JP2001050052A - Engine intake control device - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To improve the gas flow in a cylinder in a high load region, lower the exhaust gas temperature, and suppress the enrichment of the air-fuel ratio. SOLUTION: When the operation region is a high load region, the throttle valve is fully opened (S301), and based on the engine speed NE and the required torque TE, the throttle valve is opened by referring to a swirl control valve opening degree setting map MAP4. The opening degree TA is set (S302). Then, the opening of the swirl control valve is controlled by a control value corresponding to the opening TA set in the map (S3).
03). This allows the swirl control valve to be fully opened and the gas flow in the cylinder not to be expected in the high-load region, and the throttle valve to be fully opened and the swirl control valve to be variably controlled to prevent the intake flow By generating a drift, the gas flow in the cylinder can be strengthened, the combustion speed can be increased, the exhaust gas temperature can be reduced, and the enrichment of the air-fuel ratio can be suppressed, and the fuel efficiency can be 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 engine, which forms a gas flow in a combustion chamber to improve combustion efficiency.

[0002]

2. Description of the Related Art Conventionally, a tumble control valve for generating a spiral flow (tumble flow) swirling in the axial direction of a cylinder bore of an engine, and a swirl for generating a swirl flow (swirl flow) about the cylinder bore axis. An intake control valve such as a control valve is interposed in the intake passage downstream of the throttle valve,
2. Description of the Related Art There is known a technique of closing an intake control valve in a medium load region to generate a flow in an air-fuel mixture flowing into a combustion chamber, thereby increasing a combustion speed and improving combustion efficiency.

For example, Japanese Unexamined Patent Publication No. 7-293256 discloses that an intake passage is opened at a relatively small opening in a low / medium load region of an engine to open the intake passage downstream of a throttle valve (throttle valve). There is disclosed a technology in which a swirl control valve that opens fully in a region is provided, and during rapid acceleration, the opening degree of the swirl control valve is reduced to suppress the output torque of the engine.

[0004]

However, conventionally,
The intake control valve is used to improve the gas flow in the cylinder at low and medium load ranges.In the high load side where the intake air volume is large, the intake control valve is opened with priority given to the intake charging efficiency. I'm trying to give it a valve.

Therefore, as in the prior art, simply controlling the engine output with the swirl control valve only at the time of traction control at the time of rapid acceleration, in a high load region where the swirl control valve is fully opened in a normal operation state, the in-cylinder control is performed. The gas flow cannot be expected, and the combustion speed becomes slow, and the exhaust gas temperature rises. For this reason, it is necessary to suppress the rise in exhaust gas temperature by enriching the air-fuel ratio, which causes deterioration of fuel efficiency.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and it is an engine intake control apparatus capable of improving gas flow in a cylinder in a high load region, lowering an exhaust gas temperature, and suppressing an air-fuel ratio from being enriched. It is intended to provide.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, an invention according to a first aspect of the present invention provides an intake control for an engine in which an intake control valve for generating a deviated flow with respect to an intake flow is disposed downstream of a throttle valve. The device, wherein when the operating range of the engine is in a high load range, the throttle valve is held in a fully open state, and the opening degree of the intake control valve is changed from a fully closed position to a fully open position according to the engine operating state. A variable intake control means is provided.

According to a second aspect of the present invention, in the first aspect of the invention, the intake control means determines an opening degree of the intake control valve based on an accelerator opening degree and an engine speed. It is characterized by being variable based on the number.

