JPH07229429A - Intake air controller - Google Patents

Abstract

PURPOSE:To improve responsiveness of an intake quantity and decrease a pumping loss and acceleration shock by always controlling one side of throttle valve opening more than a general opening, and controlling the other throttle valve opening to be symmetrical with the one side throttle valve opening and lower than the general opening. CONSTITUTION:A serial four-cylinder internal combustion engine provided with four throttle bodies 1-4, and throttle valves respectively stored are divided into a first group and a second group following to an ignition order of the cylinders, and then openly/closely controlled via a link mechanism 16, respectively. In this case, one side of the throttle valve opening in response to an acceleration stepping-in quantity is controlled always more than the general opening in proportion to the stepping-in quantity of an accelerator pedal. The other throttle valve opening in response to the stepping-in quantity of the accelerator pedal is controlled to be always lower than the general opening in relation to a proportional straight line of the general opening, to be symmetrical with one side throttle valve opening, and consequently, responsiveness of intake air is improved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake control device for an internal combustion engine.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Publication No. 59-134342 discloses
An internal combustion engine in which a throttle valve is provided for each intake passage leading to each cylinder is described. Such a plurality of throttle valves are generally rotated simultaneously in conjunction with the accelerator pedal, and do not separately control the intake air amount of each cylinder, but can be arranged adjacent to each cylinder. It is intended to improve the response of the intake air amount supplied to each cylinder.

[0003]

In the above-mentioned conventional technique, the responsiveness of the intake air amount is improved, but the pumping loss that occurs when the throttle valve opening is relatively small becomes large by that amount. Also, when sudden acceleration is performed from the idle operation state, the throttle valve opening suddenly increases,
Since the intake air amount of each cylinder rapidly increases in response and the engine torque rapidly increases, smooth acceleration is not realized and uncomfortable acceleration shock occurs.

Therefore, an object of the present invention is to provide an intake control device for an internal combustion engine which has a throttle valve for each cylinder to improve the response of the intake air amount and to reduce the above-mentioned pumping loss and acceleration shock. That is.

[0005]

SUMMARY OF THE INVENTION An intake control device according to the present invention provides a throttle valve provided for each intake passage leading to each cylinder of a multi-cylinder internal combustion engine and different opening control for at least two throttle valves. An opening degree control means for performing the opening degree control means, wherein the opening degree control means is such that one throttle valve opening degree according to the depression amount of the accelerator pedal is proportional to the depression amount of the accelerator pedal between fully closed and fully opened. The first control means for controlling to always exceed a general opening and the other throttle valve opening corresponding to the depression amount of the accelerator pedal are proportional to the general opening between fully closed and fully opened. It is characterized in that it has a second control means for controlling so as to be always smaller than the general opening so as to be symmetrical with respect to the straight line with the one opening of the throttle valve.

[0006]

In the intake control device described above, the first control means included in the opening control means allows one throttle valve opening corresponding to the amount of depression of the accelerator pedal to be depressed while the accelerator pedal is depressed between fully closed and fully opened. The throttle valve opening is controlled so as to always exceed a general opening proportional to the amount, and the second control means causes the other throttle valve opening corresponding to the depression amount of the accelerator pedal to be a general opening between full closing and full opening. The throttle valve is controlled so that it is always smaller than a general opening so that it is symmetrical to one throttle valve opening with respect to the proportional line of the opening.

[0007]

1 is a perspective view showing an embodiment of an intake control device according to the present invention. The intake control device of the present embodiment is for an in-line four-cylinder internal combustion engine and has four throttle bodies 1, 2, 3, and 4. The throttle body 1 communicates with a common air cleaner on the upstream side and communicates with the first cylinder of the internal combustion engine on the downstream side.
A throttle valve (not shown) is installed therein, and its rotating shaft 1a projects to the outside, and its end has a rotating lever 1a.
b is provided. An opening sensor 5 detects the opening of the throttle valve.

