成を前述のように同時に変化させる
と、２つの山の間に深い谷を生じたトルク特性が得られ
るため、特に低速運転域および高速運転域間の遷移域で
はトルクが大きく落ち込むことになり、好ましくない。
尚、このようなトルクの落ち込みを回避するためには、
エンジンの運転状態に応じて３段以上の多段切換を行な
えばよいが、そうすると構成が複雑となる。However, when the intake valve characteristic is changed between the low speed operating range and the high speed operating range in a state where the intake passage structure is constant over the entire operating range of the engine, the torque characteristic has two valleys at the switching timing. Is what forms a mountain,
Further, when the intake passage configuration is changed between the low speed operating region and the high speed operating region while the intake valve characteristic is constant over the entire operating region of the engine, the torque characteristic forms two peaks whose valleys are the switching timings. It is a thing. Therefore, if the intake valve characteristic and the intake passage configuration are changed at the same time as described above, a torque characteristic with a deep valley between the two peaks is obtained, so that the torque is particularly increased in the transition region between the low speed operating region and the high speed operating region. Is greatly reduced, which is not preferable.
In order to avoid such a drop in torque,
It suffices to perform multi-stage switching of three or more stages according to the operating state of the engine, but then the configuration becomes complicated.
【０００８】本発明は、斯かる事情に鑑みてなされたも
ので、エンジンの運転状態に応じた吸気弁作動特性及び
吸気通路構成の各２段の切換によるも中間運転域でのト
ルクの落ち込みを極力回避できるようにして、低速から
高速運転域にわたる広い範囲で高トルク化を図るように
した、エンジンの吸気制御装置を提供することを目的と
する。The present invention has been made in view of the above circumstances, and the torque drop in the intermediate operating range can be achieved even by switching the intake valve operating characteristics and the intake passage configuration in two stages according to the operating state of the engine. It is an object of the present invention to provide an intake control device for an engine, which is capable of avoiding as much as possible and attains high torque over a wide range from a low speed to a high speed operation range.
【０００９】[0009]
【課題を解決するための手段】本発明は、エンジン本体
に設けられた吸気弁口に吸気通路が接続され、吸気弁口
に配設される吸気弁を開閉駆動する動弁機構には、エン
ジンの第１設定回転数以下の低速運転域に対応した作動
特性で吸気弁を開閉駆動する状態と第１設定回転数を超
える高速運転域に対応した作動特性で吸気弁を開閉駆動
する状態とを切換可能にした弁作動変更機構が設けられ
るエンジンの吸気制御装置において、吸気通路には、そ
の長さあるいは吸気断面積を第１設定回転数とは異なる
第２設定回転数以下の低速運転域では長くあるいは小さ
くかつ第２設定回転数を超える高速運転域では短くある
いは大きく変更する通路構成変更手段が設けられること
を特徴とする。SUMMARY OF THE INVENTION The present invention provides a valve operating mechanism in which an intake passage is connected to an intake valve opening provided in an engine body and which opens and closes an intake valve provided in the intake valve opening. A state in which the intake valve is driven to open and close with an operating characteristic corresponding to a low speed operation range below the first set speed, and a state in which the intake valve is driven to open and close with an operating characteristic corresponding to a high speed operation range exceeding the first set speed. In an intake control device for an engine provided with a switchable valve operation changing mechanism, an intake passage has a length or intake cross-sectional area in a low speed operation range equal to or lower than a second set rotational speed different from the first set rotational speed. It is characterized in that passage configuration changing means for changing the length to a small value or a large value in a high speed operation range exceeding the second set rotational speed is provided.
【００１０】[0010]
【作用】上記構成によれば、第１設定回転数以下の運転
域では吸気弁が低速運転域に対応した作動特性で開閉作
動し、第１設定回転数を超える運転域では高速運転域に
対応した作動特性で吸気弁が開閉作動し、第２設定回転
数以下の運転域では吸気通路の長さまたは吸気断面積が
長くまたは小さくなり、第２設定回転数を超える運転域
では吸気通路の長さまたは吸気断面積が短くまたは大き
くなるが、第１および第２設定回転数は相互に異なって
設定されるので、特に第１及び第２設定回転数以下の低
速運転域では、その低速運転域に対応した吸気弁作動特
性と、この弁作動特性に適合した低速用吸気通路構成と
が相俟ってエンジンの低速運転域での出力トルクを効果
的に向上させ、一方、第１及び第２設定回転数以上の高
速運転域では、その高速運転域に対応した吸気弁作動特
性と、この弁作動特性に適合した高速用吸気通路構成と
が相俟ってエンジンの高速運転域での出力トルクを効果
的に向上させ、更に第１及び第２設定回転数間の中間運
転域ではその中間運転域に応じた吸気弁作動特性または
吸気通路構成に基づき出力トルクを多少とも向上させ
て、該中間運転域でのトルク落ち込みが極力回避され
る。According to the above construction, the intake valve opens and closes in an operating range corresponding to the low speed operating range in the operating range below the first set rotational speed, and corresponds to the high operating range in the operating range exceeding the first set rotational speed. The intake valve opens and closes according to the specified operating characteristics, and the intake passage length or intake cross section becomes longer or smaller in the operating range below the second set speed, and the intake passage length becomes longer in the operating range above the second set speed. However, since the intake cross-sectional area becomes short or large, the first and second set rotational speeds are set differently from each other. Therefore, particularly in the low-speed operating range below the first and second set rotational speeds, the low-speed operating range is set. In combination with the intake valve operating characteristic corresponding to the above and the low speed intake passage structure adapted to the valve operating characteristic, the output torque in the low speed operating range of the engine is effectively improved, while the first and second In high-speed operation range above the set speed, The intake valve operating characteristic corresponding to the high speed operating range and the high speed intake passage structure adapted to the valve operating characteristic are combined to effectively improve the output torque of the engine in the high speed operating range. In the intermediate operating range between the second set rotational speeds, the output torque is improved to some extent based on the intake valve operating characteristic or the intake passage configuration according to the intermediate operating range, and the torque drop in the intermediate operating range is avoided as much as possible. .
【００１１】[0011]
【実施例】以下、図面により本発明の一実施例について
説明すると、先ず図１および図２において、このエンジ
ンは、燃料噴射式多気筒エンジンであり、エンジン本体
１には、各気筒ＣＬに対して、第１吸気弁口Ｈ１に連な
る第１吸気ポートＰ１と、第２吸気弁口Ｈ２に連なる第
２吸気ポートＰ２とがそれぞれ設けられ、第１吸気弁口
Ｈ１には第１吸気弁Ｖ１が配設され、第２吸気弁口Ｈ２
には第２吸気弁Ｖ２が配設される。またエンジン本体１
には、各気筒ＣＬに対して一対の排気ポート（図示せ
ず）が設けられており、各排気ポートに対応して排気弁
がそれぞれ配設されるが、各排気弁は、第１および第２
吸気弁Ｖ１，Ｖ２と同様の作動をするものであり、以
下、エンシンの吸気系についてのみ詳述し、排気弁を含
む排気系についての詳細な説明を省略する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. First, in FIG. 1 and FIG. 2, this engine is a fuel injection type multi-cylinder engine. A first intake port P1 connected to the first intake valve opening H1 and a second intake port P2 connected to the second intake valve opening H2. The first intake valve V1 is connected to the first intake valve opening H1. The second intake valve opening H2 is provided.
A second intake valve V2 is provided in the. Also the engine body 1
Is provided with a pair of exhaust ports (not shown) for each cylinder CL, and exhaust valves are provided corresponding to the respective exhaust ports. Two
It operates similarly to the intake valves V1 and V2. Hereinafter, only the intake system of the engine will be described in detail, and the detailed description of the exhaust system including the exhaust valve will be omitted.
【００１２】図３を併せて参照して、各気筒ＣＬの第１
および第２吸気弁Ｖ１，Ｖ２は閉弁方向すなわち上方に
ばね付勢されており、動弁機構２によって下方に押圧さ
れることにより開弁する。Referring also to FIG. 3, the first of each cylinder CL is shown.
The second intake valves V1 and V2 are spring-biased in the valve closing direction, that is, upward, and are opened by being pressed downward by the valve mechanism 2.
【００１３】この動弁機構２は、エンジンの回転に応じ
て１／２の減速比で回転駆動されるカムシャフト３に一
体に設けられた低速用カムＣ１、高速用カムＣ３および
隆起部Ｃ２と、カムシャフト３と平行に固定配置される
ロッカシャフト４で揺動可能に支承される弁開閉駆動部
材としての第１，第２および第３ロッカアームＡ１，Ａ
２，Ａ３とを備えている。The valve mechanism 2 includes a low speed cam C1, a high speed cam C3 and a raised portion C2 which are integrally provided on a cam shaft 3 which is rotationally driven at a speed reduction ratio of 1/2 in accordance with the rotation of the engine. , First, second and third rocker arms A1, A as valve opening / closing drive members swingably supported by a rocker shaft 4 fixedly arranged in parallel with the cam shaft 3.
2 and A3.
【００１４】低速用カムＣ１は第１吸気弁Ｖ１に対応す
る位置でカムシャフト３に一体的に設けられ、隆起部Ｃ
２は第２吸気弁Ｖ２に対応する位置でカムシャフト３に
一体的に設けられる。また高速用カムＣ３は、低速用カ
ムＣ１および隆起部Ｃ２間、すなわち第１および第２吸
気弁Ｖ１，Ｖ２間に対応する位置でカムシャフト３に一
体的に設けられる。しかも低速用カムＣ１は、カムシャ
フト３の半径方向に沿う外方への突出量が比較的小さい
高位部を有し、隆起部Ｃ２は、カムシャフト３と同心の
真円状に形成され、高速用カムＣ３は、カムシャフト３
の半径方向外方への突出量および中心角範囲を低速用カ
ムＣ１の前記高位部よりも大きくした高位部を有する。The low speed cam C1 is integrally provided on the cam shaft 3 at a position corresponding to the first intake valve V1, and has a raised portion C.
2 is integrally provided on the camshaft 3 at a position corresponding to the second intake valve V2. Further, the high speed cam C3 is integrally provided on the cam shaft 3 at a position corresponding to between the low speed cam C1 and the raised portion C2, that is, between the first and second intake valves V1 and V2. Moreover, the low-speed cam C1 has a high-level portion with a relatively small amount of outward projection along the radial direction of the camshaft 3, and the raised portion C2 is formed in a perfect circular shape concentric with the camshaft 3 to achieve high speed. Cam C3 for the camshaft 3
Has a high-level portion in which the amount of protrusion outward in the radial direction and the central angle range are larger than the high-level portion of the low-speed cam C1.
【００１５】第１および第２ロッカアームＡ１，Ａ２
は、基本的に同一形状に形成され、第１および第２吸気
弁Ｖ１，Ｖ２の上端に当接すべく、ロッカシャフト４に
揺動可能に支承される。第３ロッカアームＡ３は、第１
および第２ロッカアームＡ１，Ａ２間でロッカシャフト
４に枢支される。しかも第３ロッカアームＡ３は図示し
ないばねにより、高速用カムＣ３に常時摺接すべく上方
に付勢される。First and second rocker arms A1, A2
Are basically formed in the same shape, and are rockably supported by the rocker shaft 4 so as to abut the upper ends of the first and second intake valves V1, V2. The third rocker arm A3 is the first
The rocker shaft 4 is pivotally supported between the second rocker arms A1 and A2. Moreover, the third rocker arm A3 is urged upward by a spring (not shown) so as to be constantly in sliding contact with the high speed cam C3.
