JP3492114B2 - Intake control device for internal combustion engine - Google Patents

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art Generally, an internal combustion engine such as a vehicle-mounted engine includes a cylinder block in which a plurality of pistons are reciprocally movable, and a cylinder head attached to the upper end of the cylinder block. A combustion chamber is provided between the upper end of each piston and the cylinder head, and an intake passage and an exhaust passage are connected to the combustion chamber. The cylinder head is provided with an intake valve and an exhaust valve. By driving the intake valve to open / close, the intake passage and the combustion chamber are connected / disconnected, and by opening / closing the exhaust valve, the exhaust passage and the combustion chamber are connected / disconnected.
It is supposed to be shut off.

During the intake stroke of the internal combustion engine, the intake valve opens, and the air in the intake passage is pulsated and drawn into the combustion chamber. Further, the intake passage is provided with a fuel injection valve that injects fuel into the combustion chamber when the intake valve is opened. Therefore, during the intake stroke of the internal combustion engine, the air sucked from the intake passage into the combustion chamber and the fuel injected from the fuel injection valve into the combustion chamber are mixed to form a mixed gas, and the mixed gas is burned. It is designed to be inhaled into the room.

In order to improve the output of the internal combustion engine, it is desirable to improve the efficiency of sucking air into the combustion chamber and fill the combustion chamber with a large amount of mixed gas. Therefore, in recent years, a method of improving the efficiency of sucking air into the combustion chamber by utilizing the pulsation of air flowing through the intake passage has been taken. That is, since a high pressure portion and a low pressure portion are alternately generated in the pulsating flow of air, if the intake valve is opened when the high pressure portion is located near the combustion chamber, the efficiency from the intake passage to the combustion chamber is increased. Air is often inhaled. In general, the pulsating flow of air flowing through the intake passage has its cycle changed with the rotation speed of the internal combustion engine and the intake air amount. Therefore, conventionally, in consideration of such pulsation characteristics of intake air, in order to improve the intake efficiency of air into the combustion chamber in the entire operating range of the internal combustion engine, the effective intake pipe length of the internal combustion engine is set to the engine speed and intake air. A so-called variable intake system that changes according to the amount of air has been proposed and put into practical use.

In such a variable intake system, as shown in FIG. 6, one intake passage 72a has a throttle valve 7a.
At the downstream side of 0, it is branched into two intake passages 72b and connected to the surge tank 73, and at the downstream side of this surge tank 73, the above two intake passages 72b are further branched into three intake passages 72c, respectively. It is connected to the chamber 71. A communication passage 74 is provided in the surge tank 73 so as to communicate the two intake passages 72b, and an open / close valve 75 is provided in the communication passage 74 for communicating or blocking the two intake passages 72b. ing.

Now, assuming that the amount of intake air is constant, at the time of low engine speed of the internal combustion engine, the on-off valve 75 is closed to shut off both intake passages 72b in the surge tank 73, thereby burning the effective intake pipe length. Two intake passages 7 from chamber 71
The length L1 to the position where 2b joins is set. as a result,
The effective intake pipe length is increased corresponding to the pulsating flow in the intake passage 72, which has a longer cycle when the internal combustion engine is running at a low speed, so that air is efficiently sucked into the combustion chamber 71. When the internal combustion engine is rotating at high speed, the open / close valve 75 is opened to communicate between the intake passages 72b in the surge tank 73, and the effective intake pipe length is set to the length L2 from the combustion chamber 71 to the front of the surge tank 73. . As a result, the effective intake pipe length is shortened corresponding to the pulsating flow in the intake passage 72 whose cycle is shortened when the internal combustion engine is rotating at high speed, and the air is efficiently sucked into the combustion chamber 71.

On the other hand, as another method for increasing the efficiency of sucking air into the combustion chamber, a vibration exciter is provided in the intake passage, as in the intake control device disclosed in Japanese Patent Laid-Open No. 61-76719. It has also been proposed to generate a compression wave in the intake passage with an exciter.

As shown in FIG. 7, in this intake control device, a vibration exciter 76 provided in the intake passage 72 has a structure in which a vibration exciter 78 reciprocally moved by a solenoid 77 is attached to a diaphragm 79. . Therefore, the excitation rod 7
When the diaphragm 79 is inflated toward the intake passage 72 side or dented toward the solenoid 77 side by reciprocating 8, the compression wave is generated in the intake passage 72. Therefore, the cycle of this compression wave is adjusted by changing the vibration cycle of the vibration bar 78 in the vibration exciter 76,
By making the air located near the combustion chamber 71 in the intake passage 72 have a high pressure when the intake valve 80 is opened, the intake efficiency of the air into the combustion chamber 71 is improved.

