JP2008128186A - Internal combustion engine airflow generation device and internal combustion engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the deterioration of a combustion state of an internal combustion engine due to twisting of a valve shaft with a structure in which each airflow control valve pivotally supported by a valve shaft is uniformly driven by a single actuator. Control of an internal combustion engine capable of suppressing deterioration of the combustion state of the internal combustion engine due to twisting of the valve shaft by controlling the internal combustion engine of the internal combustion engine system including the air flow generation device of Providing the device.
SOLUTION: An airflow control valve 41A disposed for each cylinder in an intake port 52a communicating with a combustion chamber 57 of an internal combustion engine 50, a valve shaft 42A that supports each of the airflow control valves 41A, and a valve shaft 42A. The airflow generation device 40A of the internal combustion engine configured to include the actuator 43 that drives the airflow control valve 41A, and the more the position supported by the valve shaft 42A is away from the shaft restraining portion P, the more the intake air is. An opening K is formed in each airflow control valve 41A so that the opening area S at the time of closing the valve becomes small in a state where it does not act.
[Selection] Figure 2

Description

  The present invention relates to an air flow generation device for an internal combustion engine and a control device for an internal combustion engine for controlling an internal combustion engine of an internal combustion engine system including the air flow generation device for an internal combustion engine. The present invention relates to an airflow generation device for an internal combustion engine having a structure that drives each valve uniformly, and an internal combustion engine control device that controls the internal combustion engine of an internal combustion engine system including the airflow generation device for the internal combustion engine.

  Conventionally, an internal combustion engine system in which an airflow control valve is disposed in an intake passage communicating with a combustion chamber is known. For example, Patent Document 1 proposes an engine intake device described below. The engine intake device includes a control valve (corresponding to an airflow control valve). The control valve is formed with an opening forming portion so that the opening is formed near the lower wall surface of the intake passage when fully closed. ing. According to this device, a part of the intake air introduced through the opening turns around to the control valve side and forms a vortex near the upper wall surface of the intake passage. For this reason, the intake air introduced from the vicinity of the lower wall surface of the intake passage flows along the upper wall surface of the intake passage while being attracted by this vortex, and thereby the intake air flows along the side wall surface from the upper wall surface of the combustion chamber. It becomes easy to be introduced. Further, in Patent Document 1, at this time, the angle of the valve face of the control valve when fully closed is within 10 ° in the direction in which the opening forming portion is located on the downstream side with respect to the plane orthogonal to the axis of the intake passage, or the opening It is preferably set within a range of 25 ° or less in the direction in which the forming portion is located on the upstream side.

  Patent Document 2 proposes a gas flow enhancement device for an internal combustion engine as described below. This device includes a butterfly valve type intake flow control valve (corresponding to an air flow control valve) having an opening at one end edge of the valve body, and the gas flow in the cylinder is controlled by opening and closing the intake flow control valve. It is variably controlled, and the shape of the edge on the opposite side of the opening with respect to the rotation axis of the valve body remains, and a predetermined gap remains between the inner wall surface of the intake passage at the fully closed position of the valve body And is used in a state where it is opened at a predetermined angle from the fully closed position. This device uses an intake flow control valve having an opening on one side to enhance gas flow, and does not allow the intake flow to flow only from the opening with the intake flow control valve fully closed. This is based on the knowledge that diverting a small amount of intake air from the end of the intake air flow control valve on the side opposite to the part is very effective in enhancing gas flow.

Japanese Patent Laid-Open No. 11-107764 2001-248450 gazette

  By the way, in the case of a structure in which each airflow control valve pivotally supported on the valve shaft by a single actuator is uniformly driven, the following problems exist. For example, when intake air collides with the air flow control valve in the fully closed state, force acts on the valve shaft via the air flow control valve. At this time, since the rotation of the valve shaft is restricted by the actuator, a torsional stress is generated on the valve shaft. The valve shaft becomes easier to twist as it moves away from the portion where the rotation is restrained by the actuator (hereinafter also simply referred to as the shaft restraining portion). Therefore, the opening degree of the airflow control valve is more easily displaced toward the opening side as the pivotally supported position is separated from the shaft restraining portion. This is because the strength of the swirling airflow generated in the cylinder is larger in the cylinder corresponding to the airflow control valve that is pivotally supported at a position away from the shaft restraining portion (hereinafter also simply referred to as a cylinder away from the shaft restraining portion). When the strength of the swirling airflow is reduced in this way, the combustion state is unbalanced between the cylinders and the exhaust emission is increased. The deterioration of the combustion state of the internal combustion engine is likely to occur particularly in a structure in which the valve shaft is driven by an actuator from one end side of the valve shaft, and the airflow control valve is pivotally supported by the valve shaft. It tends to occur in the case of the structure.

