JPS6160969B2 - - Google Patents
Info
- Publication number
- JPS6160969B2 JPS6160969B2 JP3411480A JP3411480A JPS6160969B2 JP S6160969 B2 JPS6160969 B2 JP S6160969B2 JP 3411480 A JP3411480 A JP 3411480A JP 3411480 A JP3411480 A JP 3411480A JP S6160969 B2 JPS6160969 B2 JP S6160969B2
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- water temperature
- engine
- stroke shaft
- detection switch
- 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.)
- Expired
Links
- 238000001514 detection method Methods 0.000 claims description 15
- 239000000498 cooling water Substances 0.000 claims description 8
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 7
- 238000000034 method Methods 0.000 description 16
- 239000000446 fuel Substances 0.000 description 9
- 238000002485 combustion reaction Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000000994 depressogenic effect Effects 0.000 description 3
- 239000007858 starting material Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
- F02D2011/103—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being alternatively mechanically linked to the pedal or moved by an electric actuator
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)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
本発明は、内燃機関の吸入空気量制御装置に関
する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an intake air amount control device for an internal combustion engine.
従来提案されている内燃機関の吸入空気量制御
装置においては絞り弁が人為的に開かれたことを
検出する方法として、特開昭54−98424号公報に
みられるようにマイクロスイツチを吸気通路を形
成する本体にねじ止めし、絞り弁が開かれること
によつてマイクロスイツチをオン・オフして、絞
り弁が人為的に開かれたことを検出している。 In conventionally proposed intake air amount control devices for internal combustion engines, a micro switch is installed in the intake passage as a method for detecting that the throttle valve has been artificially opened, as shown in Japanese Patent Application Laid-Open No. 54-98424. It is screwed onto the body to be formed, and when the throttle valve is opened, a microswitch is turned on and off, thereby detecting that the throttle valve has been opened artificially.
そして、このマイクロスイツチの特性は絞り弁
が若干開かれた時に信号が切り換わるようになつ
ている。 The characteristics of this microswitch are such that the signal changes when the throttle valve is slightly opened.
ところが、絞り弁の開度を自動的に制御してエ
ンジンの回転数を制御する吸入空気量制御装置に
おいては、エンジンを暖機運転する際には絞り弁
を大きく開いている（いわゆるフアストアイドル
開度）。 However, in intake air amount control devices that automatically control the opening degree of the throttle valve to control the engine speed, the throttle valve is left wide open (so-called fast idle opening) when the engine is warmed up. Every time).
したがつて、この時はすでにマイクロスイツチ
の信号が切り換つているため、絞り弁を人為的に
開いても信号は変化せず絞り弁を人為的に操作し
たという信号が発生しないので暖機運転中に走行
したという判断ができないという問題があつた。 Therefore, at this time, the signal of the microswitch has already changed, so even if the throttle valve is opened artificially, the signal does not change, and no signal indicating that the throttle valve was artificially operated is generated, so warm-up operation is possible. There was a problem in that it was not possible to determine whether the vehicle was running inside the vehicle.
本発明の目的は暖機走行判断を行うことができ
る吸入空気量制御装置を提供することにある。 SUMMARY OF THE INVENTION An object of the present invention is to provide an intake air amount control device that can make a warm-up running judgment.