The other throttle bodies 2, 3 and 4 are also constructed in the same manner, and are connected to the second cylinder, the third cylinder, and the fourth cylinder of the internal combustion engine on the downstream side, respectively. The ignition sequence of this internal combustion engine is the first cylinder, the third cylinder, the fourth cylinder,
It is set in the order of the second cylinder. Each throttle valve of the intake control device of the present embodiment is alternately divided into a first group and a second group according to the ignition order of the cylinders of the corresponding internal combustion engine. Is brought by. In the case of the present embodiment, the first group is composed of two throttle valves in the throttle bodies 1 and 4, and the second group is composed of two throttle valves of the throttle bodies 2 and 3.

FIG. 2 is an enlarged front view of the link mechanism 10. In the figure, reference numeral 11 denotes a Bowden cable type throttle cable, an outer shell 11a of which is supported by a support member 12 attached to a vehicle body (not shown) or the like, and one end of an inner wire 11b thereof is provided with an accelerator pedal (see FIG. (Not shown), and the other end is connected to the tip of a first lever 13a fixed to the throttle link shaft 13, and the throttle link shaft 13 rotates in particular in proportion to the depression amount of the accelerator pedal. It is supposed to be done. In addition to the first lever 13a, a second lever 13b and a third lever 13c are fixed to the throttle link shaft 13 at different axial positions. This throttle link shaft 13 is a first link mounted on the vehicle body or the like.
It is rotatably supported at a predetermined position by the rotation support member 14.

Further, in parallel with the throttle link shaft 13,
A first drive shaft 15 and a second drive shaft 16 that are adjacent to each other in a straight line in the axial direction (shown in FIG. 3 described below)
Are rotatably supported at predetermined positions by a second rotation support member 17 and a third rotation support member 18 (shown in FIG. 1) attached to the vehicle body or the like. A fourth lever 15a parallel to the second lever 13b of the throttle link shaft 13 is fixed to the first drive shaft 15, and the ends of these two levers are rotatably connected to both ends of the first connecting plate 19, respectively. Has been done. A fifth lever 16a (shown in FIG. 3), which is parallel to the third lever 13c of the throttle link shaft 13, is fixed to the second drive shaft 16, and the ends of these two levers are the same. Second connecting plate 2
It is rotatably connected to both ends of 0.

A first drive lever 21 is fixed to the first drive shaft 15, and an end portion of the first drive lever 21 and two rotating levers 2b and 3b of the second group of throttle valves are connected to a first connecting member 22 (shown in FIG. 1). These two throttle valves are rotated by the first drive shaft 15. A second drive lever (not shown) is fixed to the second drive shaft 16, and its end and the two rotating levers 1b and 4b of the first group throttle valve are connected to the second connecting member 23 (see FIG. 1
(Shown in FIG. 3), and these two throttle valves are rotated by the second drive shaft 16.

FIG. 3 is a view for explaining the rotation of the first drive shaft 15 and the second drive shaft with respect to the rotation of the throttle link shaft 13, and FIG. 3A is a third lever 13c of the throttle link shaft 13. The cross section at the position is shown, and (B) shows the cross section at the position of the second lever 13b of the throttle link shaft 13. As described above, the rotation angle of the throttle link shaft 13 is proportional to the depression amount of the accelerator pedal, and the throttle link shaft 13 rotates by the angle range θ1 from the time when the accelerator pedal is not depressed to the maximum depression. It is a thing. Second of throttle link shaft 13
The levers 13b and the third lever 13c have equal turning radii L1 at their respective ends, and the fourth lever 15a of the first drive shaft 15 and the fifth lever 16a of the second drive shaft 16 are the same.
Have their respective turning radii L2 made equal, and by appropriately selecting these two turning radii L1, L2, the first drive shaft 15 and the second drive shaft 15 corresponding to the above-mentioned angular range θ1 of the throttle link shaft 13 The respective angular ranges of the drive shafts are equal, and the angular ranges θ2 of the rotary shafts 1a, 2a, 3a, 4a of the throttle valves from fully closed (idle operation state) to fully open are set. .

As a result, the first drive lever 21 and the first drive lever 21
By appropriately forming the connecting member 22, the rotation angle of the first drive shaft 15 and the opening degree of the throttle valve of the second group match, and the second drive lever and the second connecting member 22 are appropriately formed. As a result, the rotation angle of the second drive shaft 16 and the opening of the throttle valve of the first group match.