  On the other hand, for example, it is conceivable to employ a structure in which a return spring or the like that generates force in the direction of closing the airflow control valve is attached to the valve shaft and the torsional stress generated in the valve shaft is canceled by this return spring. However, in this case, it is necessary to drive the actuator in the opening direction so that the airflow control valve is not moved in the closing direction by the return spring when fully opened. For this reason, when such a structure is adopted, the load on the alternator increases due to an increase in the current used, which may lead to a deterioration in fuel consumption and a decrease in durability of the actuator.

  Therefore, the present invention has been made in view of the above problems, and has a structure in which each airflow control valve pivotally supported by the valve shaft is uniformly driven by a single actuator, and the internal combustion engine is caused by twisting of the valve shaft. Internal combustion engine caused by twisting of valve shaft by controlling internal combustion engine of internal combustion engine including internal combustion engine airflow generation device capable of suppressing deterioration of combustion state of engine and internal combustion engine airflow generation device It aims at providing the control apparatus of the internal combustion engine which can suppress that the combustion state of this deteriorates.

  In order to solve the above problems, the present invention provides an air flow control valve disposed for each cylinder in an intake passage communicating with a combustion chamber of an internal combustion engine, a valve shaft that supports each of the air flow control valves, and the valve An airflow generation device for an internal combustion engine configured to include an actuator that drives the airflow control valve via a shaft, wherein a position pivotally supported by the valve shaft is determined by the actuator among the valve shafts. An opening is formed in each of the airflow control valves so that the opening area when the valve is closed is smaller in a state where the intake air is not acting as the distance from the portion where the rotation is restricted.

  In other words, the present invention, in other words, attempts to form the opening so that the opening areas of the airflow control valves are substantially equal as a result of the valve shaft being twisted while intake air is acting on the airflow control valve. According to the present invention, the strength of the swirling airflow generated in the cylinders can be made substantially equal between the cylinders, so that the deterioration of the combustion state of the internal combustion engine due to the twist of the valve shaft can be suppressed. . The shaft restraint portion is generally an end portion of the valve shaft, but is not limited thereto and may be at an appropriate position. Also, when the valve is closed, it means that the airflow control valve is in the fully closed state, which means that the airflow control valve is driven to the most closed position within the mechanically set movable range. This includes not only the state of being driven to the most closed position within the controllable movable range, and the same applies to the inventions described below.

  The present invention also provides an airflow control valve disposed for each cylinder in an intake passage communicating with a combustion chamber of an internal combustion engine, a valve shaft that supports each of the airflow control valves, and the airflow control via the valve shaft. An airflow generation device for an internal combustion engine configured to include an actuator that drives a valve, wherein a position of the valve shaft that is pivotally supported by the valve shaft is restricted from rotating by the actuator. The opening degree when the airflow control valve is closed is set to the open side as the distance from the distance increases.

  According to the present invention, since the component force of the intake air that directly acts on the valve shaft via the airflow control valve can be reduced, the occurrence of twisting of the valve shaft itself can be suppressed. For this reason, according to this invention, it can suppress that the combustion state of an internal combustion engine deteriorates due to the twist of a valve shaft. In addition, due to the nature of the present invention that suppresses the occurrence of twisting of the valve shaft itself, the airflow control valves are preferably formed so that the opening areas when the valves are closed are substantially equal to each other. The invention may be combined with, for example, the invention described above. In addition, the present invention differs from the technique proposed in Patent Document 1 or 2 described above in that the relationship between the opening degree of each airflow control valve is defined.

  The present invention also provides an airflow control valve disposed for each cylinder in an intake passage communicating with a combustion chamber of an internal combustion engine, a valve shaft that supports each of the airflow control valves, and the airflow control via the valve shaft. An airflow generation device for an internal combustion engine configured to include an actuator that drives a valve, wherein a position of the valve shaft that is pivotally supported by the valve shaft is restricted from rotating by the actuator. The distance from the air flow control valve is such that the upstream surface of the airflow control valve is inclined to the open side when compared at the same opening degree.

  Also according to the present invention, the component force of the intake air that directly acts on the valve shaft via the airflow control valve can be reduced, so that the occurrence of twisting of the valve shaft itself can be suppressed. For this reason, according to this invention, it can suppress that the combustion state of an internal combustion engine deteriorates due to the twist of a valve shaft. Note that when compared at the same opening degree, as in the above-described invention, the case where the opening degree at the time of closing the valve is set to be different for each airflow control valve is considered.