【００１６】このような動弁機構２には、ロッカシャフ
ト４内に設けられた油路５を介して作動油圧が供給され
たときに第１〜第３ロッカアームＡ１〜Ａ３を一体的に
連結し、作動油圧が解放されたときには第１〜第３ロッ
カアームＡ１〜Ａ３の相対角変位を可能とすべく構成さ
れた弁作動変更機構６が付設される。この弁作動変更機
構６によって第１〜第３ロッカアームＡ１〜Ａ３が一体
的に連結されたときには、高速用カムＣ３によって第３
ロッカアームＡ３が揺動するのに伴って第１および第２
ロッカアームＡ１，Ａ２が揺動し、第１および第２吸気
弁Ｖ１，Ｖ２が高速用カム３の形状に応じたタイミング
およびリフト量で開閉作動する。また弁作動変更機構６
が第１〜第３ロッカアームＡ１〜Ａ３の相対角変位を許
容する状態となったときには、低速用カムＣ１の回転に
応じて第１ロッカアームＡ１が揺動し、第１吸気弁Ｖ１
が低速用カムＣ１の形状に応じたタイミングおよびリフ
ト量で開閉作動する。この際、第２ロッカアームＡ２は
隆起部Ｃ２に摺接したままで揺動せず、第２吸気弁Ｖ２
は閉弁休止したまである。The first to third rocker arms A1 to A3 are integrally connected to the valve mechanism 2 when an operating oil pressure is supplied through an oil passage 5 provided in the rocker shaft 4. A valve operation changing mechanism 6 configured to enable relative angular displacement of the first to third rocker arms A1 to A3 when the operating oil pressure is released is additionally provided. When the valve operation changing mechanism 6 integrally connects the first to third rocker arms A1 to A3, the high speed cam C3 causes the third rocker arms A1 to A3 to move to the third position.
As the rocker arm A3 swings, the first and second rocker arms A3 swing.
The rocker arms A1 and A2 swing, and the first and second intake valves V1 and V2 open and close at the timing and lift amount according to the shape of the high speed cam 3. Also, the valve operation changing mechanism 6
Becomes a state in which the relative angular displacements of the first to third rocker arms A1 to A3 are allowed, the first rocker arm A1 swings in response to the rotation of the low speed cam C1, and the first intake valve V1.
Opens and closes at a timing and a lift amount according to the shape of the low speed cam C1. At this time, the second rocker arm A2 remains in sliding contact with the raised portion C2 and does not swing, and the second intake valve V2
Has been closed.
【００１７】前記油路５と油圧供給源７とを結ぶ管路８
の途中には、油圧供給源７からの作動油圧を弁作動変更
機構６に供給する状態と、弁作動変更機構６の油圧を解
放する状態との切換を行なうための電磁切換弁９が設け
られる。この電磁切換弁９は、エンジン回転数が予め定
めた第１設定回転数Ｎ１以下の低速運転域にあるときに
弁作動変更機構６の油圧を解放する状態と、エンジン回
転数が第１設定回転数Ｎ１を超えた高速運転域にあると
きに弁作動変更機構６に作動油圧を供給する状態とを切
換可能である。A pipe line 8 connecting the oil line 5 and the hydraulic pressure supply source 7
An electromagnetic switching valve 9 for switching between a state in which the operating oil pressure from the oil pressure supply source 7 is supplied to the valve operation changing mechanism 6 and a state in which the oil pressure in the valve operation changing mechanism 6 is released is provided in the middle of the. . The electromagnetic switching valve 9 releases the hydraulic pressure of the valve operation changing mechanism 6 when the engine speed is in a low speed operation range equal to or lower than a predetermined first set speed N1 and when the engine speed is the first set speed. It is possible to switch between the state in which the operating oil pressure is supplied to the valve operation changing mechanism 6 in the high-speed operation range exceeding the number N1.
【００１８】各気筒ＣＬの一対の排気弁についても、両
吸気弁Ｖ１，Ｖ２に関連した動弁機構２および弁作動変
更機構６と同様のものが設けられる。The pair of exhaust valves of each cylinder CL are also provided with the same valve operating mechanism 2 and valve operation changing mechanism 6 associated with both intake valves V1 and V2.
【００１９】したがってエンジンが第１設定回転数Ｎ１
以下の低速運転域にあるときには第１吸気弁Ｖ１および
一方の排気弁のみが開閉作動し、第１設定回転数Ｎ１を
超えた高速運転域では両吸気弁Ｖ１，Ｖ２および両排気
弁が開閉作動する。しかも吸気弁Ｖ１，Ｖ２および排気
弁の開閉タイミングおよびリフト量は、低速運転域と高
速運転域とで異なり、前記タイミングおよびリフト量を
規定する低速用カムＣ１および高速用カムＣ３の形状は
各運転域でのトルクを向上するようにそれぞれ設定され
ている。Therefore, the engine has the first set speed N1.
In the following low speed operation range, only the first intake valve V1 and one exhaust valve are opened and closed, and in the high speed operation range where the first set speed N1 is exceeded, both intake valves V1 and V2 and both exhaust valves are opened and closed. To do. Moreover, the opening and closing timings of the intake valves V1 and V2 and the exhaust valve and the lift amount are different between the low speed operation range and the high speed operation range, and the shapes of the low speed cam C1 and the high speed cam C3 that define the timing and the lift amount are different in each operation. Each is set to improve the torque in the range.
【００２０】エンジン本体１における各気筒ＣＬの第１
吸気ポートＰ１には、該吸気ポートＰ１と共働して低速
用吸気通路ＷＬを形成するための第１吸気管１０がそれ
ぞれ接続され、第２吸気ポートＰ２には、該吸気ポート
Ｐ２と共働して高速用吸気通路ＷＨを形成するための第
２吸気管１１がそれぞれ接続される。しかも各気筒ＣＬ
の第１および第２吸気管１０，１１は、エンジン本体１
の気筒配列方向に沿って長く延びるエアチャンバ１２に
共通に接続される。First of each cylinder CL in the engine body 1
The first intake pipes 10 for forming the low speed intake passage WL in cooperation with the intake port P1 are respectively connected to the intake port P1, and the second intake port P2 cooperates with the intake port P2. Then, the second intake pipes 11 for forming the high speed intake passage WH are respectively connected. Moreover, each cylinder CL
The first and second intake pipes 10, 11 of the engine main body 1
Are commonly connected to the air chamber 12 extending in the cylinder arrangement direction.
【００２１】エアチャンバ１２のエンジン本体１側の側
面下部には複数の接続口１３が設けられ、各気筒ＣＬに
対応した第２吸気管１１は接続口１３にそれぞれ接続さ
れる。また第１吸気管１０は、第２吸気管１１に一体的
に形成された吸気管部１４と、エアチャンバ１２に一体
的に設けられた吸気管部１５とが相互に接続されて成
る。一方の吸気管部１５は、エアチャンバ１２のエンジ
ン本体１とは反対側の側面に開口した流出口１６からエ
アチャンバ１２の底部を経て前記接続口１３の下方に接
続口１７が位置するように形成され、他方の吸気管部１
４はその接続口１７に接続される。A plurality of connection ports 13 are provided in the lower part of the side surface of the air chamber 12 on the engine body 1 side, and the second intake pipes 11 corresponding to each cylinder CL are connected to the connection ports 13, respectively. The first intake pipe 10 is formed by connecting an intake pipe portion 14 integrally formed with the second intake pipe 11 and an intake pipe portion 15 integrally provided with the air chamber 12. One of the intake pipe portions 15 is arranged so that a connection port 17 is located below the connection port 13 from an outlet 16 which is opened on a side surface of the air chamber 12 opposite to the engine body 1 and through a bottom portion of the air chamber 12. Formed and the other intake pipe section 1
4 is connected to the connection port 17.
【００２２】図４を併せて参照して、エアチャンバ１２
の底部には、一方の吸気管部１５の途中に連通し得るよ
うにして開口部１８が設けられる。低速用吸気通路ＷＬ
において、この開口部１８から吸気管部１４を経て第１
吸気ポートＰ１に至るまでの長さは、接続口１３から第
２吸気管１１を経て第２吸気ポートＰ２に至るまでの高
速用吸気通路ＷＨの長さとほぼ同一に設定される。Referring also to FIG. 4, the air chamber 12
An opening 18 is provided at the bottom of the intake pipe 15 so as to communicate with the middle of one of the intake pipes 15. Low speed intake passage WL
In this case, from the opening 18 through the intake pipe portion 14 to the first
The length to reach the intake port P1 is set to be substantially the same as the length of the high speed intake passage WH from the connection port 13 to the second intake port P2 via the second intake pipe 11.
【００２３】低速用吸気通路ＷＬの途中すなわち第１吸
気管１０における吸気管部１５の途中には、開口部１８
のみを第１吸気ポートＰ１に連通させる状態と、流出口
１６のみを第１吸気ポートＰ１に連通させる状態とを切
換えて、低速用吸気通路ＷＬの長さを変更するための通
路構成変更手段１９が設けられる。この通路構成変更手
段１９は、吸入管部１５の途中の開口部１８に対応する
位置に配置される切換弁２０と、その切換弁２０を駆動
するためのアクチュエータ２１とを含む。In the middle of the low speed intake passage WL, that is, in the middle of the intake pipe portion 15 of the first intake pipe 10, an opening 18 is formed.
The passage configuration changing means 19 for changing the length of the low-speed intake passage WL by switching between the state in which only the first intake port P1 is communicated and the state in which only the outlet 16 is communicated with the first intake port P1. Is provided. The passage structure changing means 19 includes a switching valve 20 arranged at a position corresponding to the opening 18 in the middle of the suction pipe portion 15, and an actuator 21 for driving the switching valve 20.
【００２４】図５において、切換弁２０は、各開口部１
８に対応して配置される複数の弁体２２を共通の駆動棒
２３で連結して構成される。弁体２２は、一対の円板２
４，２４の端縁を閉塞板２５で連結して構成され、閉塞
板２５の横断面形状は半月状に形成される。各弁体２２
は、開口部１８に対応する位置で吸気管部１５の上下両
面に形成された円弧状の支持部２７で回動自在に支承さ
れ、閉塞板２６は開口部１８を図２で示すように塞ぐこ
とができるとともに、弁体２２をその状態から９０度回
動したときには、吸気管部１５の流出口１６側を塞ぐこ
とができる。アクチュエータ２１は、たとえばロータリ
ソレノイドであり、このアクチュエータ２１に駆動棒２
３が連結される。しかもアクチュエータ２１はエンジン
回転数が前記第１設定回転数Ｎ１とは異なる第２設定回
転数Ｎ２（たとえばＮ２＜Ｎ１）以下の低速運転域にあ
るときには弁体２２で開口部１８を塞ぐように作動し、
第２設定回転数Ｎ２を超えた高速運転域では図６で示す
ように開口部１８を開放して流出口１６側を弁体２２で
塞ぐように作動する。In FIG. 5, the switching valve 20 is provided with each opening 1
8 is formed by connecting a plurality of valve bodies 22 arranged in common with a common drive rod 23. The valve body 22 is a pair of discs 2.
