JPS58192938A - Control device of auxiliary throttle valve for two-inlet engine - Google Patents
Control device of auxiliary throttle valve for two-inlet engineInfo
- Publication number
- JPS58192938A JPS58192938A JP57074490A JP7449082A JPS58192938A JP S58192938 A JPS58192938 A JP S58192938A JP 57074490 A JP57074490 A JP 57074490A JP 7449082 A JP7449082 A JP 7449082A JP S58192938 A JPS58192938 A JP S58192938A
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- engine
- fuel
- air
- main
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、２吸気機関における副吸気通路中の絞り弁の
制御装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a throttle valve in a sub-intake passage in a two-intake engine.
主、副の吸気弁及び吸気通路を備え、主側のポートのみ
に燃料を噴射し、一方副吸気通路中には副絞り弁を設け
た２吸気機関拡すでに知られている。It is already known that a two-intake engine is equipped with a main and auxiliary intake valve and an intake passage, fuel is injected only into the main side port, and a auxiliary throttle valve is provided in the auxiliary intake passage.
このような構成の２吸気機関においては、エンノンへの
供給燃料量を一定（空燃比を一定）としても１つの吸気
弁しか備えていないもの又は２吸気弁方式であってもそ
の２つの吸気通路の中間に燃料管噴射するもＯＫ比べる
と、燃料を噴射する主４−１においては空燃比は大巾に
’Ｊッチとなっている。In a two-intake engine with such a configuration, even if the amount of fuel supplied to the ennon is constant (the air-fuel ratio is constant), there is only one intake valve, or even if it is a two-intake valve system, the two intake passages In comparison, the air-fuel ratio in main 4-1, where fuel is injected, is largely 'J'.
また従来の２吸気機関における副絞り弁の開閉制御はエ
ンノン回転数、又はスロ、／トル開度又は吸気管負圧に
より制御されている。シ九がって、このような２吸気機
関においては冷間始動後の暖機過程では燃料がポート壁
面に付着していることが多いので、加速初期に空燃比は
リーンとなり、逆に減速直後にはポート壁面等に付着し
ていた燃料が燃焼室内に吸い込まれるため空燃比がリッ
チとなり、共に運転性能を悪化させるという問題がある
。またこの加速初期の空燃比のリーンとなるのを避けよ
うとして燃料供給を増せば排ガス中ＫＨＣ、Ｃｏが増大
し、かつ燃費も悪化するという問題がある。Further, the opening/closing control of the sub-throttle valve in a conventional two-intake engine is controlled by the engine speed, the throttle/torre opening degree, or the intake pipe negative pressure. By comparison, in such a two-intake engine, fuel often adheres to the port wall surface during the warm-up process after a cold start, so the air-fuel ratio becomes lean at the beginning of acceleration, and conversely, immediately after deceleration. However, there is a problem in that the fuel adhering to the port wall surface etc. is sucked into the combustion chamber, resulting in a rich air-fuel ratio, which both deteriorates the operating performance. Furthermore, if the fuel supply is increased in an attempt to avoid the lean air-fuel ratio at the beginning of acceleration, there is a problem in that KHC and Co in the exhaust gas increase and fuel efficiency deteriorates.
本発明は上記のような２吸気機関の問題点を解決するた
めＫなされたものであって、冷間時に主＠ポー）Ｋ供給
した燃料がスムーズにシリンダに入るようにするととも
に、冷間時の加速初期の空燃比のリーン及び減速直後の
空燃比のリッチをそれぞれ防止してエンジン運転性能を
改善し、あわせて冷間時の加速初期に燃料供給量を増加
する必要をなくして排ガス中のＨＣ、Ｃｏの減少と燃費
の改善を図ることを目的とするものである。そして本発
明はその目的を達成するため、冷間時には、エンシン冷
却水温の検出によりて副絞り弁を閉じるよう制御し、燃
料を噴射する主ポートに全量の空気を供給するようにし
たこと１＊徴とするものである。The present invention was developed to solve the above-mentioned problems of two-intake engines, and it allows the fuel supplied to the main engine to enter the cylinder smoothly during cold periods, and This improves engine operating performance by preventing the air-fuel ratio from becoming lean at the beginning of acceleration and from becoming rich immediately after deceleration, and also eliminates the need to increase the amount of fuel supplied at the beginning of acceleration when cold. The purpose is to reduce HC and Co and improve fuel efficiency. In order to achieve this objective, the present invention controls to close the sub-throttle valve by detecting the engine cooling water temperature when the engine is cold, thereby supplying the entire amount of air to the main port for injecting fuel1* It is a sign.
