JPS6134317A - Intake controlling of internal-combustion engine - Google Patents

Abstract

PURPOSE:To prevent difference in quantity of intake air that will be caused by uncoincident open degrees of throttle valves in an engine wherein the throttle valves are provided in independent passages communicated with a plurality of cylinders by providing intake air guide passages which communicate the points more upstream than the fully closed positions of the throttle valves with the downstream points of the throttle valves of the intake passage of the other cylinders. CONSTITUTION:Independent intake passages 10 and 12 are provided for a plurality of cylinders 2 and 4 and are, respectively, provided with throttle valves 14 and 16 which are operated coincidently to each other. Open ports 18 or 30 and 24 or 32 are formed at the upstream of the fully closed positions of the throttle valves 14 and 16 and each of the open ports is communicated with the other cylinder intake passage at the downstream of the throttle valve 14 or 16. If the throttle valves 14 and 16 are opened at uncoincident angles, or the throttle valve 16 is opened at a some greater angle than the throttle valve 14, for example, the cylinder 4 is likely to suck more air than the cylinder 6 does. The resultant difference in quantity of intake air may be, however, prevented because air is sucked from a passage 26 to the other cylinder 2 in accordance with the opened degree of the throttle valve 16.

Description

[Detailed description of the invention] [Industrial field of application: ? The invention relates to an intake control device for an internal combustion engine, and in particular,
This invention relates to an intake air control device for an internal combustion engine that can correct variations in intake air amount due to mismatching of cough valve opening at low openings such as idle opening of a carburetor throttle valve, and improve combustibility. .

[Prior Art] In an internal combustion engine, 1. There is one in which each combustion chamber is connected to an intake passage, and each intake passage is provided with a carburetor throttle valve. This makes it possible to improve the distribution of intake air to each combustion chamber, improve intake efficiency, and improve engine output. In addition, in such an internal combustion engine, as shown in FIG. There is something set up. A part of the intake air is ejected from this nozzle 46 into the combustion chamber 4-,
This can be achieved by creating a high-speed vortex in the intake air in the engine 4 and stabilizing the combustion.

[Problems to be Solved by the Invention] However, it is difficult to synchronize the opening degrees of all the throttle valves provided in the intake passages that communicate with each combustion chamber, and it is difficult to synchronize them. Easy. Like this.
If there is an imbalance in the opening of the throttle valve, the error in opening will cause a difference in the amount of intake air taken into each combustion chamber, and the amount of air ejected from the nozzle will be different due to the error in the opening, especially when the throttle valve is at a low opening, such as when the throttle valve is idling. There will also be differences in the high-speed vortices generated in each combustion chamber due to the partial intake. As a result, combustibility deteriorates, leading to misfires and the like, resulting in unstable engine rotation and the generation of exhaust guest components, particularly HC, resulting in an increase in THC.

E. Purpose of the Invention] Therefore, the present invention is capable of correcting the variation in the intake air amount due to the mismatch of throttle valve opening at low opening such as idle opening of the carburetor throttle valve, improving combustibility and stabilizing engine rotation. An object of the present invention is to realize an intake control device for an internal combustion engine that can reduce THC while increasing the amount of THC.

[Means for Solving the Problems] To achieve this object, the present invention communicates each intake ill passage, each provided with a carburetor throttle valve, with each combustion chamber of the internal combustion engine, and connects the At least the closed state of the intake passages communicating with the carburetor throttle valve are respectively opened upstream from the ends of the carburetor throttle valve, and the intake passages communicating with the other combustion chamber are respectively opened and terminated on the downstream side of the carburetor throttle valve. The present invention is characterized in that a guide passage is provided in each of the intake passages.

[Function] According to the present invention, when there is a difference in the amount of intake air taken into each combustion chamber due to misalignment of the carburetor throttle valve at idle opening and at low throttle valve opening, the A portion of the intake air is introduced from the intake passage where the throttle valve is open to the intake passage where the throttle valve is closed by the intake guide passage, thereby making up for the difference.

