JPH01100331A - Idle rotation control device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an idle rotation control device that controls the idle rotation speed of an automobile to a set rotation speed according to the operating state of the engine, and relates to an electronically controllable actuator. .

[Conventional technology]

This type of idle rotation control device is disclosed in Japanese Patent Application No. 61-880.
As proposed in No. 09, when the solenoid is de-energized or the coil is disconnected, the valve is fully closed and the air supply is stopped.

[Problem that the invention seeks to solve]

In the prior art configured in this way, when the valve sticks or the coil breaks, the valve closes completely and stops the air supply, making it impossible to maintain the required idle speed and causing the engine to stop. .

SUMMARY OF THE INVENTION An object of the present invention is to provide an idle rotation control device that eliminates valve sticking and provides a required idle rotation speed even if the valve operating device stops functioning.

[Means for solving problems]

This objective is achieved by providing a valve actuation compensator which acts upon low current and coil disconnection of the electromagnetic car-mechanical force transducer means, such as a solenoid.

[Effect]

By reducing the pressure difference that acts on the diaphragm of the valve drive mechanism when the solenoid's current is low and the coil is disconnected, the spring force overcomes the diaphragm force and pushes the valve in the opening direction. Therefore, when the solenoid current is low and the coil is disconnected, the valve is slightly opened, the valve does not stick, and a certain amount of air can be supplied.

〔Example〕

An embodiment of the present invention will be described below with reference to FIGS. 1 to 4. FIG. 1 is a longitudinal sectional view of this embodiment, showing a state in which the solenoid 1 is de-energized and the coil 15 is disconnected. 2 is an inlet for ventilation, which is connected to the atmosphere, and 3 is an outlet, which is connected to the intake manifold of the engine. 4 is an intake cylinder which has a valve seat and controls the amount of air according to the position of the valve 6; inside, a shaft 7 integrated with the valve 6 is installed to move from side to side; the left end is fixed to a diaphragm 8; The right end slides through the guide hole 9, and the diaphragm 1
It is in contact with the rod 12 which is integrated with the rods 0 and 11. 1
3. 14 is a lid forming a chamber, 15 is a coil, 16 is a plunger, and 17 to 20 are return springs, which are six communication passages 21.
, 22, 23, the pressure PL where a pressure chamber is formed by the introduction holes 24, 25, and 26, P2. P3 is transmitted. The pressure P3 is determined by both a fixed orifice 27 and a variable orifice formed by an orifice 28 and a needle valve 29.

Here, the balance of pressure and force is as follows.

a) Pressure (expressed in absolute pressure) When the engine is stopped (when the solenoid is not energized and the coil is cross-sectional) PL: pz= p3= 760 nwnHg (atmospheric pressure) - (1) When the engine is running (when the solenoid is not energized and the coil is disconnected) 0 <Pl<Pz=Pa cape 760+nmHg...
・(2) When the engine is running (when the solenoid is energized) When the coil 15 of the solenoid 1 is energized, an electromagnetic force is generated that resists the spring 18, and the brand holder 16 is attracted to the right side, and the integrated need valve 29 closes to the orifice 28. By reducing the opening area of the variable orifice and the fixed orifice 27, the pressure P3 becomes as shown by the dotted line in FIG.

For operation explanation, the pressure at current 0 ampere, a ampere, and maximum ampere is pa1. pa”.

Let it be P3″′.

mouth) Balance of spring force S 51o (spring 19) > 317 (spring 17) + 520 (spring 20) ... (3)
C) Spring force S, diaphragm force F (pressure difference x pressure receiving area)
When the balance pressure P3 with the closing force V (pressure difference x pressure receiving area) acting on the valve itself is P3'(P3'
=Pznear60nmnHg)Sxo>Ve+Sx7+S
zo+Fc...(4)(F^=Fa
=O) When pressure P3 is P3'', FA= V6+ 817 ・
=(5)FA-V6-317=S10+FCSZOFn
-(6) When pressure P3 is P3'''FA> V e + S'17
...(7) FB>S 19+ Fc -S20
-(8)v6: Valve closing force (valve 6) FA: Diaphragm force (diaphragm 8) FB:,
n (n 10) Fc:
(I! 11) To explain the operation in FIG. 1, first, when the engine is stopped, the pressure is expressed by equation (1), so the spring force is balanced as expressed by equation (3). In order to push the diaphragm 10 to the left to the stopper 3o by the spring 19, the shaft 9 that comes into contact with the rod 12
also moves to the left. Therefore, a gap is created between the valve 6 and the coordinate 4, and the valve is in an open state.