本発明の特徴は、
(a) エンジンに送られる吸気量を制御する絞り
弁；
(b) 前記絞り弁を常閉方向に付勢するリターンば
ね；
(c) 前記絞り弁の開度を制御するため前記絞り弁
をストロークシヤフトによつて駆動すると共
に、前記ストロークシヤフト位置を制御する電
動機；
(d) 前記ストロークシヤフトと前記絞り弁が連動
している時とこの連動が解除された時を直接検
知する絞り弁開度検出スイツチ；
(e) 前記エンジンの冷却水温を検知する水温セン
サ；
(f) 前記ストロークシヤフトと前記絞り弁の連動
が解除された時の前記絞り弁開度検出スイツチ
の信号と冷却水温が所定温度以下の時の前記水
温センサの信号が両立した時に暖機運転中でか
つ走行状態と判別する暖機走行判別手段
とよりなる内燃機関の吸入空気量制御装置にあ
る。 Features of the present invention include: (a) a throttle valve that controls the amount of intake air sent to the engine; (b) a return spring that biases the throttle valve in the normally closed direction; (c) a control valve that controls the opening degree of the throttle valve. an electric motor that drives the throttle valve by a stroke shaft and controls the position of the stroke shaft; (d) directly detects when the stroke shaft and the throttle valve are interlocked and when the interlock is released; (e) A water temperature sensor that detects a cooling water temperature of the engine; (f) A signal of the throttle valve opening detection switch when the stroke shaft and the throttle valve are disengaged; The intake air amount control device for an internal combustion engine includes a warm-up running determining means that determines that a warm-up operation is in progress and a running state when the signals from the water temperature sensor are compatible when the coolant temperature is below a predetermined temperature.
以下、本発明に係る一実施例を図面に基づいて
説明する。 EMBODIMENT OF THE INVENTION Hereinafter, one Example based on this invention is described based on drawing.
第１図には、本発明に係る一実施例を用いた内
燃機関の説明図が示されている。第１図におい
て、符号１はエンジンであり、その吸入部に気化
器２が設けられ、この気化器２にはスロー系の空
燃比を変化させるスローソレノイド３とメイン系
の空燃比を変化させるメインソレノイド４が設け
られており、暖機後の空燃比を変化させられるよ
うにしてある。又、５は燃料増量のためのフユエ
ルソレノイドであり、６はスロツトルアクチユエ
ータ７を基準位置まで戻すリミツトスイツチであ
る。そして、エンジン暖機時には、フアーストア
イドル回転数になるまで絞り弁を開くスロツトル
アクチユエータ７と燃料増量のためのフユエルソ
レノイド５が作動する。 FIG. 1 shows an explanatory diagram of an internal combustion engine using one embodiment of the present invention. In FIG. 1, reference numeral 1 is an engine, and a carburetor 2 is provided at the intake part of the engine.The carburetor 2 includes a slow solenoid 3 that changes the air-fuel ratio of the slow system, and a main engine that changes the air-fuel ratio of the main system. A solenoid 4 is provided to change the air-fuel ratio after warming up. Further, 5 is a fuel solenoid for increasing the amount of fuel, and 6 is a limit switch for returning the throttle actuator 7 to its reference position. When the engine is warmed up, the throttle actuator 7, which opens the throttle valve until the first idle speed is reached, and the fuel solenoid 5, which increases the amount of fuel, are activated.
而して、８はエンジンの負荷状態を知るために
用いる負圧センサであり、９は冷却水温度を検知
する水温センサであり、１０はクランク軸の状態
を検出するクランク用センサであり、加えて、１
１は排気ガス中のO2を測定してエンジンの制御
をするO2センサである。又、１２はこのエンジ
ンを制御するコントロールユニツトであり、リミ
ツトスイツチ６、スロツトルアクチユエータ７、
負圧センサ８、水温センサ９、クランク角センサ
１０、O2センサ１１及びその他センサからの信
号を入力し、これらの信号に基づいて所定の信号
処理を行なつた後に、スローソレノイド３、メイ
ンソレノイド４、フユエルソレノイド５、その他
必要な要素を制御するための信号を形成して出力
できるようになつている。 8 is a negative pressure sensor used to know the load condition of the engine, 9 is a water temperature sensor that detects the cooling water temperature, 10 is a crank sensor that detects the condition of the crankshaft; te, 1
1 is an O 2 sensor that measures O 2 in exhaust gas and controls the engine. Further, 12 is a control unit that controls this engine, which includes a limit switch 6, a throttle actuator 7,
After inputting signals from the negative pressure sensor 8, water temperature sensor 9, crank angle sensor 10, O2 sensor 11, and other sensors and performing predetermined signal processing based on these signals, the slow solenoid 3 and main solenoid 4. It is possible to form and output signals for controlling the fuel solenoid 5 and other necessary elements.