That is, according to the first aspect of the present invention, when the operating range of the engine is in the high load range, the throttle valve is held in a fully open state, and the opening degree of the intake control valve disposed downstream of the throttle valve is controlled by: By performing variable control from the fully closed position to the fully open position according to the engine operating state, a drift is generated with respect to the intake flow, and the combustion efficiency is improved. The opening degree of the intake control valve is variably controlled based on the required engine torque based on the accelerator opening degree and the engine speed as the driver's output request and the engine speed. can do.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 12 relate to an embodiment of the present invention, FIG. 1 is a flowchart of an intake control mode switching routine, FIG. 2 is a flowchart of a throttle load control routine, FIG. 3 is a flowchart of a swirl load control routine, and FIG. FIG. 5 is an explanatory diagram showing intake control by a swirl control valve in a high load region, FIG. 5 is an explanatory diagram showing the relationship between exhaust gas temperature and net fuel consumption rate, FIG. 6 is an explanatory diagram of a required torque map, and FIG. Explanatory diagram of a judgment value table,
8 is an explanatory diagram of a throttle opening setting map, FIG. 9 is an explanatory diagram of a swirl control valve opening / closing map in a throttle load control mode, FIG. 10 is an explanatory diagram of a swirl control valve opening setting map in a swirl load control mode, and FIG. Is a schematic configuration diagram of an engine control system, and FIG. 12 is an explanatory diagram showing a configuration of an intake system.

In FIG. 11, reference numeral 1 denotes an engine, and in this embodiment, an in-cylinder injection engine that directly injects fuel into a cylinder and burns an air-fuel mixture by spark ignition. The engine 1 is a horizontally opposed four-cylinder gasoline engine shown in the figure. Cylinder heads 2 are provided on both left and right banks of a cylinder block 1a, and an intake port 3 and an exhaust port 4 are provided for each cylinder of each cylinder head 2.
Are formed.

The engine 1 is, in detail, a four-valve engine having two intake valves and two exhaust valves for each cylinder, and as shown in FIG. One exhaust port 3a, 3a is formed, and the exhaust manifold 14 is branched to form two exhaust ports 4a, 4b, and two intake ports 3a, 3b are formed.
An in-cylinder injector 28 for injecting fuel into the cylinder is disposed near b.

The branch pipe forming one intake port 3a of the intake manifold 5 has a swirl flow (lateral swirl flow).
And a tumble flow (longitudinal flow) to generate a swirl flow to enhance gas flow in the cylinder and stabilize combustion. An intake control valve 6 is interposed, and each branch pipe of the intake manifold 5 is provided. A throttle valve 8 is provided upstream of the air chamber 7 which is an upstream gathering portion.

In this embodiment, the intake control valve 6 will be described as a swirl control valve 6 composed of a butterfly valve connected to an actuator 6a such as a motor. The actuator 6a for driving the swirl control valve 6 is controlled by a signal from an electronic control unit 100 described later.

Further, the upstream side of the air chamber 7 is shown in FIG.
As shown in FIG. 1, an air cleaner is connected to an intake pipe 10 via an electronically controlled throttle body including a throttle valve 8 and a throttle actuator 9 for driving the throttle valve 8, and an air cleaner is stored upstream of the intake pipe 10. The air box 12 communicates with the air intake chamber 13.
Freshness is taken in through.

On the other hand, an exhaust pipe 15 is connected to each exhaust port 4 of each cylinder of the engine 1 via an exhaust manifold 14, and a catalytic converter having a three-way catalyst at a junction of the exhaust pipe 15 from the left and right banks. A catalytic converter 17 having a NOx storage catalyst is interposed downstream of the catalytic converter 16 and communicates with a muffler 18.

A blow-by gas passage 23, which communicates with the crank chamber of the engine 1, extends from the cylinder block 1a, branches off in the middle, and communicates with the intake pipe 10 upstream of the throttle valve 8 while the other is connected. The blow-by gas control valve 24 communicates with the throttle valve 8 downstream. Further, a fresh air introduction passage 25 for introducing fresh air into the crankcase extends from the intake pipe 10 upstream of the throttle valve 8 and communicates with the cylinder head 2 of each bank.

An electronically controlled EGR control valve for controlling an EGR amount by a control signal from the electronic control unit 100 is provided in an exhaust gas recirculation (EGR) passage 26 which communicates the air chamber 7 and the exhaust port 4. 27 are interposed.