  The present invention also provides an airflow control valve disposed for each cylinder in an intake passage communicating with a combustion chamber of an internal combustion engine, a valve shaft that supports each of the airflow control valves, and the airflow control via the valve shaft. An airflow generation device for an internal combustion engine configured to include an actuator for driving a valve, wherein the rigidity of the valve shaft is increased as the distance from a portion where rotation is restricted by the actuator is increased. And Also according to the present invention, since it is possible to suppress the occurrence of twisting of the valve shaft itself, it is possible to suppress the deterioration of the combustion state of the internal combustion engine due to the twisting of the valve shaft.

  The present invention also provides an airflow control valve disposed for each cylinder in an intake passage communicating with a combustion chamber of an internal combustion engine, a valve shaft that supports each of the airflow control valves, and the airflow control via the valve shaft. An internal combustion engine control device for controlling the internal combustion engine of an internal combustion engine system comprising an internal combustion engine airflow generation device configured to include an actuator for driving a valve, wherein the valve shaft is positioned away from the actuator The cylinder corresponding to the airflow control valve that is pivotally supported by the engine is provided with combustion stabilizing means for advancing the ignition timing or increasing the fuel injection amount. According to the present invention, since the combustion state can be stabilized so that the combustion state between the cylinders becomes substantially equal, the deterioration of the combustion state of the internal combustion engine due to the twist of the valve shaft can be suppressed.

  According to the present invention, it is possible to suppress the deterioration of the combustion state of the internal combustion engine due to the twist of the valve shaft with a structure in which each airflow control valve pivotally supported by the valve shaft is uniformly driven by a single actuator. An internal combustion engine capable of suppressing deterioration of the combustion state of the internal combustion engine due to twisting of the valve shaft by controlling the internal combustion engine air flow generation device and the internal combustion engine system including the internal combustion engine air flow generation device An engine control device can be provided.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram schematically showing an internal combustion engine system 100A including an air flow generation device (hereinafter simply referred to as an air flow generation device) 40A for an internal combustion engine according to this embodiment together with an ECU 1. The internal combustion engine system 100A includes an intake system 10, an exhaust system 20, a fuel injection system 30, an airflow generation device 40A, and an internal combustion engine 50. The intake system 10 is configured to introduce air into the internal combustion engine 50, and includes an air cleaner 11 for filtering intake air, an air flow meter 12 for measuring the amount of air, a throttle valve 13 for adjusting the flow rate of intake air, And the intake manifold 15 that distributes intake air to the cylinders of the internal combustion engine 50, and intake pipes that are appropriately disposed between them.

  The exhaust system 20 includes an exhaust manifold 21, a three-way catalyst 22, a silencer (not shown), and an intake pipe appropriately disposed between these components. The exhaust manifold 21 is configured to join the exhaust from each cylinder, and the exhaust passage branched according to each cylinder is gathered into one exhaust passage on the downstream side. The three-way catalyst 22 is configured to purify exhaust gas, and performs oxidation of hydrocarbons HC and carbon monoxide CO and reduction of nitrogen oxides NOx. In the exhaust system 20, an A / F sensor 23 for linearly detecting the air-fuel ratio based on the oxygen concentration in the exhaust is upstream of the three-way catalyst 22, and the air-fuel ratio is based on the oxygen concentration in the exhaust from the stoichiometric air-fuel ratio. Also, oxygen sensors 24 for detecting whether the gas is rich or lean are arranged downstream of the three-way catalyst 22 as air-fuel ratio sensors.

  The fuel injection system 30 is configured to supply and inject fuel, and includes a fuel injection valve 31, a fuel injection pump 32, a fuel tank 33, and the like. The fuel injection valve 31 is configured to inject fuel, and is opened at an appropriate injection timing and injects fuel under the control of the ECU 1. The fuel injection amount is adjusted by the length of the valve opening period until the fuel injection valve 31 is closed under the control of the ECU 1. The fuel injection pump 32 is configured to pressurize the fuel to generate an injection pressure, and adjusts the injection pressure to an appropriate injection pressure under the control of the ECU 1.

  The internal combustion engine 50 includes a cylinder block 51, a cylinder head 52, a piston 53, a spark plug 54, an intake valve 55, and an exhaust valve 56. The internal combustion engine 50 shown in the present embodiment is an inline 4-cylinder gasoline engine. However, the internal combustion engine 50 is not particularly limited as long as it is an internal combustion engine capable of implementing the present invention, and may have other appropriate cylinder arrangement structure and number of cylinders. In FIG. 1, the main part of the internal combustion engine 50 is shown with respect to the cylinder 51a as a representative of each cylinder. However, in this embodiment, the other cylinders have the same structure. The cylinder block 51 is formed with a substantially cylindrical cylinder 51a. A piston 53 is accommodated in the cylinder 51a. A cylinder head 52 is fixed to the upper surface of the cylinder block 51. The combustion chamber 57 is formed as a space surrounded by the cylinder block 51, the cylinder head 52, and the piston 53.