第２図には、第１図に示したスロツトルアクチ
ユエータの構成図が示されている。この図におい
て、２は気化器本体気筒の断面図であり、１３は
絞り弁、１４は絞り弁開閉レバー、１５は絞り弁
軸、１６は絞り弁戻しレバー、１７は絞り弁１３
を戻すために一定方向に付勢するリターンばねで
ある。１９はストロークシヤフトであつて、その
一方端が絞り弁開閉レバー１４に当接して該レバ
ー１４から軸方向に付勢され、又その他方端が減
速歯車１９に螺合すると共に、アクセルペダルが
運転者によつて踏れている否かを検出する絞り弁
開度検出スイツチ２０にも連接されている。 FIG. 2 shows a block diagram of the throttle actuator shown in FIG. 1. In this figure, 2 is a sectional view of the main cylinder of the carburetor, 13 is a throttle valve, 14 is a throttle valve opening/closing lever, 15 is a throttle valve shaft, 16 is a throttle valve return lever, and 17 is a throttle valve 13
It is a return spring that biases in a certain direction to return the 19 is a stroke shaft, one end of which comes into contact with the throttle valve opening/closing lever 14 and is biased in the axial direction by the lever 14, and the other end is screwed into the reduction gear 19, and when the accelerator pedal is operated. It is also connected to a throttle valve opening detection switch 20 that detects whether or not the throttle valve is depressed by a person.
２１は駆動用の直流電動機であり、コントロー
ルユニツト１２の指令により動作するようになつ
ており、又絞り弁開度検出スイツチ２０の接点の
信号はコントロールユニツト１２に入力されるよ
うになつている。そして、スロツトルアクチユエ
ータ７は、前記ストロークシヤフト１８、減速歯
車１９、絞り弁開度検出スイツチ２０及び直流電
動機２１から構成されている。 Reference numeral 21 denotes a DC motor for driving, which operates according to commands from the control unit 12, and signals from the contacts of the throttle valve opening detection switch 20 are input to the control unit 12. The throttle actuator 7 is composed of the stroke shaft 18, a reduction gear 19, a throttle valve opening detection switch 20, and a DC motor 21.
ここに、絞り弁開度検出スイツチ２０の動作を
説明する。アクセルペダルが運転者によつて踏れ
た場合には、絞り弁開閉レバー１４はストローク
シヤフト１８から離れて絞り弁１３との連動が解
除される。すると、ストロークシヤフト１８は、
絞り弁開度検出スイツチ２０に設けられたばね２
２によつて押し出され、その結果、該スイツチ２
０がオフとなる。図中破線で示されているのはス
イツチ２０がオフの状態を表わしている。 Here, the operation of the throttle valve opening detection switch 20 will be explained. When the accelerator pedal is depressed by the driver, the throttle valve opening/closing lever 14 moves away from the stroke shaft 18 and is no longer interlocked with the throttle valve 13. Then, the stroke shaft 18 becomes
Spring 2 provided in throttle valve opening detection switch 20
2, so that the switch 2
0 is off. The broken line in the figure represents the state in which the switch 20 is off.
一方、アクセルペダルが踏れていない場合に
は、絞り弁開閉レバー１６がリターンばね１７に
よつて戻されるため、ストロークシヤフト１８を
押し込み絞り弁１３とストロークシヤフト１８が
連動することになるので図中実線で示すように該
スイツチ２０はオン状態になる。以上のように絞
り弁開度検出スイツチ２０は、ストロークシヤフ
ト１８がどのような位置にあつてもアクセルペダ
ルが踏れる等によつてオン・オフするので、暖機
走行の判定が確実に行なえることになる。 On the other hand, when the accelerator pedal is not depressed, the throttle valve opening/closing lever 16 is returned by the return spring 17, and the stroke shaft 18 is pushed in, causing the throttle valve 13 and the stroke shaft 18 to interlock. The switch 20 is turned on as shown by the solid line. As described above, the throttle valve opening detection switch 20 is turned on and off by stepping on the accelerator pedal, etc., regardless of the position of the stroke shaft 18, so that warm-up driving can be determined reliably. It turns out.