本発明の実施例について図面を参照して以下説明する。Embodiments of the present invention will be described below with reference to the drawings.
第１図、第２図において、１は主吸気弁、２は副吸気弁
、３は排気弁であって、それぞれ主吸気通路４、副吸気
通路５及び排気通路６のエンシン燃焼室への各連通個所
に取りつけられる。７は点火栓、８はインゾェクタでお
り、燃料はインゾェクタ８により主吸気通路１の／−）
のみに噴射されるように＆りている。９はシリンダヘッ
ド、１０は吸入空気量を計測するエア７０メータ、１１
は吸気干渉を防ぐサージタンク、１２はスロットルパル
！、１３は７アストアイドルをまかなうためのエアパル
プ、１４は副絞）弁、１５はエアクリーナである。In FIGS. 1 and 2, 1 is a main intake valve, 2 is a sub-intake valve, and 3 is an exhaust valve. Can be attached to communication points. 7 is a spark plug, 8 is an injector, and the fuel is supplied to the main intake passage 1 by the injector 8 (/-)
It is designed to be sprayed only. 9 is a cylinder head, 10 is an air 70 meter that measures the amount of intake air, 11
is a surge tank that prevents intake interference, and 12 is a throttle pal! , 13 is an air pulp for supplying the 7-st idle, 14 is a sub-throttle) valve, and 15 is an air cleaner.
副吸気通路５中に設は九副絞り弁１４の開閉機構は＠３
図に示されておシ、副絞り弁１４はその弁軸に固定され
たレバー１６、口、ド１７を介してダイヤプラム本体１
８中のダイヤプラム１９に連結されている。ダイヤフラ
ム１９はスゲリング２１により図中下方に付勢されてお
塾、ダイヤフラム室２０は負圧切換弁２２に連通してい
る。負圧切換弁（ｖｓｖ）２２には３個の通路２３ 、
２４ 。The opening/closing mechanism of the 9 auxiliary throttle valve 14 installed in the auxiliary intake passage 5 is @3.
As shown in the figure, the sub-throttle valve 14 is connected to the diaphragm body 1 through a lever 16, a port, and a door 17 fixed to the valve shaft.
It is connected to the diaphragm 19 in 8. The diaphragm 19 is urged downward in the drawing by a sliding ring 21, and the diaphragm chamber 20 communicates with a negative pressure switching valve 22. The negative pressure switching valve (VSV) 22 has three passages 23,
24.
２５があり、そのうち通路２３がダイヤフラム室２０に
連通し、通路２４はインテークマンホルドすなわち負圧
源に連通し、通路２５は大気に連通している。そしてこ
の負圧切換弁２２はコンピュータ２６から（ＤＯＮ、Ｏ
ＦＦ指令によってＯＮ、ＯＦＦ Ｌ、これがＯＮのとき
Ｋは通路２３と通路２４とが連通し、ＯＦＦのときには
通路２３が通路２５と連通するようになっている。コン
ピュータ（ＥＣＵ）２６にはエンノン冷却水温、エンノ
ン回転数、スロットル開度の各検出信号が入力され、そ
れに基づいて負圧切換弁２２の切換制御を行うものであ
る。25, of which passage 23 communicates with diaphragm chamber 20, passage 24 communicates with an intake manfold or source of negative pressure, and passage 25 communicates with the atmosphere. The negative pressure switching valve 22 is controlled by the computer 26 (DON, O
When the FF command turns ON and OFF L, the passage 23 and K communicate with the passage 24 when it is ON, and the passage 23 communicates with the passage 25 when it is OFF. A computer (ECU) 26 receives detection signals of the engine cooling water temperature, engine speed, and throttle opening, and controls switching of the negative pressure switching valve 22 based on the detected signals.