[0009]

When the variable intake system is adopted in the internal combustion engine, the pulsating flow in the intake passage 72 can be efficiently supplied to the combustion chamber 71, but the amplitude of the pulsating flow itself. Can not be operated.

On the other hand, in the intake control device described in the above publication, since the compression wave can be generated through the vibrator 76, the amplitude of the pulsating flow can be manipulated by appropriately controlling the generation mode. It is also possible.

However, the intake control device is originally only a device assuming a single intake passage 72 in the surge tank, and even if the device is applied to the variable intake system, the pulsating flow whose amplitude is operated is not always required. Efficient combustion chamber 71
Is not always supplied to. In particular, in the variable intake system, if the vibration is applied while the open / close valve 75 is controlled to be open, unpredictable intake pulsation may occur in the interference part of each intake passage 72. There is also.

The present invention has been made in view of the above circumstances, and an object thereof is to enhance the efficiency of sucking air into the combustion chamber in any case when introducing the compression wave into the variable intake system. It is therefore an object of the present invention to provide an intake control device for an internal combustion engine, which can further improve the intake efficiency.

[0013]

In order to achieve the above object, the invention according to claim 1 is connected to a plurality of combustion chambers provided in an internal combustion engine in order to suck air into the combustion chambers. A plurality of intake passages, an opening / closing valve provided in a communication passage for communicating the intake passages with each other, and an opening / closing valve for communicating or blocking the intake passages with each other, provided in each of the intake passages, and compressed in the intake passages. An exciter that generates a wave, and a control unit that controls the opening and closing of the on-off valve and the drive of the exciter according to the engine operating state, the control unit, when performing the open control of the on-off valve, The drive of each of the vibrators is controlled so that the amplitude of each of the compression waves is increased in the intake interference portion of each of the intake passages.

With this configuration, when the on-off valve is closed and the intake passages are shut off from each other, the vibrators provided in the intake passages are independently controlled so as to improve the intake efficiency of the internal combustion engine. Further, when the on-off valve is opened and the intake passages are communicated with each other, the exciters are controlled so that the respective compression waves generated in the respective intake passages by the respective exciters are synchronized with each other in the interference portion of the intake passages. It In this state, the compression waves generated by the respective exciters are combined to increase the amplitude of the combined wave, so that the air can be sucked into the combustion chamber more efficiently. become.

According to the second aspect of the present invention, the respective vibrators are arranged such that the distances between the vibrators and the opening / closing valve are substantially equal to each other. According to this configuration, it is possible to easily synchronize the compression waves in the interference section near the communication path only by driving the respective exciters in synchronization. The control burden of is greatly reduced.

According to the third aspect of the invention, the respective vibrators are arranged so as to face each other with the on-off valve interposed therebetween. According to this configuration, since the compression waves generated by the respective exciters travel so as to face each other, the amplitude increase synthesis of the respective compression waves is performed more reliably, and the control load of the respective exciters in the control means is increased. Will be further reduced. Contract
In the invention according to claim 4, the control means controls the on-off valve.
When performing closed control, drive control of each of the above-mentioned vibrators independently
It

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment in which the present invention is embodied in an intake control device for a V-type 6-cylinder engine is shown in FIGS.
Follow the instructions below.

FIG. 1 is a schematic configuration diagram showing an engine to which the intake control device of this embodiment is applied. This engine includes a cylinder block 11 formed in a V shape, and six pistons (only two are shown in FIG. 1) 12 are provided in the cylinder block 11 so as to be capable of reciprocating. The piston 12 is connected to a crankshaft 14 which is an output shaft of the engine via a connecting rod 13, and the connecting rod 1
The reciprocating movement of the piston 12 is caused by the crankshaft 1
It is designed to be converted into 4 rotations.

Cylinder heads 15 are attached to both upper ends of the V-shaped cylinder block 11. A combustion chamber 16 is formed between the upper end of the piston 12 and the cylinder head 15, and the cylinder head 15 has an intake port 17 and an exhaust port 18 communicating with the combustion chamber 16.
Is provided. The intake port 17 is provided with an intake valve 19, and the exhaust port 18 is provided with an exhaust valve 20.