Next, when the solenoid is de-energized and the coil is disconnected when the engine is running, the pressure becomes equation (2) and the balance becomes equation (4), so the valve becomes open just like when the engine is stopped, and the required amount of air reaches the outlet. 3 and then supplied to the engine.

Next, an explanation will be given with reference to FIG. 2. In FIG. 2, as shown in FIG. 4, the current flowing through the solenoid 1 is a ampere, and the pressure is P31. The balance in this state is expressed by equation (6), and the left side, which is the force that is pulled to the left by the diaphragm 8, and the right side, which is the force that is pulled to the right by the diamond column 9, are equal. Also, the balance of the elements of the force pulling to the left is (5)
Therefore, the valve 6 is seated on the valve seat 4 and is fully open.

In Figure 3, as shown in Figure 4, the current flowing through the solenoid 1 is the maximum ampere, and the pressure is P3''.In this state, the diaphragm force F^, which is the force pulling the diaphragm 8 to the left, and the 10, the diaphragm force FB, which is the force that pulls it to the right, is expressed by equations (6) and (7), so a gap δ is generated at the contact portion.

Since FA is set to be maximum when the current is maximum,
The gap between the valve 6 and the valve seat 4 becomes maximum, resulting in the maximum valve opening state.

The movement of the valve 6 under the three conditions of the current flowing through the solenoid 1 has been explained above, but when the current is changed continuously, the movement of the valve 6 changes linearly between the three points, and the reverse is also true when the current is decreased. change. Due to this movement of the valve 6, the flow of air supplied to the engine from the inlet 2 through the outlet 3 becomes as shown by the solid line in FIG.

The operation and the flow rate of air supplied to the engine have been explained above. 1. Normal idle rotation control uses currents from a to the maximum to obtain proper idle rotation. In addition, even if the solenoid coil is disconnected, the required amount of air can be supplied to the engine without the valve closing completely.
Engine stall does not occur.

Furthermore, the atmosphere and engine blowback gas contain sticky substances that adhere to valves and valve seats, but even if the engine is stopped for a long time, the valves remain open, so the valves may become stuck. The problem of not being able to open the valve does not occur.

Furthermore, according to this embodiment, the needle valve 29 formed by the variable orifice is configured to be separated from the fixed orifice 28 when the solenoid is de-energized, so that even if the engine is stopped for a long time, the needle valve 29 will not stick. Since the pressure P3 can be controlled using small fixed orifices 27 and 28, the influence of the pressure acting on the needle valve 29 can be made negligible, and the solenoid can be made smaller.

5 and 6 are modified examples of the present invention, and show the same conditions as in FIG. 1, the same parts are given the same numbers, and the explanation of the same functions is omitted.

FIG. 5 shows an example in which a solenoid 31 is used to control the pressure P3 acting on the diaphragm 10. A rod 32 is provided with a communication hole 3°3 and a fixed orifice 34, and a communication hole 35 and a solenoid 31. This is a lid 37 in which a fixed orifice 36 is installed. As in FIG. 1, there is an abutment surface 38 between the rod 32 and the shaft 7. In this case, the fixed orifice 34
, P3 is determined by the variable orifice formed by the orifice 36 and the needle valve 29, and the same function as in the above-mentioned embodiment is obtained, but since a separate device for controlling the pressure acting on the diaphragm 10 is provided, this modification example In this case, it is possible to change the pressure acting on the diaphragm 9 and the diaphragm 1°. Furthermore, if the electromagnetic force of the solenoid 31 is changed not proportionally but quadraticly, the flow characteristics shown by the dotted lines can be obtained in addition to the flow characteristics shown by the solid lines, as shown in Fig. 7. be.

FIG. 6 shows a modification in which the plunger 38 is operated by the electromagnetic force of the solenoid 37 instead of the diaphragm 10, and the rod 12 is moved. In this case, since the diaphragm force Fa and the electromagnetic force of the solenoid 37 are made equal, the same function as in the above embodiment can be obtained. In the case of this modification as well, if the electromagnetic force of the solenoid 37 is changed not proportionally but in a quadratic curve, the flow rate characteristics shown in FIG. 7 can be obtained as in the modification shown in FIG. 5.