This corrects variations in the amount of intake air, and also causes the negative pressure in the intake passage where the throttle valve is closed to act on the intake passage where the throttle valve is open, weakening the negative pressure and improving combustibility.

[Example] Next, embodiments of the present invention will be described in detail based on the drawings.

FIG. 1 shows a first embodiment of the invention.
It is one thing. In the figure, 2 is the 1st combustion chamber, 4
1 is a second combustion chamber, 6 is a first intake valve, 8 is a second intake valve, 10 is a first intake passage, 12 is a second intake passage, 14
1 is a first carburetor throttle valve, and 16 is a second carburetor throttle valve. The first and second combustion chambers 2.4, exemplifying each combustion chamber of an internal combustion engine (not shown), each have a throttle valve 14.16 of a first and second carburetor (not shown), respectively. The first and second intake passages 10 and 12 provided therein are in communication with each other.

A first inlet 18 is located at least at the closed throttle valve end of the first throttle valve 14 and connected to the first intake passage IO.
will be established. The first inlet port 18 has an opening starting point.
The intake guide passage 20 is connected to the second combustion chamber 4 near the second combustion chamber 4.
A second throttle valve 16 provided on the downstream side of the second throttle valve 16 in the intake passage 12
The outlet port 22 is provided with an open end at the outlet port 22'. Similarly, ′
□A second inlet 2 is connected to the second intake passage 12 by being located at least at the closed end of the second throttle valve 16.
4 will be provided. A second intake guide passage 2'6 having an opening end at the second inlet 24 is provided downstream of the first throttle valve 14 in the first intake passage 10 near the first combustion chamber 2. The first outlet is opened and terminated on the second day. In addition, in the figure, 30 is a first sub-groove inlet provided upstream of the first inlet 8, and 32 is a second sub-groove inlet provided upstream of the second inlet 24. The first and second sub-groove inlets 30 and 32 are set to have smaller diameters than the first and second introduction ports.

The operation of this embodiment will be explained.

When the first and second throttle valves 14.16 are at the idle opening and the openings are the same, the first and second inlets 18.24 are connected to the first and second throttle valves 14. .1:
It is closed by the valve end of 6. Therefore, from the first and second sub-groove inlets 30, '32, through the first and second intake guide passages 20.26, and through the first and second outlet ports 22.28, the downstream side of the throttle valve is A portion of the intake air is introduced into the first and second intake passages 10.12 of. Thereby, it is possible to correct the uneven distribution of intake air amount between the first and second intake passages 10.12.

This causes an imbalance in the throttle valve opening, and the first
When the second throttle valve 16 is opened more than the throttle valve 14, the second inlet 24 is opened as shown in FIG. As a result, a portion of the intake air in the first intake passage 10- on the downstream side of the first throttle valve 14, which is closed to the idle opening degree, is different from that in the second intake passage 12 on the upstream side of the second throttle valve 16. Second introduction port 24
The air is introduced from the air through a second intake guide passage 26 and a first outlet 28 near the first combustion chamber 2 . For this reason, the first
In addition to replenishing the insufficient amount of intake air in the second combustion chamber 2, it is possible to relatively reduce the amount of intake air in the second combustion chamber 2, thereby correcting variations in the amount of intake air. Further, the large negative pressure in the first intake passage 10 with the first throttle valve 14 closed is weakened by acting on the second intake passage 12 with the second throttle valve 16 open. By doing so, flammability can be improved. As a result, it is possible to stabilize the rotation of the engine when the throttle valve is opened at a low degree, to suppress the generation of HC, which is a harmful exhaust gas component, and to reduce THC.

In this embodiment, a case has been described in which the second throttle valve 16 opens more than the first throttle valve 14, causing out-of-sync.
Even when the first throttle valve 14 is opened more than the second throttle valve 16, the same effect is achieved and the explanation will be omitted. Further, the first and second ring-opening inlets 30.32 may be provided as necessary.