Further, the cylinder head 15 is provided with an intake camshaft 21 and an exhaust camshaft 22 which are rotatably supported in parallel with each other. The camshafts 21 and 22 are connected to the crankshaft 14 via a timing belt (not shown).

The rotation of the crankshaft 14 is transmitted to both camshafts 21 and 22 via a timing belt, and the camshafts 21 and 22 rotate to open and close the intake valve 19 and the exhaust valve 20. . The intake valve 19 driven to open and close is the intake port 1
7 and the combustion chamber 16 are connected / disconnected, and the exhaust valve 20 driven to open / close connects / disconnects the exhaust port 18 and the combustion chamber 16.

On the other hand, an intake manifold 23 is connected to the intake port 17, and an exhaust manifold 24 is connected to the exhaust port 18. The inside of the exhaust port 18 and the exhaust manifold 24 is an exhaust passage E. Also, intake manifold 2
An upstream end of 3 is connected to a surge tank 25, and an air cleaner 27 is connected to the surge tank 25 via an intake pipe 26. An intake passage I is formed inside the intake manifold 23, the surge tank 25, and the intake pipe 26.

A throttle valve 28 is provided in the intake pipe 26, and the opening of the valve 28 is changed based on the accelerator operation. By changing the opening degree of the throttle valve 28, the amount of air taken into the combustion chamber 16 is adjusted. Further, the intake pipe 26 is provided with a throttle sensor 29 for detecting the opening degree of the throttle valve 28.

The intake port 17 is provided with a fuel injection valve 30 for injecting fuel toward the combustion chamber 16. When the air is sucked into the combustion chamber 16 through the intake passage I, the fuel injection valve 30 injects the fuel toward the combustion chamber 16 to form a mixed gas including the fuel and the air. There is.

The cylinder head 15 has a combustion chamber 16
Spark plug 31 for igniting the mixed gas sucked into
Is provided. The spark plug 31 is connected to the distributor 32. The distributor 32 is provided with a rotor (not shown) that rotates in association with the rotation of the engine, and a rotation speed sensor 33 that detects the rotation speed of the engine from the rotation of the rotor.

Next, the intake structure for sucking air into the combustion chamber 16 of the engine will be described in detail with reference to FIG. As shown in the figure, the intake pipe 26 communicating with the air cleaner 27 is connected to the surge tank 25. The inside of the surge tank 25 is divided into two by a partition wall 41, and three intake manifolds 23 are connected to each of the two divided portions.
The six intake manifolds 23 are in communication with the six combustion chambers 16 provided in the engine. Therefore, one intake passage I in the intake pipe 26
Is branched into two inside the surge tank 25, and then branched into six downstream from the surge tank 25.

On the other hand, in the partition wall 41 of the surge tank 25,
An on-off valve 42 is provided for communicating or blocking between the two intake passages I passing through the surge tank 25. The on-off valve 42 is opened and closed by an actuator 43. The actuator 43 is connected to an electronic control unit (hereinafter referred to as ECU) 44. Also, E
The throttle sensor 29 and the rotation speed sensor 33 are connected to the CU 44. Then, the ECU 44 drives and controls the actuator based on necessary control signals such as detection signals from the throttle sensor 29 and the rotation speed sensor 33.

That is, the ECU 44 opens the on-off valve 42 and opens two intake valves located in the surge tank 25 when the engine speed increases as described above, for example, when the opening degree of the throttle valve 28 is constant. The passage I is connected. In this state, in response to the short cycle pulsating flow generated in the intake passage I when the engine speed is high,
Since the effective intake pipe length is shortened from the combustion chamber 16 to a position just before the surge tank 25, the pulsating flow efficiently sucks air into the combustion chamber 16.

Further, the ECU 44 uses the throttle valve 2
When the engine speed becomes low under the condition that the opening degree of 8 is constant, the on-off valve 42 is closed to shut off the two intake passages I located in the surge tank 25. In this state, the effective intake pipe becomes longer from the combustion chamber 16 to the front of the intake pipe 26 in response to the long-period pulsating flow generated in the intake passage I when the engine speed is low. The pulsating flow efficiently sucks air into the combustion chamber 16.