  In addition to an intake port 52a for guiding intake air to the combustion chamber 57, the cylinder head 52 is formed with an exhaust port 52b for exhausting the combusted gas from the combustion chamber 57, and opens and closes the intake and exhaust ports 52a and 52b. For this purpose, intake and exhaust valves 55 and 56 are provided. The intake / exhaust valve structure of the internal combustion engine 50 may be an intake / exhaust valve structure provided with an appropriate number of intake / exhaust valves 55 and 56 per cylinder. The spark plug 54 is disposed in the cylinder head 52 with an electrode protruding substantially in the center above the combustion chamber 57. The fuel injection valve 31 is disposed in the cylinder head 52 with a fuel injection hole protruding into the intake port 52a so as to perform so-called port injection. In addition, the fuel injection valve 31 may be arrange | positioned so that a fuel can be directly injected in a cylinder, for example. In addition, the internal combustion engine 50 is provided with various sensors such as a crank angle sensor 71 for generating an output pulse proportional to the rotational speed Ne and a water temperature sensor 72 for detecting the water temperature of the internal combustion engine 50.

  The ECU 1 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output circuit, and the like (not shown). The ECU 1 is mainly configured to control the internal combustion engine 50. In the present embodiment, specifically, in addition to the fuel injection valve 31, the fuel injection pump 32, the ignition plug 54 (more specifically, an igniter not shown), an air flow The generator 40A (more specifically, the actuator 43) is also controlled. In addition to the fuel injection valve 31 and the like, various control objects are connected to the ECU 1 via a drive circuit (not shown). The ECU 1 is connected to various sensors such as an air flow meter 12, a crank angle sensor 71, a water temperature sensor 72, and an accelerator sensor 73 for detecting the amount of depression (accelerator opening) of an accelerator pedal (not shown). Has been.

  The airflow generation device 40A includes an airflow control valve 41A, a valve shaft 42A, an actuator 43, and a reduction gear 44. The airflow control valve 41 </ b> A is configured to generate a tumble flow in the combustion chamber 57 by drifting the intake air, and is disposed in the intake port 52 a that communicates with the combustion chamber 57. The valve shaft 42A is configured to pivotally support the airflow control valve 41A, and the airflow control valve 41A is pivotally supported by the valve shaft 42A. The airflow control valve 41A may be disposed in an intake passage formed by the intake manifold 15, for example. The airflow control valve 41A is not limited to the one that generates a tumble flow as a swirling airflow, but is one that generates a reverse tumble flow, a swirl flow, a slanted tumble flow formed by combining a tumble flow and a swirl flow, or the like. May be.

  FIG. 2 is a diagram schematically showing the airflow generation device 40A. The actuator 43 is connected to one end of the valve shaft 42A via a reduction gear set 44. In the present embodiment, this one end portion is the shaft restraining portion P. The actuator 43 can be realized by a step motor, for example. Each of the airflow control valves 41A is supported so as to be connected to one valve shaft 42A. The airflow control valve 41Aa is the # 4 cylinder, the airflow control valve 41Ab is the # 3 cylinder, the airflow control valve 41Ac is the # 2 cylinder, and the airflow. The control valve 41Ad corresponds to the # 1 cylinder. Each airflow control valve 41A is set to have substantially the same opening degree when the valve is closed. Thus, the airflow generation device 40A has a structure in which each airflow control valve 41A pivotally supported by the valve shaft 42A is uniformly driven by a single actuator 43. A notch (opening) K is formed at the tip of each airflow control valve 41A. Specifically, the airflow control valve 41Aa has a notch Ka, the airflow control valve 41Ab has a notch Kb, the airflow control valve 41Ac has a notch Kc, and the airflow control valve 41Ad has a notch Kd. Has been. This notch K increases the flow rate of intake air particularly when the airflow control valve 41A is closed. In the present embodiment, these air flow control valves 41A are substantially the same as each other except that the size of the notch K is different.

  In the present embodiment, each of the cutout portions K is formed so as to satisfy the formula (Ka> Kb> Kc> Kd). Accordingly, when the opening areas S formed by the airflow control valves 41Aa, 41Ab, 41Ac, and 41Ad are Sa, Sb, Sc, and Sd, respectively, the opening area S is in a state where intake air is not acting when the valve is closed (for example, The expression (Sa> Sb> Sc> Sd) is satisfied when the internal combustion engine 50 is stopped. That is, the cutout portion K is formed so that the opening area S when the valve is closed is smaller in the state where the intake air is not acting, as the air flow control valve 41A is pivotally supported at a position away from the shaft restraining portion P. ing. For this reason, in the state where the intake air is acting, that is, when the internal combustion engine 50 is operating, the valve shaft 42A is twisted, so that the opening areas S when the airflow control valves 41A are closed become substantially equal to each other. In addition, a more specific size of each of the cutout portions K in which the respective opening areas S are equal to each other can be obtained by a bench test or the like. As a result, the strength of the tumble flow generated in the cylinder is also substantially equal between the cylinders, so that deterioration of the combustion state of the internal combustion engine 50 due to the twist of the valve shaft 42 can be suppressed. As described above, with the structure in which each airflow control valve 41A supported by the valve shaft 42A is uniformly driven by the single actuator 43, the combustion state of the internal combustion engine 50 deteriorates due to the twist of the valve shaft 42A. The airflow generation device 40A that can be suppressed can be realized.