上記の構成よりなる実施例の作動について説明する。The operation of the embodiment having the above configuration will be explained.
通常のエンノン運転時においてはエアクリーナ１５を経
た空気はエアフロメーターＯでその量が計測されサージ
タンク１１を経て主、副の２通路に分かれて燃焼室に供
給され、その間に主吸気通路４のポート部にインゾェク
タ８から燃料が噴射＼、
される、この間にエンジン運転条件、すなわちエンシン
冷却水温、エンジン回転数、スロットル開度の検出デー
タがコンビ、−夕２６に入力される。During normal engine operation, the amount of air that has passed through the air cleaner 15 is measured by the air flow meter O, and is supplied to the combustion chamber through the surge tank 11 and into two passages, the main and auxiliary passages. During this period, fuel is injected from the injector 8 into the injector 8. During this period, detected data of engine operating conditions, ie, engine cooling water temperature, engine speed, and throttle opening, are input to the combination controller 26.
この際、第４図に示すように、エンシン冷却水温が設定
温度１℃以上、エンジン回転数が設定回転数Ｎｒ、ｐ、
ｍ以上、スロットル開度が設定開度６０以上の３条件が
全て揃っていれば、コンピュータ２６の指令により負圧
切換弁２２はＯＮとなり、その通路２３と通路２４とが
連通ずるので負圧がダイヤフラム１２０内に導入されダ
イヤフラム１９はスプリング２１に抗して上昇し、口、
ド１７を引き上げるので副絞り弁１４は全開となり副吸
気通路５からも空気を燃焼室内へ供給する。At this time, as shown in FIG.
If all three conditions are met, i.e., the throttle opening is 60 or more, the computer 26 commands the negative pressure switching valve 22 to turn ON, and the passage 23 and the passage 24 communicate with each other, so that the negative pressure is reduced. The diaphragm 19 is introduced into the diaphragm 120 and rises against the spring 21.
Since the door 17 is pulled up, the sub-throttle valve 14 is fully opened and air is also supplied from the sub-intake passage 5 into the combustion chamber.
これに対し、エンシン冷開始動時のような暖機過ｓにお
いてエンシン冷却水温が設定温度Ｘ℃以下であり九なら
ば、８４図に示すよ、うに負圧切換弁２２はＯＦＦとな
り、その通路２３は通路２５に連通するよう切換えられ
るので、ダイヤスラム室２０内には大気が導入されダイ
ヤフラム１９はスプリング２１によって下方に押されロ
ッド１７を下降させるので、副絞り弁１４は全閉となり
、副吸気通路５が閉塵され、エアフロメータを通過した
供給空気の全量が主吸気通路４を通って主ポート部に送
られることとなる。なお、エンノン回転数、又はスロッ
トル開度が設定値以下であった場合も前記と同様に負圧
切換弁２２をＯＦＦとすることはｓＩ４図に示されてい
るとおりである。このようにしてエンジン冷却水温が設
定温度以下になると副絞り弁１４を閉じることで、冷間
時（暖機過程）の加速初期の空燃比のリーン及び減速直
後の空燃比リッチを防止することができる。またこれに
伴ない加速初期に燃料の増量も不必要となるのでＨＣが
低減される。このような本発明によるＨＣの低減効果、
及び過渡特性の効果については第５図、及び第６図に示
されている。On the other hand, if the engine cooling water temperature is below the set temperature X°C during the warm-up period such as when starting engine cooling, the negative pressure switching valve 22 is turned OFF as shown in Fig. 84, and the passage 23 is switched to communicate with the passage 25, the atmosphere is introduced into the diaphragm chamber 20, the diaphragm 19 is pushed downward by the spring 21, and the rod 17 is lowered, so the sub-throttle valve 14 is fully closed and the sub-throttle valve 14 is fully closed. The intake passage 5 is closed, and the entire amount of supply air that has passed through the air flow meter is sent to the main port portion through the main intake passage 4. Note that, as shown in Figure sI4, the negative pressure switching valve 22 is also turned OFF when the engine speed or the throttle opening is below the set value, as described above. In this way, by closing the sub-throttle valve 14 when the engine cooling water temperature falls below the set temperature, it is possible to prevent the air-fuel ratio from becoming lean at the beginning of acceleration during cold periods (warming up process) and from becoming rich immediately after deceleration. can. Additionally, since there is no need to increase the amount of fuel at the beginning of acceleration, HC is reduced. Such HC reduction effect according to the present invention,
The effects of transient characteristics and transient characteristics are shown in FIGS. 5 and 6.