Next, a specific structure of the surge tank 25 will be described with reference to FIGS. 3 and 4A and 4B. Figure 4
2A is a plan sectional view of the surge tank 25 shown in FIG. 2. As shown in FIG. 2, the surge tank 25 has an upstream connection opening 51 for connecting the intake pipe 26 and each intake. Six downstream connection openings 52 for connecting the manifold 23 are provided. Further, the interior of the surge tank 25 is partitioned by a partition wall 41 into a first chamber 53 and a second chamber 54, and the first chamber 53 and the second chamber 54 are respectively connected to three downstream side connection openings 52. . Then, in the state where the intake pipe 26 and the intake manifold 23 are connected to the upstream side connection opening 51 and the downstream side connection opening 52, the first chamber 53 and the second chamber 54 in the surge tank 25 become the intake passage I.

FIG. 3 is a plan sectional view of the surge tank 25 shown in FIGS. 4 (a) and 4 (b). As shown in FIG.
In the partition wall 41 of the surge tank 25, the first chamber 53 and the second chamber 5
4 is provided with a communication passage 55 that communicates with
The on-off valve 42 is provided in the. The on-off valve 42 is composed of a support shaft 56 rotatably supported by the partition wall 41 and a disc-shaped valve body 57 attached to the support shaft 56. The support shaft 56 extends to the outside of the surge tank 25, is connected to the actuator 43, and is rotated by driving the actuator 43. Then, when the valve body 57 is extended horizontally (valve open state) as shown by the solid line by the rotation of the support shaft 56, the first chamber 53 and the second chamber 54 are moved.
And communicate with each other via the communication passage 55. Further, when the valve body 57 extends vertically (closed state) as shown by the chain double-dashed line by the rotation of the support shaft 56, the valve body 57 causes the first chamber 53 and the second chamber 54 to move. Is cut off.

On the other hand, the housing 25 of the surge tank 25
Through holes 58a and 58b are provided in a portion of the a located coaxially with the communication passage 55. The pair of through holes 58a and 58b are arranged so as to sandwich the on-off valve 42,
The distance from the through hole 58a to the support shaft 56 of the on-off valve 42 is
It is equal to the distance from the through hole 58b to the support shaft 56.

On the outer surface of the housing 25a,
Vibrators 59a and 59b are provided at positions corresponding to the through holes 58a and 58b, respectively. Shaker 59a,
59b is provided with a main body case 60 having a U-shaped cross section, and the opening of the main body case 60 is located corresponding to the through holes 58a and 58b. Further, a solenoid 61 and a vibrating rod 62 are provided in the main body case 60, and the solenoid 6
By controlling the voltage application to No. 1, the vibration bar 62 vibrates in the axial direction of the through holes 58a and 58b.

A sheet-like diaphragm 63 is provided at the opening of the main body case 60 so as to block the opening from the through holes 58a and 58b. The vibration bar 62 is connected to the diaphragm 63. Therefore, when the vibrating rod 62 vibrates, the diaphragm 63 expands toward the inside of the surge tank 25 or dents toward the outside of the surge tank 25. A compression wave is generated in the intake passage I in the surge tank 25 by the operation of the diaphragm 63.

Here, as described above, the through holes 58a, 5a
Since the distance between 8b and the support shaft 56 of the on-off valve 42 is equal, the distance between the diaphragm 63 of the vibrator 59a and the support shaft 56 of the on-off valve 42 is the same as the distance between the diaphragm 63 of the vibrator 59b and the on-off valve 42. It has the same value as the distance from the axis 56. Further, since the through holes 58a and 58b are located on the axis of the communication passage 55, the diaphragms 63 of the vibrators 59a and 59b are opposed to each other so as to sandwich the on-off valve 42.

The vibrators 59a and 59b having the above structure are drive-controlled by the ECU 44 based on the detection signal from the rotation speed sensor 33. That is, the ECU 44 drives and controls the vibrators 59a and 59b so that the vibration frequency of the vibration bar 62 increases as the engine speed increases, and the vibration frequency of the vibration bar 62 decreases as the engine speed decreases. The vibrators 59a and 59b are drive-controlled.

Further, the ECU 44 has two vibrators 59a, 5a.
9b is driven synchronously. As a result, the exciters 59a, 5
The diaphragm 63 of 9b bulges into the surge tank 25 synchronously, and the diaphragm 63 of the vibrators 59a and 59b synchronously dent toward the outside of the surge tank 25.

When a compression wave is generated in each of the first chamber 53 and the second chamber 54 in the surge tank 25 by the operation of the vibrators 59a and 59b, the compression wave is generated.
5, and interfere with each other in the passage 55. Incidentally, the waveforms of both compression waves when reaching the communication passage 55 are in a synchronized state as shown in FIGS. 5 (a) and 5 (b), respectively.