  The airflow generation device 40B according to the present embodiment is the same as the airflow generation device 40A according to the first embodiment except that the airflow control valve 41A is changed to the airflow control valve 41B. The airflow control valve 41B is such that the opening degree when the valve is closed is set to the open side and the intake air is acting when the valve is closed as the position supported by the valve shaft 42B is further away from the shaft restraining portion P. The airflow control including the notch K is performed so that the opening areas S formed by the airflow control valves 41B are substantially equal to each other in the absence of the airflow control valve 41B (hereinafter simply referred to as the design of the opening areas S being substantially equal to each other). Except for the point where each valve 41B is formed, it is the same as the airflow control valve 41A. The airflow generation device 40B can be applied to the internal combustion engine system 100A instead of the airflow generation device 40A. The internal combustion engine system 100 when the airflow generation device 40B is applied instead of the airflow generation device 40A is referred to as an internal combustion engine system 100B. . In the present embodiment, for convenience of explanation, the valve shaft 42 provided in the airflow generation device 40B is referred to as a valve shaft 42B, but the valve shaft 42B is the same as the valve shaft 42A.

  FIG. 3 is a diagram schematically showing the airflow control valves 41Ba and 41Bd when the valves are closed. The correspondence between the subscript (for example, a) of the airflow control valve 41B and the cylinder (for example, # 4 cylinder) of the internal combustion engine 50 is the same as that of the airflow generation device 40A according to the first embodiment. Here, the angle formed by the surface on the upstream side of the airflow control valve 41B and the surface L perpendicular to the extending direction of the intake port 52a is defined as θ, and the upstream side of the airflow control valve 41Ba is closed when the valve is closed as shown in FIG. The angle between the surface and the surface L is θa, and the angle between the upstream surface of the airflow control valve 41Bd and the surface L is θd. At this time, in this embodiment, θa and θd satisfy the formula (θa <θd). In other words, the air flow control valve 41Bd is set to have the opening degree on the opening side closer to the air flow control valve 41Ba than the air flow control valve 41Ba. Further, in this state, the airflow control valves 41Ba and 41Bd are formed so that the opening areas S are substantially equal to each other. For this reason, in this embodiment, the airflow control valve 41Bd is formed to have a longer overall length than the airflow control valve 41Ba.

  As a result, the intake force F acting on the airflow control valve 41Ba is divided into F1a in a direction parallel to the upstream surface of the airflow control valve 41Bd and F2a in a direction perpendicular to the upstream surface of the airflow control valve 41Ba. It is powered. Similarly, the intake force F acting on the airflow control valve 41Bd is also divided into F1d in a direction parallel to the upstream surface of the airflow control valve 41Bd and F2d in a direction orthogonal to the upstream surface of the airflow control valve 41Bd. It is powered. At this time, since θa and θd satisfy the equation (θa <θd), the component forces F2a and F2d satisfy the equation (F2a> F2d). That is, the airflow control valve 41Bd pivotally supported by the valve shaft 42B at a position away from the actuator 43 has a smaller component force F2 than the airflow control valve 41Ba.

  In the present embodiment, similarly, the opening degree of each airflow control valve 41B including the airflow control valves 41Bb and 41Bc is set so as to satisfy the equation (θa <θb <θc <θd). Therefore, the component force F2 satisfies the formula (F2a> F2b> F2c> F2d) including the airflow control valves 41Bb and 41Bc. As a result, the component force F2 that directly acts on the valve shaft 42B via the airflow control valve 41B can be reduced, so that the twisting of the valve shaft 42B itself can be suppressed. For this reason, it can suppress that the combustion state of the internal combustion engine 50 deteriorates due to the twist of the valve shaft 42B. As described above, with the structure in which each airflow control valve 41B pivotally supported on the valve shaft 42B by the single actuator 43 is uniformly driven, the combustion state of the internal combustion engine 50 deteriorates due to the twist of the valve shaft 42B. The airflow generation device 40B that can be suppressed can be realized.