The solid lines in FIGS. 2 and 3 show the engine idling state in which the accelerator pedal is not depressed, and at this time, the fourth lever 15a and the fifth lever 16a are angularly coincident with each other, respectively. It is fixed to the drive shaft 15 and the second drive shaft 16, while the second lever 13b and the third drive shaft 16 are fixed.
The lever 13c includes a first lever having a different length appropriately selected for the fourth lever 15a and the fifth lever 16a.
The second link plates 19 and 20 fix the first drive shaft 15 and the second drive shaft 16 to different angular positions of the throttle link shaft 13 so as to rotate the same angular range θ2.

In the link mechanism 10 thus constructed, each lever is at the angular position shown by the chain double-dashed line in FIG. 3 when the accelerator pedal is fully depressed. The dotted line shows the angular position of each lever when 1/3 is depressed with respect to the maximum depression amount of the accelerator pedal, and the rotation angle of the first drive shaft 15 from the engine idle state to this time is: It is larger than the second drive shaft 16. The alternate long and short dash line shows the angular position of each lever when the accelerator pedal is depressed by 2/3 with respect to the maximum depression amount of the accelerator pedal. The rotation angle of 16 is the first drive shaft 1
It is larger than that of 5.

FIG. 4 is a graph showing the opening degrees of the throttle valves of the first group and the second group with respect to the depression amount of the accelerator pedal when the link mechanism 10 is used.
The solid line A indicates the throttle valve opening of the second group, which is always larger than the general throttle valve opening proportional to the depression amount of the accelerator pedal shown by the dotted line. The solid line B shows the throttle valve opening of the first group, which is always smaller than the general throttle valve opening shown by the dotted line. Furthermore, the solid lines A and B are symmetrical with respect to this dotted line.

If a throttle valve is provided adjacent to each cylinder, the responsiveness of the intake air amount to the throttle valve opening increases, and the pumping loss generated when the throttle valve opening is relatively small is a single throttle valve. Is larger than a normal internal combustion engine having a. First as mentioned above
When the opening control is performed separately for the group 2 and the group 2 throttle valves, at this time, as in the case of the specific accelerator pedal depression amount L, for example, the throttle valve opening of the group 2 is the general throttle valve opening. The throttle valve opening of the first group is relatively small (d2) smaller than the general throttle valve opening by a relatively large amount (d1). The amount of decrease in pumping loss in the third cylinder is larger than the amount of increase in pumping loss in the first and fourth cylinders corresponding to the throttle valve of the first group, and the pumping loss generated at this time can be reduced for the entire cylinder. .

Further, when rapid acceleration is executed from a low engine load when the accelerator pedal depression amount is relatively small,
In general throttle valve opening control, the throttle valve opening suddenly increases, the intake amount of each cylinder rapidly increases with a quick response, and the engine output sharply increases. Although a shock occurs, according to the opening degree control of the present embodiment, at the initial depression of the accelerator pedal at this time, only the throttle valve opening degree of the second group suddenly increases, and the throttle valve opening degree of the first group becomes Since the output is suddenly increased only in the second and third cylinders corresponding to the throttle valve of the second group because it is kept relatively small, the output of the engine as a whole does not increase so much and an unpleasant acceleration shock is prevented. You can

In the latter half of the depression of the accelerator pedal, the second throttle valve opening is also sufficiently large,
High output can be generated in all cylinders, and power performance at this time is not impaired.

In this embodiment, an output difference occurs between the cylinder corresponding to the first group throttle valve and the cylinder corresponding to the second group throttle valve due to the difference in the intake air amount, but these two types of cylinders alternate. Because it is supposed to explode
Noise and vibration due to this output difference are suppressed to a minimum.

The present embodiment uses the link mechanism 10 as exemplified in order to realize the throttle valve opening control of the first group and the second group, but of course,
It is also possible to perform the same degree of opening control on the throttle valves of the first group and the second group by separate step motors. In this case, in controlling the opening of the throttle valves of the first group and the second group, it is not necessary to make each of the graphs A and B into a curve as shown in FIG. If it is symmetric with respect to the dotted line showing the degree, it is also possible to carry out the control of the character shape as shown in FIG. 5 or the control of the trapezoidal shape as shown in FIG.