Next, the operation of the intake control device configured as described above will be described. When the on-off valve 42 is closed and the first chamber 53 and the second chamber 54 are shut off, the two vibrators 5
9a and 59b are independently driven and controlled, and by the drive control of the shakers 59a and 59b, a compression wave having a cycle such that air is efficiently sucked into the combustion chamber 16 is generated in the intake passage I.

Further, the on-off valve 42 opens to open the first chamber 53 and the second chamber.
When the chamber 54 is in communication, the two vibrators 59a and 59b shown in FIG. 3 are driven in synchronization as described above.
The first chamber 5 is driven by driving the two vibrators 59a and 59b.
The two compression waves generated in the third chamber 54 and the second chamber 54, respectively,
The particles move toward the inside of the communication passage 55 so as to face each other, and are combined in the communication passage 55. Then, by combining the two compressed waves while advancing so as to face each other, it becomes possible to reliably combine the two compressed waves.

Further, since the waveforms of both compression waves in the communication passage 55 are in a synchronized state as shown in FIGS. 5A and 5B, both compression waves are combined in the communication passage 55. Then, the amplitude of the composite wave becomes larger than the amplitudes of both compression waves as shown in FIG. Then, since the intake air is sucked into the combustion chamber 16 by this combined wave, the air suction into the combustion chamber 16 can be performed more efficiently.

As described in detail above, according to this embodiment, the effects shown in the following (a) to (c) can be obtained. (A) When the on-off valve 42 is closed, the two exciters 59a and 59b are independent of each other so that a compression wave having a cycle that efficiently inhales the combustion chamber 16 is generated in the intake passage I. Drive is controlled. When the on-off valve 42 is open, the two vibrators 59a and 59b are driven in synchronization, and the compression waves generated in the first chamber 53 and the second chamber 54 of the surge tank 73 are communicated with each other. The amplitude of the combined wave when combined in 55 is made larger than the amplitude of the compressed wave.
Then, due to the combined wave, the air can be more efficiently sucked into the combustion chamber 16 and the output of the engine can be improved. Therefore, regardless of the open / close state of the on-off valve 42, the efficiency of sucking air into the combustion chamber 16 can be increased, and the intake efficiency can be further improved.

(B) The distance between the diaphragm 63 of the shaker 59a and the support shaft 56 of the on-off valve 42 becomes the same value as the distance between the diaphragm 63 of the shaker 59b and the support shaft 56 of the on-off valve 42. The two vibrators 59a and 59b are arranged in this position. Therefore, by simply driving both exciters 59a and 59b in synchronization, the two compression waves generated by the exciters 59a and 59b are easily synchronized in the communication passage 55,
The amplitude can be increased. Therefore, the control of both the shakers 59a and 59b becomes easy, and the control load of the synchronous control in the ECU 44 is greatly reduced.

(C) Since the two vibrators 59a and 59b are arranged to face each other with the on-off valve 42 interposed therebetween, the two compression waves generated by the two vibrators 59a and 59b face each other. Proceed to. Since the composite wave of the two compression waves traveling so as to face each other is surely combined in the communication passage 55, the amplitude of the composite wave of both compression waves can be surely increased.

The present invention can be embodied with the following modifications, for example. (1) In the present embodiment, the distance between the diaphragm 63 of the shaker 59 a and the support shaft 56 of the on-off valve 42 is determined by the shaker 59 a.
The distance between the diaphragm 63 of b and the support shaft 56 of the on-off valve 42 may be different. In this case, both shakers 59
The two exciters 59a and 59b are arranged so that the two compressed waves generated by the a and 59b have the maximum amplitude at the interference portion near the communication passage 55.
The drive control of a and 59b is individually performed.

(2) In this embodiment, the two vibrators 59a and 59b may not face each other with the on-off valve 42 interposed therebetween. For example, the vibrating devices 59a, 59b are arranged so that the angular interval between the vibrating devices 59a, 59b centering on the support shaft 56 is not 180 ° as in the present embodiment, but the angular interval is 90 °. May be arranged. Even in this case, the distance between the shaker 59a and the on-off valve 42 is made equal to the distance between the shaker 59b and the on-off valve 42, or the combined wave of the two compression waves is maximized at the interference part near the communication passage 55. To be the amplitude,
If the drive control of both the exciters 59a and 59b is performed individually, the effect according to the above (b) can be obtained.