It is constituted by connecting the edges of 4, 4 with a closing plate 25, and the closing plate 25 is formed in a half-moon-shaped cross section. Each valve body 22
Is rotatably supported by arcuate support portions 27 formed on the upper and lower surfaces of the intake pipe portion 15 at positions corresponding to the opening portions 18, and the closing plate 26 closes the opening portions 18 as shown in FIG. Moreover, when the valve body 22 is rotated 90 degrees from that state, it is possible to close the outlet 16 side of the intake pipe portion 15. The actuator 21 is, for example, a rotary solenoid, and the actuator 21 has a drive rod 2
3 are connected. Moreover, the actuator 21 operates so as to close the opening 18 with the valve body 22 when the engine speed is in the low speed operation range below the second set speed N2 (for example, N2 <N1) different from the first set speed N1. Then
In the high-speed operation range in which the second set speed N2 is exceeded, the opening 18 is opened to close the outlet 16 side with the valve body 22 as shown in FIG.
【００２５】したがって低速用吸気通路ＷＬの長さは、
エンジンが第２設定回転数Ｎ２以下の低速運転域にある
ときには流出口１６から第１吸気ポートＰ１に至るまで
の長い距離となり、エンジンが第２設定回転数Ｎ２を超
えた高速運転域に入ると、開口部１８から第１吸気ポー
トＰ１までの短くかつ高速用吸気通路ＷＨとほぼ同一の
長さとなる。Therefore, the length of the low speed intake passage WL is
When the engine is in the low speed operation range below the second set speed N2, the distance from the outlet 16 to the first intake port P1 becomes long, and when the engine enters the high speed operation range exceeding the second set speed N2. The length from the opening 18 to the first intake port P1 is short and has substantially the same length as the high-speed intake passage WH.
【００２６】各第１吸気管１０における吸気管部１４の
途中には、第１吸気ポートＰ１に向けて燃料噴射弁ＶＦ
が配設され、エンジンの運転状態に対応して燃料噴射弁
ＶＦから第１吸気ポートＰ１内に燃料が噴射される。In the middle of the intake pipe portion 14 of each first intake pipe 10, the fuel injection valve VF is directed toward the first intake port P1.
Is provided and fuel is injected from the fuel injection valve VF into the first intake port P1 in accordance with the operating state of the engine.
【００２７】次にこの実施例の作用について説明する
と、先ずエンジンが第２設定回転数Ｎ２以下の低速運転
域にあるときには通路構成変更手段１９により低速用吸
気通路ＷＬの長さが長くなっているので、吸気慣性効果
増大によりトルクが向上する。またエンジンが第２設定
回転数Ｎ２とは異なる第１設定回転数Ｎ１以下の低速運
転域にあるときには弁作動変更機構６により第２吸気弁
Ｖ２の作動が休止され、第１吸気弁Ｖ１のみが開閉作動
する。この際、第１吸気弁Ｖ１の開閉タイミングおよび
リフト量を低速運転域に対応したものに設定しておくこ
とによりさらにトルクが向上する。Explaining the operation of this embodiment, first, when the engine is in the low speed operation range of the second set speed N2 or less, the passage structure changing means 19 lengthens the low speed intake passage WL. Therefore, the torque is improved by increasing the intake inertia effect. Further, when the engine is in the low speed operation range of the first set speed N1 or less, which is different from the second set speed N2, the operation of the second intake valve V2 is stopped by the valve operation changing mechanism 6, and only the first intake valve V1 is operated. It opens and closes. At this time, the torque is further improved by setting the opening / closing timing and the lift amount of the first intake valve V1 to correspond to the low speed operation range.
【００２８】エンジンが第２設定回転数Ｎ２を超えた高
速運転域に入ると、通路構成変更手段１９の働きによ
り、低速用吸気通路ＷＬの長さは、高速用吸気通路ＷＨ
とほぼ同一の長さまで短くなり、その長さは高速運転域
に対応した適切な長さに設定されているので、高速域で
も吸気の充填効率を高めてトルクを向上することができ
る。さらにエンジンが第１設定回転数Ｎ１を超えた高速
運転域に入ると、弁作動変更機構６により各ロッカアー
ムＡ１〜Ａ３が連結され、第１および第２吸気弁Ｖ１，
Ｖ２がともに高速用カムＣ３の形状に対応したタイミン
グおよびリフト量で開閉作動して、高出力を得ることが
できる。When the engine enters the high speed operation range in which the engine speed exceeds the second set speed N2, the passage configuration changing means 19 causes the length of the low speed intake passage WL to increase.
Since the length is shortened to almost the same as the above, and the length is set to an appropriate length corresponding to the high speed operation range, it is possible to improve the intake charging efficiency and the torque even in the high speed range. Further, when the engine enters the high-speed operation range in which the engine speed exceeds the first set rotational speed N1, the valve operation changing mechanism 6 connects the rocker arms A1 to A3, and the first and second intake valves V1,
Both V2 can be opened and closed at a timing and a lift amount corresponding to the shape of the high speed cam C3, and a high output can be obtained.
【００２９】このような作用によるエンジンの出力Ｐお
よびトルクＴへの影響を図示すると、図７で示すように
なる。この図７において、ＡＴ，ＢＴ，ＣＴはトルク特
性を示し、ＡＰ，ＢＰ，ＣＰは出力特性を示すものであ
る。FIG. 7 shows the influence of the above-mentioned action on the engine output P and the torque T. In FIG. 7, AT, BT, and CT indicate torque characteristics, and AP, BP, and CP indicate output characteristics.
【００３０】この図７で明らかなように、出力Ｐについ
ては、第２設定回転数Ｎ２および第１設定回転数Ｎ１で
出力特性が切替わり、特に第１設定回転数Ｎ１を超える
高速運転域での出力向上を果たすことができる。またト
ルクＴについては、第２設定回転数Ｎ２以下の運転域、
第２設定回転数Ｎ２を超えて第１設定回転数Ｎ１以下の
運転域、および第１設定回転数Ｎ１を超える運転域でそ
れぞれピークを有するようにして、トルクＴの落込みを
極力抑制し、低速運転域から高速運転域にわたる広い運
転域でトルクの向上を果たすことができる。As is apparent from FIG. 7, the output characteristics of the output P are switched between the second set speed N2 and the first set speed N1, especially in a high-speed operation range exceeding the first set speed N1. The output can be improved. Regarding the torque T, the operating range of the second set rotational speed N2 or less,
Each of the peaks is set in an operating range that exceeds the second setting rotational speed N2 and is equal to or less than the first setting rotational speed N1, and an operating range that exceeds the first setting rotational speed N1 to suppress the drop of the torque T as much as possible. The torque can be improved in a wide operating range from the low speed operating range to the high speed operating range.
【００３１】以上の実施例では、第１設定回転数Ｎ１＞
第２設定回転数Ｎ２としたが、第２設定回転数Ｎ２＞第
１設定回転数Ｎ１となるようにしてもよい。また低速用
吸気通路ＷＬの長さを大、小に切換えるようにしたが、
吸気断面積を大、小に切換えるようにしてもよい。In the above embodiment, the first set rotational speed N1>
Although the second set speed N2 is set, the second set speed N2> the first set speed N1 may be set. Also, the length of the low speed intake passage WL is switched between large and small,
The intake cross-sectional area may be switched between large and small.
【００３２】[0032]
【発明の効果】以上のように本発明によれば、第１設定
回転数以下の運転域では吸気弁が低速運転域に対応した
作動特性で開閉作動し、第１設定回転数を超える運転域
では高速運転域に対応した作動特性で吸気弁が開閉作動
し、第１設定回転数とは異なる第２設定回転数以下の運
転域では吸気通路の長さまたは吸気断面積が長くまたは
小さくなり、第２設定回転数を超える運転域では吸気通
路の長さまたは吸気断面積が短くまたは大きくなるの
で、第１及び第２設定回転数以下の低速運転域では、そ
の低速運転域に対応した吸気弁作動特性と、この弁作動
特性に適合した低速用吸気通路構成とが相俟ってエンジ
ンの低速運転域での出力トルクを効果的に向上させるこ
とができ、一方、第１及び第２設定回転数以上の高速運
転域では、その高速運転域に対応した吸気弁作動特性
と、この弁作動特性に適合した高速用吸気通路構成とが
相俟ってエンジンの高速運転域での出力トルクを効果的
に向上させることができ、更に第１及び第２設定回転数
間の中間運転域ではその中間運転域に応じた吸気弁作動
特性または吸気通路構成に基づき出力トルクを多少とも
向上させることができ、以上の結果、高速および低速運
転域の中間領域でのトルク落ち込みを極力回避しなが
ら、高速および低速運転域ではその各々の運転域に応じ
た吸気弁作動特性と吸気通路構成とによる相乗効果でエ
ンジンの出力トルクを極めて効果的に高めることがで
き、全体としてエンジンの広い運転域に亘り出力トルク
の向上が達成される。しかも前記吸気弁作動特性および
吸気通路構成の各切換段数よりも、エンジンのトルク特
性の実質的な切換段数を多くすることができるから、そ
れだけトルク特性切換のための構成簡素化に寄与するこ
とができる。As described above, according to the present invention, the intake valve opens and closes with operating characteristics corresponding to the low speed operation range in the operation range below the first set speed, and exceeds the first set speed. The intake valve opens and closes with operating characteristics corresponding to the high speed operation range, and the length of the intake passage or the intake cross-sectional area becomes longer or smaller in the operation range below the second set speed different from the first set speed. In the operating range exceeding the second set speed, the intake passage length or the intake cross-sectional area becomes short or large. Therefore, in the low speed operating range below the first and second set speeds, the intake valve corresponding to the low operating range. The operating characteristics and the low-speed intake passage configuration adapted to the valve operating characteristics can be combined to effectively improve the output torque in the low-speed operation range of the engine, while the first and second set rotational speeds are set. In high-speed driving range of several or more, The intake valve operating characteristic corresponding to the rolling range and the high-speed intake passage configuration adapted to this valve operating characteristic can be combined to effectively improve the output torque of the engine in the high-speed operating range. In the intermediate operating range between the first and second set speeds, the output torque can be improved to some extent based on the intake valve operating characteristics or the intake passage configuration according to the intermediate operating range. As a result, the high speed and low speed operating ranges are achieved. In the high-speed and low-speed operating ranges, the output torque of the engine is extremely effectively increased by the synergistic effect of the intake valve operating characteristics and the intake passage configuration in the high-speed and low-speed operating ranges while avoiding the torque drop in the intermediate range as much as possible. Therefore, the output torque can be improved over a wide operating range of the engine as a whole. Moreover, since the substantial number of switching stages of the torque characteristic of the engine can be made larger than the number of switching stages of the intake valve operating characteristic and the intake passage configuration, it contributes to the simplification of the configuration for the torque characteristic switching. it can.