Next, the above-described in-cylinder injector 28 is exposed to the combustion chamber 1b of each cylinder of the engine 1, and is additionally used for the in-cylinder injector 28 at the time of low temperature starting or the like. As an injector to perform, upstream of the swirl control valve 6 of the intake manifold 5 for each bank,
Intake pipe injector 2 for injecting fuel into the intake pipe 2
9 are provided.

Fuel tank 3 for storing fuel in in-cylinder injector 28 and intake pipe injector 29
The fuel pump 31 is provided with an in-tank type fuel pump 31 having a built-in fuel pressure regulator. A fuel line 32 extending from a discharge port of the fuel pump 31 is branched in two directions via a fuel filter 33. One is connected to the intake pipe injector 29 of each bank, and the other is connected to the high-pressure fuel pump unit 35.

The high-pressure fuel pump unit 35 includes a high-pressure fuel pump driven via a camshaft of the engine 1, a high-pressure regulator for adjusting the discharge pressure of the high-pressure fuel pump to a high injection pressure for in-cylinder injection, and the like. A fuel return line 36 to the fuel tank 30 and a high-pressure line 37 communicating with a fuel distribution pipe 38 of each bank for distributing fuel to the in-cylinder injector 28 of each cylinder extend. .

A fuel pressure switching solenoid valve 39 is connected to the high pressure line 37 for purging air in the line. A fuel return line 41 of a pressure regulator 40 connected to the fuel pressure switching solenoid valve 39 is connected to a high pressure fuel pump. It joins with a fuel return line 36 from the unit 35 and is connected to the fuel tank 30. The fuel pressure switching solenoid valve 39 is opened at the time of air purge,
By bypassing the high-pressure line 37 to the fuel tank 30 via the pressure regulator 40, the fuel pressure in the high-pressure line 37 is reduced to increase the fuel flow rate, and the air or evaporative gas in the high-pressure line 37 is quickly discharged.

Further, a purge passage 42 is extended from an upper portion of the fuel tank 30 as shown by a broken line in FIG. Through a roll-over valve 43 and a two-way valve 44 for preventing the occurrence of a canister 45 having an adsorbing portion made of activated carbon or the like. The downstream side of the canister 45 of the purge passage 42 is connected to the air chamber 7 via a canister purge control valve 46 for controlling the amount of purge of fuel vapor from the canister 45.

On the other hand, for each cylinder of the cylinder head 2 of the engine 1, an ignition plug 47 exposing a discharge electrode at the tip to the combustion chamber 1b is provided.
An ignition coil 48 containing an igniter is continuously provided. Further, in a cam sprocket for driving each intake cam shaft in each cylinder head 2, a well-known method of rotating an intake cam pulley and an intake cam shaft relative to each other to continuously vary the rotation phase of the intake cam shaft with respect to the crank shaft. A hydraulically driven variable valve timing actuator 49 is provided. The drive of the variable valve timing actuator 49 is controlled by hydraulic pressure via an oil flow control valve 50 that is operated by a drive signal from the electronic control unit 100.

Next, the arrangement of sensors for detecting the operation state will be described. An intake air temperature sensor 51 faces the air box 12 that houses the air cleaner, and the intake pipe 1
Directly downstream of the air box 12 is a thermal air intake sensor 5 using a hot wire or a hot film.
2 are interposed.

A throttle sensor 53 is connected to a throttle valve 8 provided in the throttle body.
An accelerator sensor 55 is connected to the accelerator pedal 54 via a cable in order to detect the amount of depression of the accelerator pedal 54 as a driver output request for controlling the engine 1.

Also, the fuel distribution pipe 38 of one bank is
A fuel pressure sensor 56 for detecting a fuel pressure is attached, and an air-fuel ratio sensor 57 for detecting an air-fuel ratio in exhaust gas in the entire operation range is provided upstream and downstream of the catalytic converter 16 having a three-way catalyst. A temperature sensor 58 is provided, and an O2 sensor 59 for detecting the oxygen concentration in the exhaust gas passing through the NOx storage catalyst is provided downstream of the catalytic converter 17 having the NOx storage catalyst.