(3) In this embodiment, the surge tank 25
The six intake passages I are merged so as to become the two intake passages I, and the compression waves are generated in the two intake passages I by the two vibrators 59a and 59b, respectively, but the present invention is not limited to this. Not done. For example, the six intake passages I may be combined in the surge tank 25 so as to form three intake passages I. In this case, two communication passages 55 are provided so as to communicate the respective intake passages I in the surge tank 25, and the open / close valves 42 are provided in the respective communication passages 55. And
Each of the intake passages I in the surge tank 25 by the three vibrators
A compression wave is formed in each of the above. in this case,
Since the three compression waves are combined, the amplitude of the combined wave can be further increased to further improve the efficiency of sucking air into the combustion chamber 16.

(4) The surge tank 25 is formed to be long in the air flow direction, and the communication passage 55 and the opening / closing valve 42 are provided at two locations on the upstream side and the downstream side of the surge tank 25, respectively. Then, the two communication passages 55 and the on-off valve 3
The vibrators 59a and 59b may be provided at the positions corresponding to 4, respectively. In this case, the effective intake pipe length can be changed to three types by combining the opening and closing of the two on-off valves 42, and the effective intake pipe length can be adjusted more finely according to the engine speed and the like. . Even with this configuration, the same effect as that of the above-described embodiment can be obtained.

[0049]

In the invention according to any one of claims 1 to 4 , when the on-off valve is closed to shut off the intake passages from each other, the vibrator provided in each intake passage improves the intake efficiency of the internal combustion engine. Each is controlled independently. Further, when the on-off valve is open, the respective vibrators are controlled so that the compression waves from the respective vibrators are synchronized with each other at the interference portion of the intake passage. As a result, the compression waves are combined to increase the amplitude of the combination wave, and the intake efficiency of the internal combustion engine is improved. Therefore, regardless of the open / close state of the on-off valve, the efficiency of sucking air into the combustion chamber can be increased, and the intake efficiency can be further improved.

According to the second aspect of the present invention, each compression wave can be easily synchronized in the interference section near the communication path simply by driving each vibrator in synchronization. Therefore, the compression waves can be combined in the intake passage to easily increase the amplitude, and the control load on the respective vibrators in the control means can be greatly reduced.

According to the invention described in claim 3, since the compression waves generated by the respective exciters travel so as to face each other,
The amplitude increase synthesis of each compressed wave is performed more reliably, and the control load of each vibrator on the control means can be further reduced.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing the configuration of an engine according to this embodiment.

FIG. 2 is a schematic diagram showing an intake structure of the engine.

FIG. 3 is a sectional view showing the configuration of a surge tank.

4A is a cross-sectional view of the surge tank of FIG. 3 viewed from the direction of arrow AA, and FIG. 4B is a side view of the surge tank.

FIG. 5 is a pressure waveform showing a compression wave synthesizing mode by each vibrator.

FIG. 6 is a schematic diagram showing a conventional variable intake system.

FIG. 7 is a schematic diagram showing a conventional intake control device.

[Explanation of symbols]

16 ... Combustion chamber, 42 ... On-off valve, 55 ... Communication passage, 59a,
59b ... Exciter, I ... Intake passage.

Claims (4)

(57) [Claims] 1. A plurality of intake passages respectively connected to the combustion chambers and a communication passage for connecting the intake passages to each other in order to suck air into the combustion chambers provided in the internal combustion engine. An on-off valve that is provided to connect or cut off the intake passages, an exciter that is provided in each of the intake passages and that generates a compression wave in the intake passage, an opening and closing of the on-off valve, and the exciter. And a control means for controlling the drive of the compressor according to the engine operating state, wherein the control means increases the amplitude of each compression wave in the intake interference part of each intake passage when controlling the opening / closing valve. Intake control device for an internal combustion engine, which controls the drive of each of the above-described vibrators. 2. The intake control device for an internal combustion engine according to claim 1, wherein the respective exciters are arranged such that distances between the exciters and the opening / closing valve are substantially equal to each other. 3. The intake control device for an internal combustion engine according to claim 1, wherein the vibrators are arranged so as to face each other with the on-off valve interposed therebetween. 4. The control means controls the on-off valve to close.
The drive of each of the vibrators is controlled independently when
4. The intake control device for an internal combustion engine according to any one of 3 to 3.