Application examples of the present invention will be explained below with reference to FIGS. 8 to 10. FIG. 8 is a longitudinal cross-sectional view of this applied example, showing a case where the current of the solenoid 81 is high, that is, the valve opening amount is large, and the pressure P1 is at its lowest. 82 is a ventilation inlet, and the atmosphere (
It is connected to the atmospheric pressure Po), and 83 is connected to the engine intake manifold at the outlet. Reference numeral 84 denotes an intake cylinder through which the amount of air flows in and out, which is controlled by the positional relationship between the valve seat 5 and the valve 86. Inside the cylinder, a shaft 7 integrated with the valve 86 is installed to move from side to side, and a diaphragm 88 is located at the left end. The right end side is inserted into the guide hole 89 so that it can slide.

The center of the shaft 7 is provided with a communication passage 111 for transmitting the pressure P1 from the introduction hole 110, and the right end is open, but the left end is provided with a fixed orifice 112. The pressure P1 is controlled to Pz by the variable orifice formed by the valved plunger 113 and the orifice 112 of the solenoid 81 and the fixed orifice 114. This is done by changing the variable orifice described above by suctioning to the left side.

15 is a guide hole 89. This holder has a guide groove 116 of the valve seat 5, a stopper of the diaphragm 117, and a pressure chamber 118. Atmospheric pressure Po is introduced into the pressure chamber 119 through an introduction hole 120 and a communication path 121.

The valve seat 85 has a substantially tubular shape, and is moved to the right by the repulsive force of a spring 123 that slides in a sliding hole 122 provided in the intake cylinder 84. The side legs 124 are fixed integrally with the diaphragm 117 and abut against the diaphragm plate.

FIG. 9 is a cross-sectional view taken at [-1 in FIG. An introduction hole 126 is provided so that the Reference numerals 127 and 128 are return springs, and 129 and 130 are airtight O-rings.

Next, to explain the operating function, as shown in Fig. 8, the valve 86
When the opening amount of the valve 86 is large, the closing force acting on the valve 86 due to the pressure difference (Po Pz) is so small that it can be ignored.
The valve opening amount is determined by the diaphragm force of the diaphragm 88 due to the pressure difference Po-Pz, and the supply air amount is determined by the ventilation area due to the valve opening amount and the pressure difference POPl. Here, when the condition of the engine changes and the pressure P1 changes to P1', approaching the atmospheric pressure side, Pz also approaches the atmospheric pressure side, P2'
As a result, the pressure difference between Po and P2' becomes smaller, and the spring 127 moves the valve 86 to the right side against the diaphragm force. As a result, the fixed orifice 112 is also separated from the valved plunger 113.
The opening area of the variable orifice increases from P2' to P
The valve is corrected to approach z, and due to the balance between the force of the spring 127 and the force of the diaphragm 88, the valve moves left and right, but the average opening amount becomes small. On the other hand, since the diaphragm force of the right diaphragm 117 also decreases, the spring force of the spring 113 is overcome, moving the valve seat 85 to the right, and as a result, the valve opening amount is increased. This correction of the valve opening amount corresponds to the relationship between the diaphragm 117 and the springs 122 and 123, which corresponds to a decrease in the valve opening amount P due to P2 or P2', and a decrease in the supply air amount due to Po-P1' from the pressure difference Po-Pi. Therefore, even if the pressure changes from Po to P1', the valve opening amount can be increased, so the amount of supplied air does not change and remains constant. be.

When the opening amount of the valve 86 is small, the pressure Pl to P1'
The valve closing force will change, but since the amount of air is small, the amount of change will be small.

These relationships can be summarized as shown in Figure 10, and the first
Figure 0 shows the relationship between the current applied to the solenoid 81 and the supply air amount. Conventionally, when the pressure changes from P1 to P1', the supply air amount characteristic changes from a solid line to a broken line, but even the explanation of this embodiment is clear. In addition, since the position of the valve seat is corrected, even if the pressure Pi changes, the amount of supplied air is approximately as shown by the solid line, and it is possible to obtain a constant amount of supplied air with respect to the solenoid current.

In conventional idle rotation control devices, the supply amount is determined by the difference between the diaphragm force and the closing force applied to the valve, but as the valve opening amount increases, the closing force becomes negligible, and the diaphragm force determines the valve opening amount. be done.