【図１】図面は本発明の一実施例を示すものであり、図
１は要部平面図FIG. 1 shows an embodiment of the present invention, and FIG. 1 is a plan view of essential parts.
【図２】図１の２−２線断面図FIG. 2 is a sectional view taken along line 2-2 of FIG.
【図３】図２の３矢視拡大図FIG. 3 is an enlarged view of arrow 3 in FIG.
【図４】図１の４−４線断面図4 is a sectional view taken along line 4-4 of FIG.
【図５】切換弁の斜視図FIG. 5 is a perspective view of a switching valve.
【図６】通路構成変更手段が作動した状態を示すための
図２に対応した断面図FIG. 6 is a cross-sectional view corresponding to FIG. 2 showing a state in which the passage structure changing means is activated.
【図７】エンジン出力特性図である。FIG. 7 is an engine output characteristic diagram.
１ エンジン本体 ２ 動弁機構 ６ 弁作動変更機構 １９ 通路構成変更機構 Ａ１〜Ａ３ 弁開閉駆動部材としてのローカアーム Ｃ１ 低速用カム Ｃ３ 高速用カム Ｈ１，Ｈ２ 吸気弁口 Ｖ１，Ｖ２ 吸気弁 ＷＨ，ＷＬ 吸気通路 1 Engine Main Body 2 Valve Mechanism 6 Valve Operation Change Mechanism 19 Passage Configuration Change Mechanism A1 to A3 Lower Arm as Valve Opening / Closing Drive Member C1 Low Speed Cam C3 High Speed Cam H1, H2 Intake Valve V1, V2 Intake Valve WH, WL Intake aisle
─────────────────────────────────────────────────────
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【手続補正書】[Procedure amendment]
【提出日】平成５年６月３０日[Submission date] June 30, 1993
【手続補正１】[Procedure Amendment 1]
【補正対象書類名】明細書[Document name to be amended] Statement
【補正対象項目名】全文[Correction target item name] Full text
【補正方法】変更[Correction method] Change
【補正内容】[Correction content]
【書類名】 明細書[Document name] Statement
【発明の名称】 エンジンの吸気制御装置Title: Engine intake control device
【特許請求の範囲】[Claims]
【発明の詳細な説明】Detailed Description of the Invention
【０００１】[0001]
【産業上の利用分野】本発明は、エンジン、特にエンジ
ン本体に設けられた吸気弁口に吸気通路が接続され、吸
気弁口に配設される吸気弁を開閉駆動する動弁機構に
は、エンジンの第１設定回転数以下の低速運転域に対応
した作動特性で吸気弁を開閉駆動する状態と第１設定回
転数を超える高速運転域に対応した作動特性で吸気弁を
開閉駆動する状態とを切換可能にした弁作動変更機構が
設けられるエンジンの吸気制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine, and more particularly to a valve operating mechanism in which an intake passage is connected to an intake valve opening provided in an engine main body and an intake valve arranged in the intake valve opening and closing is driven. A state in which the intake valve is driven to open and close with an operating characteristic corresponding to a low speed operation range below the first set engine speed, and a state in which the intake valve is driven to open and close with an operating characteristic corresponding to a high speed operation range exceeding the first set engine speed. The present invention relates to an intake control device for an engine, which is provided with a valve operation changing mechanism that is capable of switching.
【０００２】[0002]
【従来の技術】従来、斯かる弁作動変更機構を備えたエ
ンジンは、たとえば特開昭５６−５６９４２号公報によ
り知られており、この従来のものでは、エンジンの運転
状態に応じて吸気弁の作動数、開弁タイミング及びリフ
ト量を変化させることにより、トルクの向上を図るよう
にしている。2. Description of the Related Art Conventionally, an engine provided with such a valve operation changing mechanism is known, for example, from Japanese Patent Laid-Open No. 56-56942, and in this conventional engine, the intake valve of the engine is changed depending on the operating state of the engine. The torque is improved by changing the number of operations, the valve opening timing and the lift amount.
【０００３】また一般にエンジンにはその高速および低
速の各運転域において、吸気弁の作動特性に応じて吸気
充填効率を最大に高め得る吸気通路構成（例えば有効管
長や通路断面積等）がそれぞれ存在する。そこで機関の
高速運転域でも低速運転域でも充填効率が高く出力トル
クが充分に得られるようにするために、例えば実開昭５
１−５６４１４号公報にも開示される如く機関本体の吸
気弁口に、高速運転域に対応して有効管長等が設定され
高速用開閉弁により開閉される高速吸気通路と、低速運
転域に対応して有効管長等が設定され低速用開閉弁によ
り開閉される低速吸気通路とを接続して、高速運転域で
は高速吸気通路から、また低速運転域では低速吸気通路
からそれぞれ吸気を導入するようにした吸気通路構成変
更手段を備えたエンジンも既に提案されている。In general, an engine has an intake passage structure (for example, effective pipe length or passage sectional area) capable of maximizing intake charging efficiency in accordance with operating characteristics of an intake valve in each of high speed and low speed operating ranges. To do. Therefore, in order to obtain a high charging efficiency and a sufficient output torque in both the high speed operating range and the low speed operating range of the engine, for example
As disclosed in Japanese Laid-Open Patent Publication No. 1-56414, the intake valve port of the engine body has a high-speed intake passage that is set with an effective pipe length and the like corresponding to a high-speed operating range and is opened and closed by a high-speed on-off valve, and a low-speed operating range. By connecting the low-speed intake passage that is opened and closed by the low-speed on-off valve with the effective pipe length set, the intake air is introduced from the high-speed intake passage in the high-speed operating range and from the low-speed intake passage in the low-speed operating range. An engine equipped with the intake passage configuration changing means has already been proposed.
【０００４】しかしながら前記弁作動変更機構と、吸気
通路構成変更手段とを両方とも具備したものは未だ知ら
れていない。However, a device including both the valve operation changing mechanism and the intake passage structure changing means has not been known yet.
【０００５】[0005]
【発明が解決しようとする課題】前述のようにエンジン
には、その所定運転域において吸気弁の作動特性に応じ
て吸気充填効率を最大に高め得る吸気通路構成が存在す
るので、その吸気弁作動特性に適合した吸気通路構成を
選択することによりエンジンの高トルク化が可能であ
る。As described above, the engine has an intake passage structure capable of maximizing the intake charging efficiency in accordance with the operating characteristics of the intake valve in the predetermined operating range thereof. It is possible to increase the torque of the engine by selecting the intake passage configuration that matches the characteristics.
【０００６】従って前記弁作動変更機構と吸気通路構成
変更手段とを仮に組み合わせた場合において、単純に考
えると、高トルク化を図るためには、エンジンの高速お
よび低速の各運転域に対応して吸気弁の作動特性を変化
させるのに応じて、それら弁作動特性にそれぞれ適合し
た吸気通路構成を、該弁作動特性の変化と同じタイミン
グで変化させればよいことになる。Therefore, in the case where the valve operation changing mechanism and the intake passage structure changing means are temporarily combined, simply thinking, in order to achieve a high torque, it is necessary to correspond to each operating range of high speed and low speed of the engine. As the operating characteristics of the intake valves are changed, the intake passage configurations adapted to the respective valve operating characteristics may be changed at the same timing as the change of the valve operating characteristics.
【０００７】ところが、エンジンの全運転領域にわたっ
て吸気通路構成を一定とした状態で吸気弁特性を低速運
転域と高速運転域とで変化させると、トルク特性は、そ
の切換時期を谷とした２つの山を形成するものであり、
またエンジンの全運転領域にわたって吸気弁特性を一定
とした状態で吸気通路構成を低速運転域と高速運転域と
で変化させると、トルク特性は、その切換時期を谷とし
た２つの山を形成するものである。したがって吸気弁特
性および吸気通路構成を前述のように同時に変化させる
と、２つの山の間に深い谷を生じたトルク特性が得られ
るため、特に低速運転域および高速運転域間の遷移域で
はトルクが大きく落ち込むことになり、好ましくない。
尚、このようなトルクの落ち込みを回避するためには、
エンジンの運転状態に応じて３段以上の多段切換を行な
えばよいが、そうすると構成が複雑となる。However, when the intake valve characteristic is changed between the low speed operating range and the high speed operating range in a state where the intake passage structure is constant over the entire operating range of the engine, the torque characteristic has two valleys at the switching timing. Is what forms a mountain,
Further, when the intake passage configuration is changed between the low speed operating region and the high speed operating region while the intake valve characteristic is constant over the entire operating region of the engine, the torque characteristic forms two peaks whose valleys are the switching timings. It is a thing. Therefore, if the intake valve characteristic and the intake passage configuration are changed at the same time as described above, a torque characteristic with a deep valley between the two peaks is obtained, so that the torque is particularly increased in the transition region between the low speed operating region and the high speed operating region. Is greatly reduced, which is not preferable.
In order to avoid such a drop in torque,
It suffices to perform multi-stage switching of three or more stages according to the operating state of the engine, but then the configuration becomes complicated.
【０００８】本発明は、斯かる事情に鑑みてなされたも
ので、エンジンの運転状態に応じた吸気弁作動特性及び
吸気通路構成の各２段の切換によるも中間運転域でのト
ルクの落ち込みを極力回避できるようにして、低速から
高速運転域に亘る広い範囲で高トルク化を図るようにし
た、エンジンの吸気制御装置を提供することを目的とす
る。The present invention has been made in view of the above circumstances, and the torque drop in the intermediate operating range can be achieved even by switching the intake valve operating characteristics and the intake passage configuration in two stages according to the operating state of the engine. It is an object of the present invention to provide an intake control device for an engine, which is capable of avoiding as much as possible to achieve high torque in a wide range from a low speed to a high speed operation range.
【０００９】[0009]
【課題を解決するための手段】上記目的を達成するため
に本発明は、エンジン本体に設けられた吸気弁口に吸気
通路が接続され、吸気弁口に配設される吸気弁を開閉駆
動する動弁機構には、エンジンの第１設定回転数以下の
低速運転域に対応した、開弁期間の比較的短い第１の作
動特性で吸気弁を開閉駆動する状態と第１設定回転数を
超える高速運転域に対応した、開弁期間の比較的長い第
２の作動特性で吸気弁を開閉駆動する状態とを切換可能
にした弁作動変更機構が設けられるエンジンの吸気制御
装置であって、吸気通路には、その長さ或いは吸気断面
積を第１設定回転数とは異なる第２設定回転数以下の低
速運転域では長く或いは小さく且つ第２設定回転数を超
える高速運転域では短く或いは大きく変更する通路構成
変更手段が設けられることを特徴とする。[Means for Solving the Problems] To achieve the above object
According to the present invention, an intake passage is connected to an intake valve opening provided in an engine body, and a valve operating mechanism for opening / closing driving an intake valve provided in the intake valve opening is provided with a first set rotational speed of an engine or less. corresponding to the low speed operation region, corresponding to the state and the high-speed operating range of the first exceeds the preset rotational speed for opening and closing the intake valve in a relatively short first work <br/> dynamic characteristics of the valve opening period, the valve opening period The relatively long first
And a state for opening and closing the intake valve in the second operating characteristic to a intake control apparatus for an engine switchable to the valve operation changing mechanism is provided, the intake passage, the length or the intake cross-sectional area first set It is characterized in that the passage configuration changing means is provided for changing the length to be small or long in a low speed operation range equal to or lower than a second set speed different from the rotation speed and to be short or large in a high speed operation range exceeding the second set speed.