第５図は特にエンジンの冷間時におけるＨＣの低減効果
を従来例と比較して示すものであって、同図によれば、
実線で示す本発明が破線で示す従来例に比べ、低温時に
ＨＣ量の少ない点で優れていることがわかる。FIG. 5 shows the effect of reducing HC especially when the engine is cold in comparison with a conventional example. According to the figure,
It can be seen that the present invention shown by the solid line is superior to the conventional example shown by the broken line in that the amount of HC is small at low temperatures.
また第６図は特にエンシン冷間時における過渡特性の改
良効果を示すものであって、同図によれば、実線で示す
本発明が破線で示す従来例に比べ、加速時における空燃
比の過度のり一ノと減速時における空燃比の過度のり、
チとを防止する効果のあることがわかる。FIG. 6 particularly shows the effect of improving the transient characteristics when the engine is cold. According to the figure, the present invention shown by the solid line is more effective than the conventional example shown by the broken line when the air-fuel ratio is excessive during acceleration. Excessive air-fuel ratio during deceleration,
It can be seen that it is effective in preventing chi.
以上説明したように本発明は、２吸気通路を備えその主
側の／−トのみに燃料を噴射する機関において、エンノ
／の冷間時には副絞り弁を閉じるよう制御することによ
り、主側ポートに供給した燃料がスムーズにシリンダに
入り、空燃比の加速初期におけるリーン、及び減速直後
におけるリッチをともに防止して運転性能を改善するこ
とができ、また前配り一ンを回避するために燃料供給を
増す必要もないので、排ガス中のＨＣ、Ｃｏ量も減少さ
せることができるという優れた効果を奏するものである
。As explained above, the present invention provides an engine that has two intake passages and injects fuel only into the main side port, by controlling the sub throttle valve to close when the engine is cold. The fuel supplied to the cylinder enters the cylinder smoothly, improving driving performance by preventing the air-fuel ratio from becoming lean at the beginning of acceleration and rich immediately after deceleration. Since there is no need to increase the amount of HC and Co in the exhaust gas, this has the excellent effect of reducing the amount of HC and Co in the exhaust gas.
第１図は本発明の実施例の全体構成を図解的に示す縦断
面図、第２図は同上実施例の燃焼室附近を示す図解的な
平面図、第３図は同上実施例における副絞り弁制御装置
のシステム構成図で、副絞り弁部のみを拡大して示し、
第４図は同上実施例における負圧切換弁の作動状態を示
すフローチャート、８１！５図はＨＣの低減効果につい
ての本発明と従来例との比較を示すグラフ、第６図は過
渡特性の改良効果についての不発°明と従来例との比較
を示すグラフで、（１）は加速時を、（ｂ）は減速時を
、そ毫４図
も５図
第６面
（０） （ｂ）（加速時）
（加速時）手続補正書（方式）
％式％
１、事件の表示
昭和５７年 特許願 第７４４９０号２、発明の名称
ＩＩＩ気機一機関絞）弁制御装置
３、補正をする者
事件との関係 特許出願人
名 称 （３２Ｇ））冒夕自動車工業株式会社４、代理
人
（外 ３名）
＆ 補正の対象
図 面（第６図）
７、補正の内容
第６図を別紙のとおプ補正する。
＆ 添付書１ｌＩＯ目鍮
補正図面（第６図） １通
第６図
（０）
（ｂ）
時間Fig. 1 is a vertical cross-sectional view schematically showing the overall configuration of an embodiment of the present invention, Fig. 2 is a schematic plan view showing the vicinity of the combustion chamber of the above embodiment, and Fig. 3 is a sub-diaphragm in the above embodiment. This is a system configuration diagram of the valve control device, showing only the sub-throttle valve part enlarged.