第３図には、この絞り弁開度検出スイツチを用
いて各制御を行う場合のフローチヤートが示され
ている。すなわち、第３図は種々の条件からエン
ジンを最適状態に制御するためのものである。こ
の図において、ステツプ23は水温センサ９からの
信号により冷却水温が例えば60℃を超えているか
否かを判定するものであり、冷却水温が低い場合
はステツプ24に移る。ステツプ24ではスタータス
イツチがオンか又はオフであるかを判定し、もし
オンであればステツプ25に移りクランキング時の
制御をする。ステツプ24において、もしスタータ
スイツチがオフであつたとするとステツプ26に行
き絞り弁開度検出スイツチ２０がオンかオフかを
判定してオンであればステツプ27に移行して始動
暖機時の制御をする。ステツプ26で絞り弁開度検
出スイツチ２０がオフであればステツプ28に移り
暖機走行時の制御ができるものである。 FIG. 3 shows a flowchart for performing various controls using this throttle valve opening detection switch. That is, FIG. 3 is for controlling the engine to the optimum state based on various conditions. In this figure, step 23 is for determining whether the cooling water temperature exceeds 60° C., for example, based on a signal from the water temperature sensor 9. If the cooling water temperature is low, the process moves to step 24. In step 24, it is determined whether the starter switch is on or off, and if it is on, the process moves to step 25 to control cranking. If the starter switch is off in step 24, the process goes to step 26, where it is determined whether the throttle valve opening detection switch 20 is on or off, and if it is on, the process goes to step 27, where control during startup warm-up is performed. do. If the throttle valve opening detection switch 20 is off in step 26, the process moves to step 28, where control during warm-up driving can be performed.
而して、ステツプ23において冷却水温が60℃よ
り高い場合はステツプ29に移行して絞り弁開度検
出スイツチ２０がオンかオフかを判定してオンで
あればステツプ30に移る。 If the cooling water temperature is higher than 60° C. in step 23, the process proceeds to step 29, where it is determined whether the throttle valve opening detection switch 20 is on or off. If it is on, the process proceeds to step 30.
この場合、すでに冷却水温は60℃より高くなつ
ているので通常一般のアイドルスイツチと同等の
働きを行う。ステツプ30において、エンジン回転
数が設定値より大きいか否かを判断し、小さけれ
ばステツプ31に移行してエンジン暖機完了後に行
なわれるその他の制御がなされることになる。ス
テツプ30でエンジン回転数が設定値より大きいと
ステツプ32に移行して減速補正制御がなされてか
らステツプ31に行くことになる。 In this case, since the cooling water temperature is already higher than 60°C, it functions in the same way as a normal idle switch. In step 30, it is determined whether the engine speed is greater than the set value, and if it is smaller, the process moves to step 31, where other controls are performed after the engine has been warmed up. If the engine speed is higher than the set value in step 30, the process moves to step 32, where deceleration correction control is performed, and then the process moves to step 31.
ステツプ29において、該スイツチ２０がオフと
判定されるとステツプ33に移り、EGR（排ガス
再循環）制御がされてステツプ34に行くことにな
る。ステツプ34では、回転数又は吸入負圧の微分
値の大小を判定し、もし大であればステツプ35に
移り加速補正制御を行なつてからステツプ31に移
行する。ステツプ34で、もし微分値が小であれば
ステツプ31に移行する。ここで、ステツプ31にお
けるその他の制御とは、O2センサの検出信号に
基づく空燃比フイールドバツク制御やアイドル回
転数制御等である。 If it is determined in step 29 that the switch 20 is off, the process moves to step 33, where EGR (exhaust gas recirculation) control is performed, and the process moves to step 34. In step 34, it is determined whether the rotational speed or the differential value of the suction negative pressure is large or small, and if it is large, the process moves to step 35, where acceleration correction control is performed, and then the process moves to step 31. At step 34, if the differential value is small, the process moves to step 31. Here, the other controls in step 31 include air-fuel ratio feedback control and idle rotation speed control based on the detection signal of the O 2 sensor.