On the other hand, the cylinder block 1a of the engine 1
Knock sensor 60 is attached to the cylinder block 1
A cooling water temperature sensor 62 faces a cooling water passage 61 that communicates the left and right banks a. A crank angle sensor 64 is provided on the outer periphery of a crank rotor 63 which is mounted on the crankshaft of the engine 1.
A cylinder discriminating sensor 65 is provided on the back surface of the intake cam pulley that rotates twice.
Are opposed to each other. Further, a cam position sensor 66 for detecting an intake cam position, which is valve timing control information, is provided on the outer periphery of a cam rotor fixed to the rear end of the intake cam shaft.
Are opposed to each other. In the present embodiment, the cylinder discrimination sensor 65 is provided in only one bank.

The sensors and actuators in the engine 1 are connected to an electronic control unit (ECU) 100 composed of a microcomputer and peripheral circuits. The ECU 100 processes signals from the sensors and controls each actuator. It drives and electronically controls the engine 1. The ECU 100 of the present embodiment includes a main control unit 100a and an ETC control unit 100b. In the main control unit 100a, air-fuel ratio control including fuel injection control, ignition timing control, EGR control, variable valve timing control, etc. Is mainly executed, and the ETC control unit 100b exclusively executes electronic control of the throttle valve 8 via the throttle actuator 9.

A dedicated injector drive unit 101 for driving the in-cylinder injector 28 is connected to the main control unit 100a, and an injector driver for turning on and off the power supply to the injector drive unit 101. A relay coil of the relay 102 and a relay coil of the fuel pump relay 103 for turning on / off the power to the fuel pump 31 are connected, and the ignition power is supplied through a relay contact of the ignition relay 104.

The sensors connected to the main control unit 100a include the above-mentioned sensors, that is, an intake air temperature sensor 51, an intake air amount sensor 52, an accelerator sensor 55, a fuel pressure sensor 56, an air-fuel ratio sensor 5, and the like.
7, an exhaust temperature sensor 58, an O2 sensor 59, a knock sensor 60, a cooling water temperature sensor 62, a crank angle sensor 64, a cylinder discrimination sensor 65, a cam position sensor 66, a master bag pressure sensor 67, and the like.

The actuators connected to the main control unit 100a include the actuators described above, that is, the actuator 6a for driving the swirl control valve 6, the EGR control valve 27, the injector 29 for injecting the intake pipe, the fuel There are a pressure switching solenoid valve 39, a canister purge control valve 46, an igniter incorporated in the ignition coil 48, an oil flow control valve 50 for hydraulically driving the variable valve timing actuator 49, and the like.
The in-cylinder injector 28 is connected to a dedicated injector drive unit 101 and is connected to the main control unit 10.
The drive is controlled by a control command from 0a.

On the other hand, the ETC control unit 100b is connected to a relay coil and a relay contact of the ETC power relay 105 for turning on and off the ETC power supply, and also connected to a throttle actuator 9 and a throttle sensor 53. , Main control unit section 100
a so that the throttle opening according to the control command from
The throttle actuator 9 is driven based on a signal from the throttle sensor 53.

The ECU 100 calculates various control amounts based on the operating state obtained by processing signals from various sensors and switches, and outputs a drive signal corresponding to the control amount to various actuators to enter the operating state. The air-fuel ratio in the corresponding combustion mode is always controlled to be an appropriate air-fuel ratio,
Specifically, the accelerator opening A as a driver output request
The required torque (target torque) TE of the engine is set from the LFA and the engine speed NE, and the optimal fuel injection amount and intake air amount for realizing the required torque TE are controlled.