Fig. 4 is a flowchart showing the operating state of the negative pressure switching valve in the same embodiment as above, Figs. This is a graph showing a comparison between the uninvented invention and the conventional example in terms of effectiveness. during acceleration)
(At the time of acceleration) Procedural amendment (method) % formula % 1. Indication of the case 1982 Patent application No. 74490 2. Name of the invention Related Patent Applicant Name (32G)) Hanyu Jidosha Kogyo Co., Ltd. 4. Agent (3 others) & Drawing to be amended (Figure 6) 7. Contents of amendment Figure 6 will be amended as attached. . & Attachment 1lIO diagram correction drawing (Fig. 6) 1 copy Fig. 6 (0) (b) Time
Claims (1)
のみに燃料を噴射するとともに副側の吸気通路には副絞
り弁を設けた２吸気機関において、エンノン冷却水温の
検出器と、この水温検出器の信号により副絞り弁を開閉
制御する制御機構とを設け、エンシン冷却水温が設定値
以下の場合に副絞り弁を閉じるよう構成し九ことを特徴
とする２吸気機関の副絞り弁制御装置。In a dual-intake engine equipped with two main and auxiliary intake valves and an intake passage, fuel is injected only into the main intake passage, and a auxiliary throttle valve is provided in the auxiliary intake passage. and a control mechanism for controlling the opening and closing of the sub-throttle valve based on the signal from the water temperature detector, the sub-throttle valve being configured to close when the engine cooling water temperature is below a set value. Sub-throttle valve control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57074490A JPS58192938A (en) | 1982-05-06 | 1982-05-06 | Control device of auxiliary throttle valve for two-inlet engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57074490A JPS58192938A (en) | 1982-05-06 | 1982-05-06 | Control device of auxiliary throttle valve for two-inlet engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58192938A true JPS58192938A (en) | 1983-11-10 |
| JPS6224612B2 JPS6224612B2 (en) | 1987-05-29 |
Family
ID=13548783
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57074490A Granted JPS58192938A (en) | 1982-05-06 | 1982-05-06 | Control device of auxiliary throttle valve for two-inlet engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58192938A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61151037U (en) * | 1985-03-11 | 1986-09-18 |
-
1982
- 1982-05-06 JP JP57074490A patent/JPS58192938A/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61151037U (en) * | 1985-03-11 | 1986-09-18 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6224612B2 (en) | 1987-05-29 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5676101A (en) | Controllers for a combustion engine able to lower the intake air pressure to a vacuum during an engine cranking operation | |
| JPS58192938A (en) | Control device of auxiliary throttle valve for two-inlet engine | |
| JPH05272437A (en) | Fuel injector for engine | |
| JPS63143349A (en) | Suction device for engine | |
| JP3743232B2 (en) | White smoke emission suppression device for internal combustion engine | |
| JPH1182181A (en) | Exhaust control device for internal combustion engine | |
| JP2639000B2 (en) | Oxygen-enriched air control device for oxygen-enriched engine | |
| JPH0791324A (en) | Intake air device for engine | |
| JPH04259653A (en) | Rust preventive device for egr valve | |
| JPS627943A (en) | Exhaust reflux device of diesel engine | |
| JPH07158539A (en) | Fuel injection device | |
| KR100300710B1 (en) | Method for controlling exhaust gas recycling system for free accelerator smoke test mode | |
| JP2606285Y2 (en) | Swirl control device for diesel engine | |
| JPH05306658A (en) | Fuel transpiration preventing device | |
| JPH0738685Y2 (en) | Combustion improvement device for alcohol engine | |
| JPH0141890Y2 (en) | ||
| JPH0212286Y2 (en) | ||
| JPS6318765Y2 (en) | ||
| JPS6116226A (en) | Suction device for internal-combustion engine | |
| JPH08121262A (en) | Exhaust gas recirculation control valve | |
| JPH062551A (en) | Intake device for engine | |
| JPS5970844A (en) | Fuel injector of engine | |
| JPS58131314A (en) | Swirl controlling device of internal-combustion engine | |
| JPH0630465U (en) | Exhaust gas recirculation controller for direct injection alcohol engine | |
| JPH08100664A (en) | Starting time control device for internal combustion engine |