【００１０】[0010]
【作 用】上記構成によれば、第１設定回転数以下の運
転域では吸気弁が低速運転域に対応した、開弁期間の比
較的短い第１の作動特性で開閉作動し、第１設定回転数
を超える運転域では高速運転域に対応した、開弁期間の
比較的長い第２の作動特性で吸気弁が開閉作動し、第２
設定回転数以下の運転域では吸気通路の長さ又は吸気断
面積が長く又は小さくなり、第２設定回転数を超える運
転域では吸気通路の長さ又は吸気断面積が短く又は大き
くなるが、第１および第２設定回転数は相互に異なって
設定されるので、特に第１及び第２設定回転数以下の低
速運転域では、その低速運転域に対応した吸気弁作動特
性と、この弁作動特性にマッチングした低速用吸気通路
構成とが相俟ってエンジンの低速運転域での出力トルク
を効果的に向上させ、一方、第１及び第２設定回転数以
上の高速運転域では、その高速運転域に対応した吸気弁
作動特性と、この弁作動特性にマッチングした高速用吸
気通路構成とが相俟ってエンジンの高速運転域での出力
トルクを効果的に向上させ、更に第１及び第２設定回転
数間の中間運転域ではその中間運転域に応じた吸気弁作
動特性または吸気通路構成に基づき出力トルクを多少と
も向上させて、該中間運転域でのトルク落ち込みが極力
回避される。[Operation] According to the above configuration, the ratio of the valve opening period, which corresponds to the low speed operation range of the intake valve in the operation range of the first set speed or less,
Comparatively a short opened and closed in the first operating characteristic, the operating range over first set rotation speed corresponding to the high-speed operating range, the opening period
The intake valve opens and closes with the second operating characteristic that is relatively long.
In an operating range below the set speed, the length or intake cross section of the intake passage becomes long or small, and in an operating range above the second set speed, the length or intake cross section of the intake passage becomes short or large. Since the first and second set speeds are set differently from each other, particularly in the low speed operation range of the first and second set speeds or less, the intake valve operating characteristic corresponding to the low speed operating range and the valve operating characteristic In combination with the low-speed intake passage configuration, which effectively matches the output torque in the low-speed operation range of the engine, in the high-speed operation range above the first and second set speeds, the high-speed operation range is improved. The intake valve operating characteristic corresponding to the engine operating range and the high-speed intake passage configuration matching the valve operating characteristic are combined to effectively improve the output torque of the engine in the high-speed operating range. Intermediate operating range between set speeds Its intake valve operating characteristic in accordance with the intermediate operating range or an output torque based on the intake passage forming more or less to improve the torque drop in the intermediate operating range is prevented as much as possible.
【００１１】また特に低速運転域に対応した上記第１の
吸気弁作動特性は、開弁期間が比較的短くて遅開き早閉
じの傾向となるから、その遅開きにより弁重合期間が短
くなって内部残留排気ガス量が減量されアイドル安定性
が向上する一方、その早閉じによって、低速吸気通路に
よる吸気慣性効果が有効に生かされると共に吸入した吸
気の吹き返しも有効に抑えられて低速運転域での充填効
率が大いに向上し出力トルクが大幅に高められる。一
方、高速運転域に対応した上記第２の吸気弁作動特性
は、開弁期間が比較的長くて早開き遅閉じの傾向となる
から、その早開きにより弁重合期間が長くなって、高速
吸気通路における吸気脈動効果により掃気効率が高めら
れると共に、その遅閉じによって、高速吸気通路による
吸気慣性効果がピストン下死点以降でも極力長く有効に
持続して、高速運転域での充填効率が大いに向上し出力
トルクが大幅に高められる。 Further, in particular, the above-mentioned first method corresponding to the low speed operation range
The intake valve operating characteristic is that the valve opening period is relatively short and it opens late and closes early.
The valve opening period is short due to its late opening.
Internal idle exhaust gas is reduced and idle stability
Is improved, while its early closing reduces the low-speed intake passage.
Intake inertia effect by
Blowback is also effectively suppressed, and the filling effect in the low speed operation range
The rate is greatly improved and the output torque is greatly increased. one
On the other hand, the above-mentioned second intake valve operating characteristic corresponding to the high speed operation range
Has a relatively long valve opening period and tends to open early and close late
Therefore, the valve opening period becomes longer due to its early opening, and high speed
The scavenging efficiency may be improved by the intake pulsation effect in the intake passage.
And the late closing of the high-speed intake passage
Intake inertia effect is effective as long as possible even after piston bottom dead center
Sustained, the filling efficiency in the high-speed operation range is greatly improved and output
Torque is greatly increased.
【００１２】[0012]
【実施例】以下、図面により本発明の一実施例について
説明すると、先ず図１および図２において、このエンジ
ンは、燃料噴射式多気筒エンジンであり、エンジン本体
１には、各気筒ＣＬに対して、第１吸気弁口Ｈ１に連な
る第１吸気ポートＰ１と、第２吸気弁口Ｈ２に連なる第
２吸気ポートＰ２とがそれぞれ設けられ、第１吸気弁口
Ｈ１には第１吸気弁Ｖ１が配設され、第２吸気弁口Ｈ２
には第２吸気弁Ｖ２が配設される。またエンジン本体１
には、各気筒ＣＬに対して一対の排気ポート（図示せ
ず）が設けられており、各排気ポートに対応して排気弁
がそれぞれ配設されるが、各排気弁は、第１および第２
吸気弁Ｖ１，Ｖ２と同様の作動をするものであり、以
下、エンシンの吸気系についてのみ詳述し、排気弁を含
む排気系についての詳細な説明を省略する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. First, in FIG. 1 and FIG. 2, this engine is a fuel injection type multi-cylinder engine. A first intake port P1 connected to the first intake valve opening H1 and a second intake port P2 connected to the second intake valve opening H2. The first intake valve V1 is connected to the first intake valve opening H1. The second intake valve opening H2 is provided.
A second intake valve V2 is provided in the. Also the engine body 1
Is provided with a pair of exhaust ports (not shown) for each cylinder CL, and exhaust valves are provided corresponding to the respective exhaust ports. Two
It operates similarly to the intake valves V1 and V2. Hereinafter, only the intake system of the engine will be described in detail, and the detailed description of the exhaust system including the exhaust valve will be omitted.
【００１３】図３を併せて参照して、各気筒ＣＬの第１
および第２吸気弁Ｖ１，Ｖ２は閉弁方向すなわち上方に
ばね付勢されており、動弁機構２によって下方に押圧さ
れることにより開弁する。Referring also to FIG. 3, the first of each cylinder CL is shown.
The second intake valves V1 and V2 are spring-biased in the valve closing direction, that is, upward, and are opened by being pressed downward by the valve mechanism 2.
【００１４】この動弁機構２は、エンジンの回転に応じ
て１／２の減速比で回転駆動されるカムシャフト３に一
体に設けられた低速用カムＣ１、高速用カムＣ３および
隆起部Ｃ２と、カムシャフト３と平行に固定配置される
ロッカシャフト４で揺動可能に支承される弁開閉駆動部
材としての第１，第２および第３ロッカアームＡ１，Ａ
２，Ａ３とを備えている。The valve mechanism 2 includes a low speed cam C1, a high speed cam C3 and a raised portion C2 which are integrally provided on a cam shaft 3 which is rotationally driven at a speed reduction ratio of 1/2 according to the rotation of the engine. , First, second and third rocker arms A1, A as valve opening / closing drive members swingably supported by a rocker shaft 4 fixedly arranged in parallel with the cam shaft 3.
2 and A3.
【００１５】低速用カムＣ１は第１吸気弁Ｖ１に対応す
る位置でカムシャフト３に一体的に設けられ、隆起部Ｃ
２は第２吸気弁Ｖ２に対応する位置でカムシャフト３に
一体的に設けられる。また高速用カムＣ３は、低速用カ
ムＣ１および隆起部Ｃ２間、すなわち第１および第２吸
気弁Ｖ１，Ｖ２間に対応する位置でカムシャフト３に一
体的に設けられる。しかも低速用カムＣ１は、ベース円
部からその半径方向外方へ高位部を一体に隆起させた断
面略卵形に形成され、また隆起部Ｃ２は、カムシャフト
３と同心の真円状に形成され、更に高速用カムＣ３もベ
ース円部からその半径方向外方へ高位部を一体に隆起さ
せた断面略卵形に形成される。而して高速用カムＣ３の
前記高位部の隆起量及び中心角範囲は、低速用カムＣ１
の前記高位部の隆起量及び中心角範囲よりもそれぞれ大
きく設定されるので、その低速用カムＣ１によって吸気
弁Ｖ１を開閉作動させる状態では、該吸気弁Ｖ１を比較
的低リフトで、しかも比較的遅めに開き且つ比較的早め
に閉じることができ、一方、高速用カムＣ３によって吸
気弁Ｖ１，Ｖ２を開閉作動させる状態では、該吸気弁Ｖ
１，Ｖ２を比較的高リフトで、しかも比較的早めに開き
且つ比較的遅めに閉じることができる。 The low speed cam C1 is integrally provided on the cam shaft 3 at a position corresponding to the first intake valve V1 and has a raised portion C.
2 is integrally provided on the camshaft 3 at a position corresponding to the second intake valve V2. Further, the high speed cam C3 is integrally provided on the cam shaft 3 at a position corresponding to between the low speed cam C1 and the raised portion C2, that is, between the first and second intake valves V1 and V2. Moreover, the low speed cam C1 is a base circle
From the upper part of the high part to the outside in the radial direction.
The surface is formed in a substantially oval shape, the raised portion C2 is formed in a perfect circle concentric with the camshaft 3, and the high-speed cam C3 is also formed into a circular shape.
The upper part is integrally raised from the base circle to the outside in the radial direction.
It is formed into a substantially oval cross section. Therefore, the high speed cam C3
The protrusion amount and the central angle range of the high-order portion are set to the low speed cam C1.
Is larger than the amount of uplift and the central angle range of
Since it is set to a high level, the low-speed cam C1 sucks air
When the valve V1 is opened and closed, the intake valve V1 is compared.
Low lift, open relatively late and relatively early
Can be closed at the same time, while the high speed cam C3 sucks
In the state where the air valves V1 and V2 are opened and closed, the intake valve V
Open V1 and V2 with relatively high lift and relatively early
And it can be closed relatively late.
【００１６】第１および第２ロッカアームＡ１，Ａ２
は、基本的に同一形状に形成され、第１および第２吸気
弁Ｖ１，Ｖ２の上端に当接すべく、ロッカシャフト４に
揺動可能に支承される。第３ロッカアームＡ３は、第１
および第２ロッカアームＡ１，Ａ２間でロッカシャフト
４に枢支される。しかも第３ロッカアームＡ３は図示し
ないばねにより、高速用カムＣ３に常時摺接すべく上方
に付勢される。First and second rocker arms A1 and A2
Are basically formed in the same shape, and are rockably supported by the rocker shaft 4 so as to abut the upper ends of the first and second intake valves V1, V2. The third rocker arm A3 is the first
The rocker shaft 4 is pivotally supported between the second rocker arms A1 and A2. Moreover, the third rocker arm A3 is urged upward by a spring (not shown) so as to be constantly in sliding contact with the high speed cam C3.