In this case, in controlling the amount of intake air,
With respect to the operation region based on the engine speed NE and the required torque TE, there are a region of a throttle load control mode in which intake control is mainly performed by the throttle valve 8 and a region of a swirl load control mode in which intake control is mainly performed by the swirl control valve 6. Two control mode areas are provided.

In the throttle load control mode, a swirl flow is generated in the cylinder by the swirl control valve 6 to stabilize the combustion of the lean air-fuel mixture in a low / medium load region, and the opening of the throttle valve 8 is varied. In the swirl load control mode, the throttle valve 8 is fully opened and the degree of opening of the swirl control valve 6 is changed from the fully closed position to the fully open position, so that the gas in a high load region is controlled. This is a control mode in which the flow is strengthened to improve the combustion and secure the required air amount.

That is, in the conventional intake control, the swirl control valve 6 is closed in the low / medium load side region to generate a swirl flow in the cylinder, thereby improving the combustion efficiency and increasing the intake load. The swirl control valve 6 is opened in the region on the side to improve the intake charging efficiency, but in the region on the high load side where the swirl control valve 6 is fully opened, the gas flow in the cylinder cannot be expected, so the exhaust gas is exhausted. The temperature rises, and in order to suppress the rise in the exhaust gas temperature, the air-fuel ratio must be enriched, which causes deterioration in fuel efficiency.

For this reason, in the intake control of the present invention, the control range of the swirl control valve 6 is expanded to improve the gas flow in the high load range, and the rise of the exhaust gas temperature is suppressed without enriching the air-fuel ratio. In the conventional intake control, the throttle valve 8 is fully opened and the swirl control valve 6 is fully opened in a high load region from when the swirl control valve is opened to when the throttle valve is fully opened, as shown in FIG. A swirl load control mode range that continuously varies from closed to fully opened is provided.

The control range of the swirl load control mode is a range in which the swirl control valve 6 is fully opened and the throttle valve 8 is controlled in the vicinity of the fully opened state in the conventional intake control. This is an area where it is difficult to reduce the fuel consumption rate and improve the net fuel consumption rate. In the present invention, the throttle valve 8 is fully opened and the swirl control valve 6
A swirl load control mode range in which the opening of the cylinder is continuously varied to enhance combustion efficiency by enhancing gas flow in the cylinder. As a result, as shown in FIG. 5, the exhaust gas temperature can be reduced as compared with when the swirl control valve 6 and the throttle valve 8 are both fully opened and at full load, and the net fuel consumption rate can be reduced by suppressing the enrichment of the air-fuel ratio. It is possible to improve.

That is, the ECU 100 has the function of intake control means according to the present invention.
The function of the intake control means is realized by the routine shown in FIG.

Hereinafter, intake control by the ECU 100 using both the swirl control valve 6 and the throttle valve 8 will be described with reference to the flowcharts of FIGS.

FIG. 1 shows an intake control mode switching routine for switching between the throttle load control mode and the swirl load control mode. First, in step S101, the accelerator opening degree A calculated by processing a signal from the accelerator sensor 55 is calculated.
The LFA is read from the memory, and the engine speed NE calculated by processing the signal from the crank angle sensor 64 is similarly read from the memory in step S102.

Next, the routine proceeds to step S103, where the required torque TE is calculated by interpolation by referring to the required torque map MP1 based on the engine speed NE and the accelerator opening ALFA (TE ← MP1 (NE, ALF)
A)). The required torque TE is a target torque required for the engine in accordance with the air amount determined by the accelerator opening ALFA and the engine speed NE as a driver's output request. Is determined in advance by simulation, experiment, or the like, and stored in the map.

FIG. 6 shows a representative characteristic of the required torque map MP1. At the same engine speed NE, as the accelerator opening ALFA increases, the required torque TE of the engine increases in order to cope with the required load of the driver. At the same accelerator opening ALFA, the required torque TE increases with an increase in the intake air amount as the engine speed NE increases. When the accelerator is fully opened, the intake air amount is saturated at the maximum air amount, so that the maximum torque is substantially constant with respect to the engine speed NE.