  The airflow generation device 40C according to the present embodiment is the same as the airflow generation device 40A according to the first embodiment, except that the airflow control valve 41A is changed to the airflow control valve 41C. The airflow control valve 41C has a point that the upstream surface is inclined to the open side when compared with the same opening degree, as the position pivotally supported by the valve shaft 42C is separated from the shaft restraining portion P. The airflow control valve 41C is the same as the airflow control valve 41A except that each airflow control valve 41C is formed including the notch K so that the opening areas S are substantially equal to each other. The airflow generation device 40C can be applied to the internal combustion engine system 100 instead of the airflow generation device 40A. The internal combustion engine system 100 when the airflow generation device 40C is applied instead of the airflow generation device 40A is referred to as an internal combustion engine system 100C. . In the present embodiment, for convenience of explanation, the valve shaft 42 provided in the airflow generation device 40C is referred to as a valve shaft 42C, but the valve shaft 42C is the same as the valve shaft 42A.

  FIG. 4 is a diagram schematically showing the airflow control valves 41Ca and 41Cd when the valve is closed. The correspondence between the subscript of the airflow control valve 41C and the cylinder of the internal combustion engine 50 is the same as that of the airflow generation device 40A according to the first embodiment. Here, the angle formed by the surface L on the upstream side of the airflow control valve 41C is defined as θ, and the angle formed by the surface L on the upstream side of the airflow control valve 41Ca when the valve is closed as shown in FIG. θa is an angle formed by the surface L on the upstream side of the air flow control valve 41Cd and θd. At this time, in this embodiment, θa and θd satisfy the formula (θa <θd). That is, when compared with the airflow control valve 41Ca, the airflow control valve 41Cd has an upstream surface inclined to the open side when compared at the same opening degree. Further, in this state, the airflow control valves 41Ca and 41Cd are formed so that the opening areas S are substantially equal to each other.

  As a result, the intake force F acting on the airflow control valve 41Ca is divided into F1a in a direction parallel to the upstream surface of the airflow control valve 41Ca and F2a in a direction orthogonal to the upstream surface of the airflow control valve 41Ca. It is powered. Similarly, the intake force F acting on the airflow control valve 41Cd is also divided into F1d in a direction parallel to the upstream surface of the airflow control valve 41Cd and F2d in a direction orthogonal to the upstream surface of the airflow control valve 41Cd. It is powered. At this time, since θa and θd satisfy the equation (θa <θd), the component forces F2a and F2d satisfy the equation (F2a> F2d). That is, the airflow control valve 41Cd pivotally supported by the valve shaft 42C at a position away from the shaft restraining portion P has a smaller component force F2 than the airflow control valve 41Ca.

  Similarly, in this embodiment, the upstream surface of the air flow control valve 41C including the air flow control valves 41Cb and 41Cc is inclined to the open side so as to satisfy the equation (θa <θb <θc <θd). Therefore, the component force F2 satisfies the formula (F2a> F2b> F2c> F2d) including the airflow control valves 41Cb and 41Cc. Thereby, since the component force F2 which acts directly on the valve shaft 42C via the airflow control valve 41C can be reduced, the occurrence of twisting of the valve shaft 42C itself can be suppressed. For this reason, it can suppress that the combustion state of the internal combustion engine 50 deteriorates due to the twist of the valve shaft 42C. As described above, with the structure in which each airflow control valve 41C supported by the valve shaft 42C is uniformly driven by the single actuator 43, the combustion state of the internal combustion engine 50 is deteriorated due to the twist of the valve shaft 42C. The airflow generation device 40C that can be suppressed can be realized.

  The airflow generation device 40D according to the present embodiment has the airflow according to the first embodiment except that the valve shaft 42A is changed to the valve shaft 42D and the airflow control valve 41A is changed to the airflow control valve 41D. It is the same as the generation device 40A. The valve shaft 42D is the same as the valve shaft 42A except that the rigidity thereof is increased as the distance from the shaft restraining portion P increases. Further, the air flow control valve 41D is supported by the valve shaft 42D and the point where the air flow control valves 41D are formed including the notch K so that the opening areas S are substantially equal in design. The air flow control valve 41A is the same as the air flow control valve 41A except for the points formed in the above. The airflow generation device 40D can be applied to the internal combustion engine system 100A instead of the airflow generation device 40A, and an internal combustion engine system to which the airflow generation device 40D is applied instead of the airflow generation device 40A is referred to as an internal combustion engine system 100D.