【００１７】このような動弁機構２には、ロッカシャフ
ト４内に設けられた油路５を介して作動油圧が供給され
たときに第１〜第３ロッカアームＡ１〜Ａ３を一体的に
連結し、作動油圧が解放されたときには第１〜第３ロッ
カアームＡ１〜Ａ３の相対角変位を可能とすべく構成さ
れた弁作動変更機構６が付設される。この弁作動変更機
構６によって第１〜第３ロッカアームＡ１〜Ａ３が一体
的に連結されたときには、高速用カムＣ３によって第３
ロッカアームＡ３が揺動するのに伴って第１および第２
ロッカアームＡ１，Ａ２が揺動し、第１および第２吸気
弁Ｖ１，Ｖ２が高速用カム３の形状に応じたタイミング
およびリフト量で開閉作動する。また弁作動変更機構６
が第１〜第３ロッカアームＡ１〜Ａ３の相対角変位を許
容する状態となったときには、低速用カムＣ１の回転に
応じて第１ロッカアームＡ１が揺動し、第１吸気弁Ｖ１
が低速用カムＣ１の形状に応じたタイミングおよびリフ
ト量で開閉作動する。この際、第２ロッカアームＡ２は
隆起部Ｃ２に摺接したままで揺動せず、第２吸気弁Ｖ２
は閉弁休止したまである。The first to third rocker arms A1 to A3 are integrally connected to the valve operating mechanism 2 when an operating oil pressure is supplied via an oil passage 5 provided in the rocker shaft 4. A valve operation changing mechanism 6 configured to enable relative angular displacement of the first to third rocker arms A1 to A3 when the operating oil pressure is released is additionally provided. When the valve operation changing mechanism 6 integrally connects the first to third rocker arms A1 to A3, the high speed cam C3 causes the third rocker arms A1 to A3 to move to the third position.
As the rocker arm A3 swings, the first and second rocker arms A3 swing.
The rocker arms A1 and A2 swing, and the first and second intake valves V1 and V2 open and close at the timing and lift amount according to the shape of the high speed cam 3. Also, the valve operation changing mechanism 6
Becomes a state in which the relative angular displacements of the first to third rocker arms A1 to A3 are allowed, the first rocker arm A1 swings in response to the rotation of the low speed cam C1, and the first intake valve V1.
Opens and closes at a timing and a lift amount according to the shape of the low speed cam C1. At this time, the second rocker arm A2 remains in sliding contact with the raised portion C2 and does not swing, and the second intake valve V2
Has been closed.
【００１８】前記油路５と油圧供給源７とを結ぶ管路８
の途中には、油圧供給源７からの作動油圧を弁作動変更
機構６に供給する状態と、弁作動変更機構６の油圧を解
放する状態との切換を行なうための電磁切換弁９が設け
られる。この電磁切換弁９は、エンジン回転数が予め定
めた第１設定回転数Ｎ１以下の低速運転域にあるときに
弁作動変更機構６の油圧を解放する状態と、エンジン回
転数が第１設定回転数Ｎ１を超えた高速運転域にあると
きに弁作動変更機構６に作動油圧を供給する状態とを切
換可能である。A pipe line 8 connecting the oil line 5 and the hydraulic pressure supply source 7.
An electromagnetic switching valve 9 for switching between a state in which the operating oil pressure from the oil pressure supply source 7 is supplied to the valve operation changing mechanism 6 and a state in which the oil pressure in the valve operation changing mechanism 6 is released is provided in the middle of the. . The electromagnetic switching valve 9 releases the hydraulic pressure of the valve operation changing mechanism 6 when the engine speed is in a low speed operation range equal to or lower than a predetermined first set speed N1 and when the engine speed is the first set speed. It is possible to switch between the state in which the operating oil pressure is supplied to the valve operation changing mechanism 6 in the high-speed operation range exceeding the number N1.
【００１９】各気筒ＣＬの一対の排気弁についても、両
吸気弁Ｖ１，Ｖ２に関連した動弁機構２および弁作動変
更機構６と同様のものが設けられる。The pair of exhaust valves of each cylinder CL are also provided with the same valve operating mechanism 2 and valve operation changing mechanism 6 associated with both intake valves V1 and V2.
【００２０】したがってエンジンが第１設定回転数Ｎ１
以下の低速運転域にあるときには第１吸気弁Ｖ１および
一方の排気弁のみが開閉作動し、第１設定回転数Ｎ１を
超えた高速運転域では両吸気弁Ｖ１，Ｖ２および両排気
弁が開閉作動する。しかも吸気弁Ｖ１，Ｖ２および排気
弁の開閉タイミングおよびリフト量は、低速運転域と高
速運転域とで異なり、前記タイミングおよびリフト量を
規定する低速用カムＣ１および高速用カムＣ３の形状は
各運転域でのトルクを向上するようにそれぞれ設定され
ている。Therefore, the engine has the first set speed N1.
In the following low speed operation range, only the first intake valve V1 and one exhaust valve are opened and closed, and in the high speed operation range where the first set speed N1 is exceeded, both intake valves V1 and V2 and both exhaust valves are opened and closed. To do. Moreover, the opening and closing timings of the intake valves V1 and V2 and the exhaust valve and the lift amount are different between the low speed operation range and the high speed operation range, and the shapes of the low speed cam C1 and the high speed cam C3 that define the timing and the lift amount are different in each operation. Each is set to improve the torque in the range.
【００２１】エンジン本体１における各気筒ＣＬの第１
吸気ポートＰ１には、該吸気ポートＰ１と共働して低速
用吸気通路ＷＬを形成するための第１吸気管１０がそれ
ぞれ接続され、第２吸気ポートＰ２には、該吸気ポート
Ｐ２と共働して高速用吸気通路ＷＨを形成するための第
２吸気管１１がそれぞれ接続される。しかも各気筒ＣＬ
の第１および第２吸気管１０，１１は、エンジン本体１
の気筒配列方向に沿って長く延びるエアチャンバ１２に
共通に接続される。The first of each cylinder CL in the engine body 1
The first intake pipes 10 for forming the low speed intake passage WL in cooperation with the intake port P1 are respectively connected to the intake port P1, and the second intake port P2 cooperates with the intake port P2. Then, the second intake pipes 11 for forming the high speed intake passage WH are respectively connected. Moreover, each cylinder CL
The first and second intake pipes 10, 11 of the engine main body 1
Are commonly connected to the air chamber 12 extending in the cylinder arrangement direction.
【００２２】エアチャンバ１２のエンジン本体１側の側
面下部には複数の接続口１３が設けられ、各気筒ＣＬに
対応した第２吸気管１１は接続口１３にそれぞれ接続さ
れる。また第１吸気管１０は、第２吸気管１１に一体的
に形成された吸気管部１４と、エアチャンバ１２に一体
的に設けられた吸気管部１５とが相互に接続されて成
る。一方の吸気管部１５は、エアチャンバ１２のエンジ
ン本体１とは反対側の側面に開口した流出口１６からエ
アチャンバ１２の底部を経て前記接続口１３の下方に接
続口１７が位置するように形成され、他方の吸気管部１
４はその接続口１７に接続される。A plurality of connection ports 13 are provided in the lower part of the side surface of the air chamber 12 on the engine body 1 side, and the second intake pipes 11 corresponding to the respective cylinders CL are connected to the connection ports 13, respectively. The first intake pipe 10 is formed by connecting an intake pipe portion 14 integrally formed with the second intake pipe 11 and an intake pipe portion 15 integrally provided with the air chamber 12. One of the intake pipe portions 15 is arranged so that a connection port 17 is located below the connection port 13 from an outlet 16 which is opened on a side surface of the air chamber 12 opposite to the engine body 1 and through a bottom portion of the air chamber 12. Formed and the other intake pipe section 1
4 is connected to the connection port 17.
【００２３】図４を併せて参照して、エアチャンバ１２
の底部には、一方の吸気管部１５の途中に連通し得るよ
うにして開口部１８が設けられる。低速用吸気通路ＷＬ
において、この開口部１８から吸気管部１４を経て第１
吸気ポートＰ１に至るまでの長さは、接続口１３から第
２吸気管１１を経て第２吸気ポートＰ２に至るまでの高
速用吸気通路ＷＨの長さとほぼ同一に設定される。Referring also to FIG. 4, the air chamber 12
An opening 18 is provided at the bottom of the intake pipe 15 so as to communicate with the middle of one of the intake pipes 15. Low speed intake passage WL
In this case, from the opening 18 through the intake pipe portion 14 to the first
The length to reach the intake port P1 is set to be substantially the same as the length of the high speed intake passage WH from the connection port 13 to the second intake port P2 via the second intake pipe 11.
【００２４】低速用吸気通路ＷＬの途中すなわち第１吸
気管１０における吸気管部１５の途中には、開口部１８
のみを第１吸気ポートＰ１に連通させる状態と、流出口
１６のみを第１吸気ポートＰ１に連通させる状態とを切
換えて、低速用吸気通路ＷＬの長さを変更するための通
路構成変更手段１９が設けられる。この通路構成変更手
段１９は、吸入管部１５の途中の開口部１８に対応する
位置に配置される切換弁２０と、その切換弁２０を駆動
するためのアクチュエータ２１とを含む。An opening 18 is provided in the middle of the low speed intake passage WL, that is, in the middle of the intake pipe portion 15 of the first intake pipe 10.
The passage configuration changing means 19 for changing the length of the low-speed intake passage WL by switching between the state in which only the first intake port P1 is communicated and the state in which only the outlet 16 is communicated with the first intake port P1. Is provided. The passage structure changing means 19 includes a switching valve 20 arranged at a position corresponding to the opening 18 in the middle of the suction pipe portion 15, and an actuator 21 for driving the switching valve 20.
【００２５】図５において、切換弁２０は、各開口部１
８に対応して配置される複数の弁体２２を共通の駆動棒
２３で連結して構成される。弁体２２は、一対の円板２
４，２４の端縁を閉塞板２５で連結して構成され、閉塞
板２５の横断面形状は半月状に形成される。各弁体２２
は、開口部１８に対応する位置で吸気管部１５の上下両
面に形成された円弧状の支持部２７で回動自在に支承さ
れ、閉塞板２６は開口部１８を図２で示すように塞ぐこ
とができるとともに、弁体２２をその状態から９０度回
動したときには、吸気管部１５の流出口１６側を塞ぐこ
とができる。アクチュエータ２１は、たとえばロータリ
ソレノイドであり、このアクチュエータ２１に駆動棒２
３が連結される。しかもアクチュエータ２１はエンジン
回転数が前記第１設定回転数Ｎ１とは異なる第２設定回
転数Ｎ２（たとえばＮ２＜Ｎ１）以下の低速運転域にあ
るときには弁体２２で開口部１８を塞ぐように作動し、
第２設定回転数Ｎ２を超えた高速運転域では図６で示す
ように開口部１８を開放して流出口１６側を弁体２２で
塞ぐように作動する。In FIG. 5, the switching valve 20 is provided with each opening 1
8 is formed by connecting a plurality of valve bodies 22 arranged in common with a common drive rod 23. The valve body 22 is a pair of discs 2.