This embodiment obtains the above-mentioned effects by using a simple link mechanism, and in order to obtain the same effects, a variable cylinder internal combustion engine which suspends combustion of a specific cylinder in a predetermined operating state is also proposed. However, since each electronic control is complicated, higher reliability can be obtained as compared with this internal combustion engine, and in the present embodiment, since each cylinder does not stop, the idle cylinder No torque shock occurs when the combustion restarts.

In this embodiment, all the throttle valves are alternately divided into the first group and the second group according to the ignition order, but this does not limit the present invention, and the first group and the second group are not limited. , Or by applying the above-mentioned different opening control to each of at least two throttle valves and applying the normal opening control to the other throttle valves, the pumping loss is reduced compared to the conventional one. It can be reduced.

[0024]

As described above, according to the intake control device of the present invention, the throttle valve provided for each intake passage leading to each cylinder of the multi-cylinder internal combustion engine and the different opening of at least two throttle valves are provided. Opening control means for performing degree control, and the first control means of the opening control means allows one throttle valve opening depending on the amount of depression of the accelerator pedal to be between fully closed and fully open. The throttle valve opening is controlled so as to always exceed a general opening that is proportional to the amount of depression of the accelerator pedal, and the other throttle valve opening corresponding to the amount of depression of the accelerator pedal is between fully closed and fully opened by the second control means. In the above, in order to be symmetrical to one throttle valve opening with respect to a general straight line of the general opening, it is controlled so that it is always below the general opening. The throttle valve installed adjacent to the cylinder can improve the response of the intake air amount in each cylinder, and the pumping loss that occurs when the throttle valve opening is relatively small is that one throttle valve opening is Pumping loss in the cylinder corresponding to one throttle valve is greatly reduced by relatively exceeding the general throttle valve opening and the other throttle valve opening relatively less than the general throttle valve opening. Although the pumping loss in the cylinder corresponding to the other throttle valve slightly increases, as a result, the pumping loss can be reduced compared to the conventional one, and fuel consumption can be improved by that amount. Become.

Further, when rapid acceleration is executed from a low engine load with a relatively small accelerator pedal depression amount, only one throttle valve opening suddenly increases at the initial depression of the accelerator pedal at this time. , Since the other throttle valve opening is kept relatively small, the output only sharply increases in the cylinder corresponding to the one throttle valve, and the output of the entire engine does not so sharply increase, causing unpleasant acceleration shock. Can be prevented.
In the latter half of the depression of the accelerator pedal, the second throttle valve opening is also sufficiently large, high output can be generated in all cylinders, and the power performance at this time is not impaired.

[Brief description of drawings]

FIG. 1 is a perspective view showing an embodiment of an intake control device according to the present invention.

FIG. 2 is an enlarged front view of a link mechanism of the intake control device of FIG.

3A and 3B are views for explaining the operation of the link mechanism of FIG. 2, where FIG. 3A is an operation at a third lever position of the throttle link shaft, and FIG. 3B is an operation at a second lever position of the throttle link shaft. Shows.

FIG. 4 is a graph showing throttle valve openings of the first group and the second group with respect to the accelerator pedal depression amount.

FIG. 5 is another graph showing throttle valve opening degrees of the first group and the second group with respect to the accelerator pedal depression amount.

FIG. 6 is yet another graph showing throttle valve opening degrees of the first and second groups with respect to the accelerator pedal depression amount.

[Explanation of symbols]

 1, 2, 3, 4 ... Throttle body 10 ... Link mechanism 11 ... Throttle cable 13 ... Throttle link shaft 13b ... Second lever 13c ... Third lever 15 ... First drive shaft 15a ... Fourth lever 16 ... Second drive shaft 16a ... fifth lever

Claims (1)

[Claims] 1. A throttle valve provided for each intake passage leading to each cylinder of a multi-cylinder internal combustion engine, and an opening control means for performing different opening control on at least two throttle valves, The opening control means controls one throttle valve opening according to the amount of depression of the accelerator pedal,
From the fully closed state to the fully opened state, the first control means for controlling to always exceed a general opening degree proportional to the depression amount of the accelerator pedal, and the other throttle valve opening degree according to the depression amount of the accelerator pedal, A second control that is always below the general opening so as to be symmetrical with respect to the one opening of the throttle valve with respect to the proportional straight line of the general opening between fully closed and fully opened. An intake control device comprising: a control unit.