  FIG. 5 is a diagram schematically showing the airflow generation device 40D. FIG. 5A shows an airflow generation device 40DA having a valve shaft 42DA, and FIG. 5B shows an airflow generation device 40DB having a valve shaft 42DB. Specifically, the valve shaft 42D is formed such that, for example, as the valve shaft 42DA shown in FIG. 5A becomes farther from the shaft restraining portion P, the portion supporting the airflow control valve 41DA becomes thicker. realizable. Further, the valve shaft 42D specifically has a thicker shaft core corresponding to a portion that supports each of the airflow control valves 41DB as the distance from the shaft restraining portion P increases, for example, as in the valve shaft 42DB shown in FIG. It can be realized with what is formed as follows. The valve shaft 42DB has a shaft core coated with a resin. As a result, the valve shafts 42DA and 42DB are enhanced as the rigidity of the portions that support the airflow control valves 41DA and 41DB is further away from the shaft restraining portion P, so that the occurrence of twisting itself is suppressed. For this reason, it can suppress that the combustion state of the internal combustion engine 50 deteriorates due to the twist of the valve shaft 42D. As described above, with the structure in which each airflow control valve 41D supported by the valve shaft 42D is uniformly driven by the single actuator 43, the combustion state of the internal combustion engine 50 is deteriorated due to the twist of the valve shaft 42D. An airflow generation device 40D that can be suppressed can be realized.

  In the present embodiment, a control device for an internal combustion engine realized by the ECU 1 described in the first embodiment will be described in detail. The internal combustion engine system 100E shown in the present embodiment is the same as the internal combustion engine system 100A according to the first embodiment, except that the airflow generation device 40E is provided instead of the airflow generation device 40A. Moreover, the airflow generation device 40E is the same as the airflow generation device 40A except that the airflow control valve 41E is provided instead of the airflow control valve 41A. This air flow control valve 41E is the same as the air flow control valve 41A except that each air flow control valve 41E including the notch K is formed so that the opening areas S are substantially equal in design. ing. That is, the airflow control valves 41E are formed in substantially the same shape, and the opening degree when the valve is closed is set to be substantially the same. In the present embodiment, for convenience of explanation, the valve shaft 42 provided in the airflow generation device 40E is referred to as a valve shaft 42E, but the valve shaft 42E is the same as the valve shaft 42A.

  The ROM provided in the ECU 1 is configured to store a program in which various processes executed by the CPU are described. In this embodiment, in addition to a program for controlling the internal combustion engine 50, a fuel for controlling the fuel injection valve 31 is provided. An injection valve control program, an ignition timing control program for controlling the ignition timing, and an air-fuel ratio F / B control for F / B control of the air-fuel ratio using the A / F sensor 23 and the oxygen sensor 24 And a combustion stabilization program for advancing the ignition timing or increasing the fuel injection amount so that the air-fuel ratio becomes richer as the cylinder is further away from the shaft restraining portion P. These programs may be configured as a part of the internal combustion engine 50 control program. The combustion stabilization program may be configured as part of an ignition timing control program or a fuel injection valve control program. In the present embodiment, various detection means, determination means, control means, and the like are realized by a CPU, a ROM, a RAM (hereinafter simply referred to as a CPU, etc.), and a program for controlling the internal combustion engine 50. Combustion stabilization means is realized by the combustion stabilization program.

  FIG. 6 is a diagram schematically showing the relationship between the variation in the combustion state between the cylinders and the ignition timing or fuel injection amount of the cylinder in which the strength of the tumble flow is lower than expected. As shown in FIG. 6, the variation in the combustion state between the cylinders tends to be reduced by advancing the ignition timing of the cylinder in which the strength of the tumble flow is lower than expected or increasing the fuel injection amount. It is in. For this reason, the combustion stabilization program is specifically created so that the CPU advances the ignition timing or increases the fuel injection amount by referring to the combustion stabilization map data shown in FIG. . In this map data, the degree of advance of the ignition timing or the degree of increase in the fuel injection amount corresponding to the size of the opening area S when the valve is closed is set for each cylinder. In this map data, in view of the fact that the combustion state deteriorates due to the twist of the valve shaft 42E as the cylinder is farther from the shaft restraining portion P, the ignition timing advance or the fuel is more advanced as the cylinder is farther from the shaft restraining portion P. The degree of increase in the injection amount is set to be large. In addition, as the size of the opening area S when each cylinder is closed, for example, a value obtained in advance for each internal combustion engine 50 by a bench test or the like can be used, and the opening area S estimated by calculation or the like can be used. A value can be used.