It is constituted by connecting the edges of 4, 4 with a closing plate 25, and the closing plate 25 is formed in a half-moon-shaped cross section. Each valve body 22
Is rotatably supported by arcuate support portions 27 formed on the upper and lower surfaces of the intake pipe portion 15 at positions corresponding to the opening portions 18, and the closing plate 26 closes the opening portions 18 as shown in FIG. Moreover, when the valve body 22 is rotated 90 degrees from that state, it is possible to close the outlet 16 side of the intake pipe portion 15. The actuator 21 is, for example, a rotary solenoid, and the actuator 21 has a drive rod 2
3 are connected. Moreover, the actuator 21 operates so as to close the opening 18 with the valve body 22 when the engine speed is in the low speed operation range below the second set speed N2 (for example, N2 <N1) different from the first set speed N1. Then
In the high-speed operation range in which the second set speed N2 is exceeded, the opening 18 is opened to close the outlet 16 side with the valve body 22 as shown in FIG.
【００２６】したがって低速用吸気通路ＷＬの長さは、
エンジンが第２設定回転数Ｎ２以下の低速運転域にある
ときには流出口１６から第１吸気ポートＰ１に至るまで
の長い距離となり、エンジンが第２設定回転数Ｎ２を超
えた高速運転域に入ると、開口部１８から第１吸気ポー
トＰ１までの短くかつ高速用吸気通路ＷＨとほぼ同一の
長さとなる。Therefore, the length of the low speed intake passage WL is
When the engine is in the low speed operation range below the second set speed N2, the distance from the outlet 16 to the first intake port P1 becomes long, and when the engine enters the high speed operation range exceeding the second set speed N2. The length from the opening 18 to the first intake port P1 is short and has substantially the same length as the high-speed intake passage WH.
【００２７】各第１吸気管１０における吸気管部１４の
途中には、第１吸気ポートＰ１に向けて燃料噴射弁ＶＦ
が配設され、エンジンの運転状態に対応して燃料噴射弁
ＶＦから第１吸気ポートＰ１内に燃料が噴射される。In the middle of the intake pipe portion 14 of each first intake pipe 10, the fuel injection valve VF is directed toward the first intake port P1.
Is provided and fuel is injected from the fuel injection valve VF into the first intake port P1 in accordance with the operating state of the engine.
【００２８】次にこの実施例の作用について説明する
と、先ずエンジンが第２設定回転数Ｎ２以下の低速運転
域にあるときには通路構成変更手段１９により低速用吸
気通路ＷＬの長さが長くなっているので、吸気慣性効果
増大によりトルクが向上する。またエンジンが第２設定
回転数Ｎ２とは異なる第１設定回転数Ｎ１以下の低速運
転域にあるときには弁作動変更機構６により第２吸気弁
Ｖ２の作動が休止され、第１吸気弁Ｖ１のみが低速用カ
ムＣ１の形状に対応した開閉タイミング及びリフト量で
開閉作動して、高出力を得ることができる。 Next, the operation of this embodiment will be described. First, when the engine is in the low speed operation range below the second set speed N2, the passage structure changing means 19 lengthens the low speed intake passage WL. Therefore, the torque is improved by increasing the intake inertia effect. Further, when the engine is in the low speed operation range of the first set speed N1 or less, which is different from the second set speed N2, the operation of the second intake valve V2 is stopped by the valve operation changing mechanism 6, and only the first intake valve V1 is operated. Low speed power
With opening and closing timing and lift amount corresponding to the shape of the C1
High output can be obtained by opening and closing.
【００２９】エンジンが第２設定回転数Ｎ２を超えた高
速運転域に入ると、通路構成変更手段１９の働きによ
り、低速用吸気通路ＷＬの長さは、高速用吸気通路ＷＨ
とほぼ同一の長さまで短くなり、その長さは高速運転域
に対応した適切な長さに設定されているので、高速域で
も吸気の充填効率を高めてトルクを向上することができ
る。さらにエンジンが第１設定回転数Ｎ１を超えた高速
運転域に入ると、弁作動変更機構６により各ロッカアー
ムＡ１〜Ａ３が連結され、第１および第２吸気弁Ｖ１，
Ｖ２がともに高速用カムＣ３の形状に対応したタイミン
グおよびリフト量で開閉作動して、高出力を得ることが
できる。When the engine enters the high speed operation range in which the engine speed exceeds the second set speed N2, the length of the low speed intake passage WL is increased by the function of the passage structure changing means 19.
Since the length is shortened to almost the same as the above, and the length is set to an appropriate length corresponding to the high speed operation range, it is possible to improve the intake charging efficiency and the torque even in the high speed range. Further, when the engine enters the high-speed operation range in which the engine speed exceeds the first set rotational speed N1, the valve operation changing mechanism 6 connects the rocker arms A1 to A3, and the first and second intake valves V1,
Both V2 can be opened and closed at a timing and a lift amount corresponding to the shape of the high speed cam C3, and a high output can be obtained.
【００３０】ところで前記低速用カムＣ１に基づく吸気
弁Ｖ１の第１の吸気弁作動特性は、前述のように開弁期
間が比較的短くて遅開き早閉じの傾向となるから、その
遅開きにより弁重合期間が短くなって内部残留排気ガス
量が減量されアイドル安定性が向上する一方、その早閉
じによって、低速用吸気通路ＷＬによる吸気慣性効果が
有効に生かされると共に吸入した吸気の吹き返しも有効
に抑えられて低速運転域での充填効率が大いに向上し出
力トルクが大幅に高められる。一方、前記高速用カムＣ
３に基づく吸気弁Ｖ１，Ｖ２の第２の吸気弁作動特性
は、前述のように開弁期間が比較的長くて早開き遅閉じ
の傾向となるから、その早開きにより弁重合期間が長く
なって、高速用吸気通路ＷＨ及び短縮された低速用吸気
通路ＷＬにおける吸気脈動効果により掃気効率が高めら
れると共に、その遅閉じにより、高速吸気通路ＷＨ及び
短縮された低速用吸気通路ＷＬによる吸気慣性効果がピ
ストン下死点以降でも極力長く有効に持続して、高速運
転域での充填効率が大いに向上し出力トルクが大幅に高
められる。 By the way, intake air based on the low speed cam C1
As described above, the first intake valve operating characteristic of the valve V1 is the opening period.
Since the interval is relatively short and there is a tendency for late opening and early closing,
Due to the delayed opening, the valve stacking period is shortened and the internal residual exhaust gas is reduced.
Volume is reduced and idle stability is improved, while its premature closing
As a result, the intake inertia effect of the low speed intake passage WL is increased.
In addition to being effectively utilized, it is also effective to blow back the inhaled air
And the charging efficiency in the low speed operation range is greatly improved.
The force torque is greatly increased. On the other hand, the high speed cam C
Second intake valve operating characteristics of intake valves V1 and V2 based on 3
As mentioned above, the valve opening period is relatively long, so early opening and late closing
Therefore, the valve opening period is long due to its early opening.
Therefore, the high-speed intake passage WH and the shortened low-speed intake passage
The scavenging efficiency can be improved by the intake pulsation effect in the passage WL.
At the same time, due to its late closing, the high-speed intake passage WH and
The intake inertia effect due to the shortened intake passage for low speed WL is reduced.
Even after Ston bottom dead center, it will continue to operate effectively for as long as possible
Filling efficiency in the rolling region is greatly improved and output torque is significantly higher.
Can be
【００３１】上記実施例の作用によるエンジンの出力Ｐ
およびトルクＴへの影響を図示すると、図７で示すよう
になる。この図７において、ＡＴ，ＢＴ，ＣＴはトルク
特性を示し、ＡＰ，ＢＰ，ＣＰは出力特性を示すもので
ある。Engine output P due to the operation of the above embodiment
And the effect on the torque T is illustrated in FIG. In FIG. 7, AT, BT, and CT indicate torque characteristics, and AP, BP, and CP indicate output characteristics.
【００３２】この図７で明らかなように、出力Ｐについ
ては、第２設定回転数Ｎ２および第１設定回転数Ｎ１で
出力特性が切替わり、特に第１設定回転数Ｎ１を超える
高速運転域での出力向上を果たすことができる。またト
ルクＴについては、第２設定回転数Ｎ２以下の運転域、
第２設定回転数Ｎ２を超えて第１設定回転数Ｎ１以下の
運転域、および第１設定回転数Ｎ１を超える運転域でそ
れぞれピークを有するようにして、トルクＴの落込みを
極力抑制し、低速運転域から高速運転域にわたる広い運
転域でトルクの向上を果たすことができる。As is apparent from FIG. 7, the output characteristics of the output P are switched between the second set speed N2 and the first set speed N1, especially in a high-speed operation range exceeding the first set speed N1. The output can be improved. Regarding the torque T, the operating range of the second set rotational speed N2 or less,
Each of the peaks is set in an operating range that exceeds the second setting rotational speed N2 and is equal to or less than the first setting rotational speed N1, and an operating range that exceeds the first setting rotational speed N1 to suppress the drop of the torque T as much as possible. The torque can be improved in a wide operating range from the low speed operating range to the high speed operating range.
【００３３】以上の実施例では、第１設定回転数Ｎ１＞
第２設定回転数Ｎ２としたが、第２設定回転数Ｎ２＞第
１設定回転数Ｎ１となるようにしてもよい。また低速用
吸気通路ＷＬの長さを大、小に切換えるようにしたが、
吸気断面積を大、小に切換えるようにしてもよい。In the above embodiment, the first set rotational speed N1>
Although the second set speed N2 is set, the second set speed N2> the first set speed N1 may be set. Also, the length of the low speed intake passage WL is switched between large and small,
The intake cross-sectional area may be switched between large and small.