FIG. 2 shows a second embodiment of the invention. The feature of this embodiment is that the first intake guide passage 20 having its opening end at the first inlet port 18 is connected to the second combustion chamber 4.
The second intake guide passage 26 has an opening end at the second nozzle 34 facing toward the first combustion chamber 2 , and a second intake guiding passage 26 having an opening end at the second nozzle 34 facing toward the first combustion chamber 2 . It's because I let it happen.

According to the configuration of this embodiment, when the throttle valve opening degree becomes unsynchronized and the second throttle valve 16 is opened more than the first throttle valve 14 at the idle speed, the first throttle valve 14 A portion of the intake air is replenished from the second intake passage 12 to the first intake passage lO, which is closed. As a result, the first combustion chamber 2, which has a smaller amount of intake air than the second combustion chamber 4, replenishes the amount of intake air and causes intake air to be sucked into the first combustion chamber 2, which has a smaller amount of intake air than the second combustion chamber 4. A high-speed vortex can be generated depending on the part. Therefore, by correcting the variation in the intake air amount, applying negative pressure as in the previous embodiment, and generating high-speed vortex flow, the combustibility is further improved and the rotation of the engine is stabilized. It is possible to reduce the amount of

[Effects of the Invention] As described above, according to the present invention, at least the upstream side from the end of the carburetor throttle valve in the closed state of the intake passages communicating with the two combustion chambers C by the intake guide passages provided in each intake passage. A portion of the intake air can be introduced downstream of the carburetor throttle valve in the intake passage communicating with each other combustion chamber. As a result, when a mismatch occurs due to an error in the carburetor throttle valve opening at a low opening of the throttle valve, for example at the idle opening of the throttle valve, the throttle valve is moved from the intake passage opened more than the idle opening to the throttle valve. A portion of the intake air is introduced into the intake passage, which is closed at idle opening, to supplement the intake air. For this reason, it is possible to compensate for variations in the intake air amount due to misalignment of the throttle valve opening, and the large negative pressure in the intake passage when the throttle valve is closed to the idle opening can be corrected when the throttle valve is opened more than the idle opening. It can act on the intake passage to weaken negative pressure and improve combustibility. As a result, the rotation of the engine can be stabilized when the throttle valve is opened at a low degree, and THC, which is a harmful exhaust gas component, can be reduced.

[Brief explanation of the drawing]

1.2 shows an embodiment of the present invention, FIG. 1 is an explanatory diagram of the device of the first embodiment, and FIG. 2 is an explanatory diagram of the device of the second embodiment. FIG. 3 is an explanatory diagram of a conventional intake passage. In the figure, 2 is the first combustion chamber, 4 is the second combustion chamber, 1
0 is a first intake passage, 12 is a second intake passage, 14 is a first throttle valve, 16 is a second throttle valve, 18 is a first introduction port, 20 is a first intake guide passage, 22 is the second outlet, 2
4 is a second inlet, 26 is a second intake guide passage, 28 is a first outlet, 34 is a second nozzle, and 36 is a first nozzle. Figure 1 Figure 2 Figure 3

Claims (1)

[Scope of Claims] 1. Each intake passage, each provided with a carburetor throttle valve, communicates with each combustion chamber of the internal combustion engine, and at least the carburetor throttle valve in the closed state of the intake passage communicates with the one combustion chamber. Each of the intake passages is provided with an intake guiding passage that starts opening upstream from the valve end and ends downstream of the carburetor throttle valve of the intake passage communicating with the other combustion chamber. Air intake control device for internal combustion engines. 2. The intake control device for an internal combustion engine according to claim 1, wherein the intake guide passage opens and ends at an outlet provided in an intake passage near the other combustion chamber. 3. The intake control device for an internal combustion engine according to claim 1, wherein the intake guide passage opens and ends at a nozzle directed toward the other combustion chamber.