  As a result, the ignition timing read by the CPU when performing ignition and the fuel injection amount read by the CPU when injecting fuel are advanced or increased as the distance from the shaft restraining portion P increases. As a result, when the combustion is performed, the combustion state is stabilized so that the combustion state between the cylinders becomes substantially equal, so that the deterioration of the combustion state of the internal combustion engine 50 due to the twist of the valve shaft 42E is suppressed. it can. The combustion stabilization map data can be created by a bench test or the like, and in this embodiment, this map data is also stored in the ROM in advance. Further, not only one of the ignition timing and the fuel injection amount, but also the combustion stabilization map data is created individually or integrally so as to advance the ignition timing and increase the fuel injection amount. Also good. If each cylinder has map data of basic fuel injection amount and map data of ignition timing, the ignition timing advance angle corresponding to the size of the opening area S when the valve is closed is included in these map data. Or by adding the degree of increase in the fuel injection amount, this may be used as map data for combustion stabilization. As described above, by controlling the internal combustion engine 50 of the internal combustion engine system 100E including the airflow generation device E, it is possible to realize the ECU 1 that can suppress the deterioration of the combustion state of the internal combustion engine 50 due to the twist of the valve shaft 42E.

  The embodiment described above is a preferred embodiment of the present invention. However, the present invention is not limited to this, and various modifications can be made without departing from the scope of the present invention. For example, the inventions described in claims 1 to 4 can be implemented in appropriate combination. Further, it is possible to combine the invention described in claims 1 to 4 with the invention described in claim 5. That is, it is also possible to suppress the deterioration of the combustion state of the internal combustion engine due to the twisting of the valve shaft by using the combined method.

It is a figure which shows typically 100 A of internal combustion engine systems provided with 40 A of airflow generation apparatuses with ECU1. It is a figure which shows 40 A of airflow production | generation apparatuses typically. It is a figure which shows typically airflow control valve 41Ba and 41Bd at the time of valve closing. It is a figure which shows typically airflow control valve 41Ca and 41Cd at the time of valve closing. It is a figure which shows airflow generation apparatus 40D typically. It is a figure which shows typically the relationship between the dispersion | variation in the combustion state between cylinders, and the ignition timing or fuel injection amount of the cylinder in which the intensity | strength of the tumble flow has fallen rather than expected. FIG. 6 is a diagram schematically showing combustion stabilization map data.

Explanation of symbols

1 ECU
DESCRIPTION OF SYMBOLS 10 Intake system 20 Exhaust system 30 Fuel injection system 40 Airflow generation apparatus 41 Airflow control valve 42 Valve shaft 43 Actuator 50 Internal combustion engine 100 Internal combustion engine system

Claims (5)

An airflow control valve disposed for each cylinder in an intake passage communicating with a combustion chamber of an internal combustion engine, a valve shaft that supports each of the airflow control valves, and an actuator that drives the airflow control valve via the valve shaft An airflow generation device for an internal combustion engine configured to include:
The opening area at the time of closing the valve is reduced in a state where intake air is not acting, so that the position supported by the valve shaft is away from the portion of the valve shaft in which the rotation is restricted by the actuator. An airflow generation device for an internal combustion engine, wherein an opening is formed in each of the airflow control valves. An airflow control valve disposed for each cylinder in an intake passage communicating with a combustion chamber of an internal combustion engine, a valve shaft that supports each of the airflow control valves, and an actuator that drives the airflow control valve via the valve shaft An airflow generation device for an internal combustion engine configured to include:
The opening degree when the airflow control valve is closed is set to the open side as the position of the valve shaft that is supported by the actuator is further away from the portion of the valve shaft in which the rotation is restricted. An airflow generation device for an internal combustion engine characterized by the above. An airflow control valve disposed for each cylinder in an intake passage communicating with a combustion chamber of an internal combustion engine, a valve shaft that supports each of the airflow control valves, and an actuator that drives the airflow control valve via the valve shaft An airflow generation device for an internal combustion engine configured to include:
When the upstream side surface of the airflow control valve is compared with the same opening degree as the position supported by the valve shaft is farther from the portion of the valve shaft in which the rotation is restricted by the actuator. An airflow generation device for an internal combustion engine, which is inclined to the open side. An airflow control valve disposed for each cylinder in an intake passage communicating with a combustion chamber of an internal combustion engine, a valve shaft that supports each of the airflow control valves, and an actuator that drives the airflow control valve via the valve shaft An airflow generation device for an internal combustion engine configured to include:
An airflow generation device for an internal combustion engine, characterized in that the rigidity of the valve shaft increases as it moves away from a portion where rotation is restricted by the actuator. An airflow control valve disposed for each cylinder in an intake passage communicating with a combustion chamber of an internal combustion engine, a valve shaft that supports each of the airflow control valves, and an actuator that drives the airflow control valve via the valve shaft An internal combustion engine control device for controlling the internal combustion engine of an internal combustion engine system comprising an airflow generation device for an internal combustion engine configured to include:
The cylinder corresponding to the airflow control valve pivotally supported by the valve shaft at a position away from the actuator is provided with combustion stabilization means for advancing the ignition timing or increasing the fuel injection amount. Control device for internal combustion engine.

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