【００３４】[0034]
【発明の効果】以上のように本発明によれば、第１設定
回転数以下の運転域では吸気弁が低速運転域に対応し
た、開弁期間の比較的短い第１の作動特性で開閉作動
し、第１設定回転数を超える運転域では高速運転域に対
応した、開弁期間の比較的長い第２の作動特性で吸気弁
が開閉作動し、第１設定回転数とは異なる第２設定回転
数以下の運転域では吸気通路の長さ又は吸気断面積が長
く又は小さくなり、第２設定回転数を超える運転域では
吸気通路の長さ又は吸気断面積が短く又は大きくなるの
で、第１及び第２設定回転数以下の低速運転域では、そ
の低速運転域に対応した比較的遅開き早閉じ傾向の吸気
弁作動特性と、この弁作動特性にマッチングした低速用
吸気通路構成とが相俟ってエンジンの低速運転域での充
填効率の向上やアイドル安定性の確保を図り出力トルク
を極めて効果的に向上させることができ、一方、第１及
び第２設定回転数以上の高速運転域では、その高速運転
域に対応した比較的早開き遅閉じ傾向の吸気弁作動特性
と、この弁作動特性にマッチングした高速用吸気通路構
成とが相俟ってエンジンの高速運転域での充填効率の向
上を図りこれまた出力トルクを極めて効果的に向上させ
ることができ、更に第１及び第２設定回転数間の中間運
転域ではその中間運転域に応じた吸気弁作動特性または
吸気通路構成に基づき出力トルクを多少とも向上させる
ことができ、従って高速および低速運転域では、その各
々の運転域に応じた前述の独特の吸気弁作動特性と吸気
通路構成とのマッチングによる効果でそれぞれエンジン
の出力トルクを極めて効果的に高めることができ、また
その結果、高速及び低速運転域でのトルクの山がそれぞ
れ高くなっても、前述の如く弁作動特性と吸気通路構成
の各切換タイミングをずらせた効果により高速及び低速
運転域の中間領域でのトルク落ち込みを極力回避するこ
とができるから、全体としてエンジンの広い運転域に亘
り出力トルクの向上を図ることができると共に、弁作動
特性及び吸気通路構成の切換ショックの軽減にも寄与す
ることができる。しかも前記吸気弁作動特性および吸気
通路構成の各切換段数よりも、エンジンのトルク特性の
実質的な切換段数を多くすることができるから、それだ
けトルク特性切換のための構成簡素化に寄与することが
できる。As described above, according to the present invention , the opening / closing operation is performed with the first operation characteristic in which the intake valve corresponds to the low speed operation range and the opening period is relatively short in the operation range below the first set rotational speed. However, in the operating range that exceeds the first set speed, the intake valve opens and closes with the second operating characteristic that corresponds to the high-speed operating range and has a relatively long valve opening period, and the second setting that is different from the first set speed. Since the length or intake cross-sectional area of the intake passage becomes long or small in the operating range below the rotational speed, and the length or intake cross-sectional area of the intake passage becomes short or large in the operating range above the second set rotational speed, the first Also, in the low speed operation range below the second set speed, the intake valve operating characteristic of the relatively slow opening and early closing tendency corresponding to the low speed operating range and the low speed intake passage configuration matching the valve operating characteristic are combined. Therefore, the engine charge in the low speed operation range
The output torque can be improved very effectively by improving the filling efficiency and ensuring the idle stability . On the other hand, in the high speed operation range above the first and second set speeds, the comparison corresponding to the high speed operation range is possible. The intake valve operating characteristics that tend to open early and late and the high-speed intake passage configuration that matches these valve operating characteristics work together to improve the charging efficiency in the high-speed operating range of the engine.
In addition, the output torque can be improved extremely effectively, and further, in the intermediate operating range between the first and second set rotational speeds, the intake valve operating characteristic or the intake passage configuration corresponding to the intermediate operating range is used. The output torque can be improved to some extent. Therefore, in the high and low speed operating ranges, the output torque of the engine can be improved by the effect of matching the unique intake valve operating characteristics and the intake passage configuration according to the respective operating ranges. It can be increased very effectively, also
As a result, the torque peaks in the high-speed and low-speed operating ranges are different.
Even if it becomes higher, the valve operating characteristics and intake passage configuration as described above
High speed and low speed due to the effect of shifting each switching timing
It is possible to avoid torque drop in the middle of the operating range as much as possible.
Therefore, it is possible to cover a wide operating range of the engine as a whole.
Output torque can be improved and valve operation
It also contributes to reducing the shock of switching the characteristics and intake passage configuration.
You can Moreover, since the substantial number of switching stages of the torque characteristic of the engine can be made larger than the number of switching stages of the intake valve operating characteristic and the intake passage configuration, it contributes to the simplification of the configuration for the torque characteristic switching. it can.
【図面の簡単な説明】[Brief description of drawings]
【図１】本発明の一実施例の要部平面図FIG. 1 is a plan view of an essential part of an embodiment of the present invention .
【図２】図１の２−２線断面図FIG. 2 is a sectional view taken along line 2-2 of FIG.
【図３】図２の３矢視拡大図FIG. 3 is an enlarged view of arrow 3 in FIG.
【図４】図１の４−４線断面図4 is a sectional view taken along line 4-4 of FIG.
【図５】切換弁の斜視図FIG. 5 is a perspective view of a switching valve.
【図６】通路構成変更手段が作動した状態を示すため
の、図２に対応した断面図FIG. 6 is a sectional view corresponding to FIG. 2, showing a state in which the passage structure changing means is activated.
【図７】エンジン出力特性図FIG. 7 Engine output characteristic diagram
【符号の説明】 １ エンジン本体 ２ 動弁機構 ６ 弁作動変更機構 １９ 通路構成変更機構 Ａ１〜Ａ３ 弁開閉駆動部材としてのロッカアーム Ｃ１ 低速用カム Ｃ３ 高速用カム Ｈ１，Ｈ２ 吸気弁口 Ｖ１，Ｖ２ 吸気弁 ＷＨ，ＷＬ 吸気通路[Explanation of reference signs] 1 engine body 2 valve mechanism 6 valve operation change mechanism 19 passage configuration change mechanism A1 to A3 rocker arm as a valve opening / closing member C1 low speed cam C3 high speed cam H1, H2 intake valve opening V1, V2 intake Valve WH, WL Intake passage
Claims (4)
口（Ｈ１，Ｈ２）に吸気通路（ＷＨ，ＷＬ）が接続さ
れ、吸気弁口（Ｈ１，Ｈ２）に配設される吸気弁（Ｖ
１，Ｖ２）を開閉駆動する動弁機構（２）には、エンジ
ンの第１設定回転数以下の低速運転域に対応した作動特
性で吸気弁（Ｖ１，Ｖ２）を開閉駆動する状態と第１設
定回転数を超える高速運転域に対応した作動特性で吸気
弁（Ｖ１，Ｖ２）を開閉駆動する状態とを切換可能にし
た弁作動変更機構（６）が設けられるエンジンの吸気制
御装置において、吸気通路（ＷＨ，ＷＬ）には、その長
さあるいは吸気断面積を第１設定回転数とは異なる第２
設定回転数以下の低速運転域では長くあるいは小さくか
つ第２設定回転数を超える高速運転域では短くあるいは
大きく変更する通路構成変更手段（１９）が設けられる
ことを特徴とするエンジンの吸気制御装置。1. An intake valve (H1, H2) connected to an intake valve opening (H1, H2) provided in an engine body (1), and an intake valve () provided at the intake valve opening (H1, H2). V
The first and second valve operating mechanisms (2, 1) for opening and closing the intake valve (V1, V2) are opened and closed with operating characteristics corresponding to the low speed operation range of the engine which is equal to or lower than the first set rotational speed. In an intake control device for an engine, which is provided with a valve operation changing mechanism (6) capable of switching between a state in which an intake valve (V1, V2) is driven to open and close with operating characteristics corresponding to a high-speed operation region exceeding a set rotation speed, The passage (WH, WL) has a second length or intake cross-sectional area which is different from the first set rotational speed.
An intake control device for an engine, characterized in that a passage structure changing means (19) is provided which is long or small in a low speed operating range below a set rotational speed and is short or large in a high speed operating range exceeding a second set rotational speed.
Ｖ２）の作動態様を相互に異にする低速用カム（Ｃ１）
および高速用カム（Ｃ３）を有し、弁作動変更機構
（６）は、第１設定回転数以下の低速運転域では低速用
カム（Ｃ１）に吸気弁（Ｖ１）を連動させるとともに第
１設定回転数を超える高速運転域では高速用カム（Ｃ
３）に吸気弁（Ｖ１，Ｖ２）を連動させるべく構成され
ることを特徴とする請求項１記載のエンジンの吸気制御
装置。2. The valve operating mechanism (2) comprises an intake valve (V1,
Low speed cam (C1) having different operation modes of V2)
And a cam for high speed (C3), the valve operation changing mechanism (6) links the intake valve (V1) to the low speed cam (C1) in the low speed operation range of the first set rotational speed or lower, and makes the first setting. In the high-speed operating range exceeding the number of revolutions,
The intake control device for an engine according to claim 1, wherein the intake valve (V1, V2) is configured to interlock with (3).
複数の吸気弁（Ｖ１，Ｖ２）が配設され、動弁機構
（２）および弁作動変更機構（６）は、第１設定回転数
以下の低速運転域で一部の吸気弁（Ｖ２）を閉弁休止さ
せるべく構成されることを特徴とする請求項１または２
記載のエンジンの吸気制御装置。3. The engine body (1) is provided with a plurality of intake valves (V1, V2) per cylinder, and the valve operating mechanism (2) and the valve operation changing mechanism (6) have a first set rotational speed. 3. A part of the intake valve (V2) is configured to be closed and stopped in a low speed operation range of several or less.
An intake control device for the engine described.
３）の回転に連動して吸気弁（Ｖ１，Ｖ２）を開閉駆動
すべく並列された複数の弁開閉駆動部材（Ａ１，Ａ２，
Ａ３）を備え、弁作動変更機構（６）は、それらの弁開
閉駆動部材（Ａ１〜Ａ３）を相互に連結する状態と連結
状態を解除する状態とを切換可能に構成されることを特
徴とする請求項１、２または３記載のエンジンの吸気制
御装置。4. The valve mechanism (2) includes cams (C1, C1).
3) A plurality of valve opening / closing driving members (A1, A2) arranged in parallel to open / close the intake valves (V1, V2) in association with the rotation of 3).
A3), and the valve operation changing mechanism (6) is configured to be switchable between a state in which the valve opening / closing drive members (A1 to A3) are connected to each other and a state in which the connection state is released. The intake control device for the engine according to claim 1, 2 or 3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5157698A JP3023817B2 (en) | 1993-06-28 | 1993-06-28 | Engine intake control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5157698A JP3023817B2 (en) | 1993-06-28 | 1993-06-28 | Engine intake control device |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62266819A Division JPH0610430B2 (en) | 1987-10-22 | 1987-10-22 | Engine intake control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH06294334A true JPH06294334A (en) | 1994-10-21 |
| JP3023817B2 JP3023817B2 (en) | 2000-03-21 |
Family
ID=15655432
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5157698A Expired - Lifetime JP3023817B2 (en) | 1993-06-28 | 1993-06-28 | Engine intake control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3023817B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100582658B1 (en) * | 2003-03-31 | 2006-05-22 | 혼다 기켄 고교 가부시키가이샤 | Intake apparatus for engine |
| JP2015121181A (en) * | 2013-12-24 | 2015-07-02 | 三菱自動車工業株式会社 | engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59160824U (en) * | 1983-04-15 | 1984-10-27 | トヨタ自動車株式会社 | Internal combustion engine fuel consumption rate and output improvement device |
-
1993
- 1993-06-28 JP JP5157698A patent/JP3023817B2/en not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59160824U (en) * | 1983-04-15 | 1984-10-27 | トヨタ自動車株式会社 | Internal combustion engine fuel consumption rate and output improvement device |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100582658B1 (en) * | 2003-03-31 | 2006-05-22 | 혼다 기켄 고교 가부시키가이샤 | Intake apparatus for engine |
| JP2015121181A (en) * | 2013-12-24 | 2015-07-02 | 三菱自動車工業株式会社 | engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3023817B2 (en) | 2000-03-21 |
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