In the following step S104, a mode switching determination value TEset for switching between the throttle load control mode and the swirl load control mode in comparison with the required torque TE in the current operating state is determined based on the engine speed NE. The setting is made with reference to the switching determination value table TBL.

The mode switching determination value table TBL is shown in FIG.
As shown in FIG. 7, the mode switching determination value TEset decreases as the engine speed NE increases. As described below, the throttle load control is performed in a region where the required torque TE is smaller than the mode switching determination value TEset. The mode and required torque TE are equal to the mode switching determination value TEs.
The determination value for realizing the optimal intake control as the swirl load control mode in the region equal to or more than et is obtained in advance by simulation or experiment and stored in a table.

Then, in step S105, the required torque TE is compared with the mode switching determination value TEset, and if the current operation region satisfies TE <TEset, step S1 is executed.
Proceeding to 06, the control in the throttle load control mode is executed. If the current operating range is TE ≧ TEset, the flow proceeds to step S107 to execute the control in the swirl load control mode.

Next, the processing in the throttle load control mode will be described. In the throttle load control routine shown in FIG. 2, in step S201, the throttle opening degree setting map MP2 is referred to based on the engine speed NE and the required torque TE, and the throttle opening which is the target opening degree of the throttle valve 8 is calculated by interpolation. Set the opening SA (SA ← M
AP2 (NE, TE)).

In the throttle opening degree setting map MP2, a throttle opening degree capable of obtaining an appropriate amount of air corresponding to the required torque TE of the engine is obtained in advance by simulation or experiment and stored, and FIG. As shown, when the engine speed NE is constant,
As the required torque TE increases, more combustion air is required. Accordingly, the throttle opening SA is set to be large correspondingly, and under the condition that the required torque TE is constant,
The throttle opening SA is set to a large value in response to a decrease in the amount of air due to the effect of charging efficiency as the engine speed NE increases. The required torque TE and the engine speed N
In the idle region where both E are low, the throttle opening SA is idle control near full closure.

Then, the process proceeds to a step S202, in which the throttle valve 8 is driven via the throttle actuator 9 to control the target opening. The control of the throttle valve 8 is performed by calculating and setting the control amount of the throttle actuator 9 based on the deviation between the target value, ie, the throttle opening SA, and the throttle opening calculation value obtained from the output value of the throttle sensor 53. Thus, the opening of the throttle valve 8 is controlled to be an appropriate throttle opening to obtain the required torque TE.

Next, in step S203, it is determined whether the swirl control valve 6 is fully closed or fully opened by referring to the swirl control valve opening / closing map MAP3 based on the engine speed NE and the required torque TE. As shown in FIG. 9, the swirl control valve opening / closing map MAP3 shows the swirl control valve 6 based on the engine speed NE and the required torque TE.
And a region in which the swirl control valve 6 is opened. The swirl control valve 6 is a region in which the engine speed NE and the required torque TE are small and combustion is performed at a lean air-fuel ratio. And the combustion efficiency is improved by the swirl flow in the cylinder. Also, the engine speed NE
In addition, the swirl control valve 6 is opened in the transition region from the medium load to the high load where the required torque TE increases, thereby improving the intake efficiency.

Then, the swirl control valve opening / closing map MAP
If the swirl control valve 6 is in the fully closed region as a result of the reference in step 3, the swirl control valve 6 is held at the fully closed position via the actuator 6a in step S204, and the swirl control valve 6
Is in the fully open region, the swirl control valve 6 is held at the fully open position via the actuator 6a.

Next, the processing in the swirl load control mode when the operation region becomes the high load region will be described.

In the swirl load control routine of FIG. 3, first, in step S301, the throttle actuator 9
Is driven to fully open the throttle valve 8, and step S30
In step 2, the swirl control valve 6 opening TA is set by interpolation calculation with reference to the swirl control valve opening setting map MAP4 based on the engine speed NE and the required torque TE (TA ← MAP4 (NE, TE)). ).