以上の通り、本発明によればスロツトルアクチ
ユエータが絞り弁と連動しているか否かをスイツ
チで検出しているため、絞り弁が人為的に操作さ
れたかが確実に検知でき、暖機走行の判断ができ
るものである。 As described above, according to the present invention, since the switch detects whether or not the throttle actuator is interlocked with the throttle valve, it is possible to reliably detect whether or not the throttle valve has been operated artificially. It is possible to make judgments.
第１図は本発明を用いるエンジン装置を示した
説明図、第２図はスロツトルアクチユエータの構
成を示した説明用構成図、第３図はエンジン制御
を示したフローチヤートである。
２…気化器、７…スロツトルアクチユエータ、
１２…コントロールユニツト、１３…絞り弁、２
０…絞り弁開度検出スイツチ。
FIG. 1 is an explanatory diagram showing an engine device using the present invention, FIG. 2 is an explanatory block diagram showing the configuration of a throttle actuator, and FIG. 3 is a flowchart showing engine control. 2... Carburetor, 7... Throttle actuator,
12...control unit, 13...throttle valve, 2
0... Throttle valve opening detection switch.
Claims (1)
り弁１３； (b) 前記絞り弁を常閉方向に付勢するリターンば
ね１７； (c) 前記絞り弁の開度を制御するため前記絞り弁
をストロークシヤフト１８によつて駆動すると
共に、前記ストロークシヤフトの位置を制御す
る電動機２１； (d) 前記ストロークシヤフトと前記絞り弁が連動
している時とこの連動が解除された時を直接検
知する絞り弁開度検出スイツチ２０； (e) 前記エンジンの冷却水温を検知する水温セン
サ９； (f) 前記ストロークシヤフトと前記絞り弁の連動
が解除された時の前記絞り弁開度検出スイツチ
の信号と冷却水温が所定温度以下の時の前記水
温センサの信号が両立した時に暖機運転中でか
つ走行状態と判別する暖機走行判別手段１２ とよりなる内燃機関の吸入空気量制御装置。[Claims] 1 (a) A throttle valve 13 that controls the amount of intake air sent to the engine; (b) A return spring 17 that biases the throttle valve in the normally closed direction; (c) An opening degree of the throttle valve an electric motor 21 that drives the throttle valve by a stroke shaft 18 and controls the position of the stroke shaft; (d) when the stroke shaft and the throttle valve are interlocked and when this interlock is released; (e) A water temperature sensor 9 that detects the cooling water temperature of the engine; (f) A throttle valve opening detection switch 20 that directly detects when the stroke shaft and the throttle valve are disengaged; Warm-up driving determination means 12 determines that the warm-up operation is in progress and is in a running state when the signal from the valve opening detection switch and the signal from the water temperature sensor when the cooling water temperature is below a predetermined temperature are both compatible. Air volume control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3411480A JPS56132428A (en) | 1980-03-19 | 1980-03-19 | Controller of intake air amount to internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3411480A JPS56132428A (en) | 1980-03-19 | 1980-03-19 | Controller of intake air amount to internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS56132428A JPS56132428A (en) | 1981-10-16 |
| JPS6160969B2 true JPS6160969B2 (en) | 1986-12-23 |
Family
ID=12405231
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3411480A Granted JPS56132428A (en) | 1980-03-19 | 1980-03-19 | Controller of intake air amount to internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS56132428A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4597049A (en) * | 1982-12-28 | 1986-06-24 | Nissan Motor Company, Limited | Accelerator control system for automotive vehicle |
| EP0226999B1 (en) * | 1983-03-11 | 1989-10-18 | Nissan Motor Co., Ltd. | Throttle actuator for an internal combustion engine |
| JPS6060226A (en) * | 1983-09-12 | 1985-04-06 | Fujitsu Ten Ltd | Control apparatus for internal-combustion engine |
-
1980
- 1980-03-19 JP JP3411480A patent/JPS56132428A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS56132428A (en) | 1981-10-16 |
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