As shown in FIG. 10, the swirl control valve opening degree setting map MAP4 shows the accelerator opening degree ALF as the driver's output request under the condition that the throttle valve 8 is fully opened.
The opening degree of the swirl control valve 6 that is optimal for enhancing the gas flow and improving the combustion while securing the air amount that achieves the required torque TE based on the engine torque NE and the required torque TE is used as a parameter. It is obtained in advance by simulation or experiment.

Then, in step S303, the actuator 6a is driven by the control value corresponding to the opening TA set on the map, and the opening of the swirl control valve 6 is controlled. In this case, similarly to the control for the throttle valve 8, a more precise control is realized by providing a sensor for detecting the opening of the swirl control valve 6 and performing feedback control to the opening TA of the map setting. Can be.

That is, in the high-load region where the swirl control valve was conventionally fully opened and gas flow in the cylinder could not be expected, the throttle valve 8 was fully opened and the swirl control valve 6 was variably controlled so that suction was performed. The gas flow in the cylinder can be strengthened by generating a drift to the flow, the combustion speed can be increased, the exhaust gas temperature can be reduced, and the air-fuel ratio can be prevented from being enriched, thereby improving the fuel efficiency.

[0058]

As described above, according to the first aspect of the present invention, when the operating range of the engine is in the high load range, the throttle valve is kept fully open and disposed downstream of the throttle valve. Since the opening of the intake control valve is variably controlled from the fully closed position to the fully open position according to the engine operating state, the swirl control valve is fully opened in the past even in high load areas where gas flow in the cylinder could not be expected. Gas flow in the cylinder can be strengthened by generating a deviated flow with respect to the intake flow, thereby increasing the combustion speed, lowering the exhaust temperature, suppressing the air-fuel ratio from being enriched, and improving fuel efficiency. it can.

In this case, according to the second aspect of the invention, the opening of the intake control valve is variably controlled based on the required engine torque and the engine speed based on the accelerator opening and the engine speed. In addition, it is possible to improve the gas flow in the cylinder while ensuring the output according to the output request of the driver.

[Brief description of the drawings]

FIG. 1 is a flowchart of an intake control mode switching routine.

FIG. 2 is a flowchart of a throttle load control routine.

FIG. 3 is a flowchart of a swirl load control routine.

FIG. 4 is an explanatory diagram showing intake control by a swirl control valve in a high load region.

FIG. 5 is an explanatory diagram showing a relationship between an exhaust gas temperature and a net fuel consumption rate.

FIG. 6 is an explanatory diagram of a required torque map.

FIG. 7 is an explanatory diagram of a control mode switching determination value table.

FIG. 8 is an explanatory diagram of a throttle opening setting map.

FIG. 9 is an explanatory diagram of a swirl control valve opening / closing map in a throttle load control mode.

FIG. 10 is an explanatory diagram of a swirl control valve opening degree setting map in a swirl load control mode.

FIG. 11 is a schematic configuration diagram of an engine control system.

FIG. 12 is an explanatory diagram showing a configuration of an intake system.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 6 ... Swirl control valve (intake control valve) 8 ... Throttle valve 100 ... ECU (intake control means) ALFA ... Accelerator opening NE ... Engine speed TE ... Requested torque

Claims (2)

[Claims] 1. An intake control device for an engine, wherein an intake control valve for generating a deviated flow with respect to an intake flow is disposed downstream of a throttle valve. An intake control device for an engine, comprising: intake control means for holding a valve in a fully open state and varying an opening degree of the intake control valve from a fully closed position to a fully open position in accordance with an engine operating state. 2. The intake control means according to claim 1, wherein said intake control valve varies an opening degree of said intake control valve based on an engine opening torque and an engine demanded torque based on an engine speed. An intake control device for an engine according to claim 1.