Therefore, if the pressure in the intake passage changes depending on the operating condition of the engine, the diaphragm force is constant, so even though the amount of valve opening is constant, the amount of supplied air will change by the amount of change in the pressure in the intake passage, making it suitable for Accurate idle rotation control cannot be obtained.

On the other hand, by providing a valve opening correction device consisting of a slidable valve seat, a diaphragm, and a spring as in this application example, the diaphragm force can be changed in accordance with changes in the pressure acting on the diaphragm. By changing the position of the slidable valve seat in accordance with the difference between the diaphragm force and the spring force, a constant supply of air is possible even if the pressure acting on the diaphragm changes.

The embodiments of this application example are listed below.

1. An idler that is provided in an air passage that bypasses the intake pipe and operates the valve in a direction away from the valve seat in response to an electric signal input to a solenoid to control the amount of air passing through the air passage. An idle rotation control device characterized in that the rotation control device includes a valve opening amount correction device that moves a valve seat according to pressure.

2. The valve opening correction device consists of a movable valve seat, a spring, a diaphragm, and a pressure chamber, and is installed on the opposite side of the valve opening direction of the solenoid, and closes the valve seat when the pressure decreases. 2. The idle rotation control device according to item 1 above, characterized in that the idle rotation control device is configured to perform control in the direction shown in FIG.

〔Effect of the invention〕

According to the present invention, since the valve can be kept open when the solenoid current is low or the coil is disconnected, the valve does not stick even when the engine is stopped for a long time, and the required amount of air can be supplied.

[Brief explanation of the drawing]

Fig. 1 is a longitudinal cross-sectional view of an embodiment of the present invention when the coil is not energized and the coil is disconnected, Fig. 2 is a longitudinal cross-sectional view at the energizing current aA shown in Fig. A vertical cross-sectional view at A, FIG. 4 is a characteristic diagram showing the relationship between current, pressure, and flow path in this embodiment, and FIGS. 5 and 6 are modified examples of this embodiment, which are the same as FIG. The vertical cross-sectional view under the conditions, FIG. 7, is FIG. 5. Fig. 6 is a characteristic diagram showing the relationship between current and flow rate in a modified example, Fig. 8 is an application example of the present invention, and Fig. 9 is an I of Fig. 8.
The X-IX sectional view and FIG. 10 are drawings showing the main characteristics of the applied example. DESCRIPTION OF SYMBOLS 1... Solenoid, 2... Inlet, 3... Outlet, 6... Valve, 8... Diaphragm, 10...
Diaphragm, 12...Rod, 17...Spring, 1
9... Spring, 27... Fixed orifice, 28...
Orifice, 29...needle valve.

Claims (1)

[Claims] 1. A shaft provided in an air passage that bypasses an intake pipe, and a diaphragm is integrally connected to a shaft to which a valve is fixed in response to an electric signal inputted to an electromagnetic car mechanical force conversion means. In the idle rotation control device that operates a stopped on-off valve device and controls the cross-sectional area of the air passage to control the amount of air passing therethrough, the shaft has a through hole in the center thereof that communicates with the low pressure chamber of the diaphragm. A fixed orifice is provided at the tip thereof, and a variable orifice whose opening area is controlled by the electromagnetic car mechanical force conversion means is further provided on the wall member forming the low pressure chamber, and the variable orifice is controlled in accordance with an electric signal. A drive mechanism is configured to control the opening and closing of the valve using the drive pressure obtained by the control, and when the electric signal is zero, the valve is controlled to a minute opening position against the drive pressure acting on the diaphragm. An idle rotation control device characterized by being provided with a compensation mechanism that generates a driving pressure. 2. Claim 1, characterized in that the variable orifice is configured to operate to a fully open position when an electric signal is received.
The idle rotation control device described in . 3. The idle rotation control device according to claim 1, wherein the variable orifice changes so as to generate a driving pressure in the low pressure chamber that is substantially proportional to the input electrical signal. 4. The mechanism is composed of a diaphragm fixed to the other end of the shaft, a compression spring that strokes the diaphragm by a predetermined amount in the opening direction of the valve, and a pressure chamber made under the same pressure conditions as the low pressure chamber. An idle rotation control device according to claim 1, characterized in that: 5. The compensation mechanism is installed on the shaft center of the other end of the toy shaft, and includes an electromagnetically driven plunger that moves in a direction to close the valve when in operation, and an electromagnetically driven plunger that is connected to the valve via the plunger when the electromagnetic plunger is not in operation. and a compression spring that applies a force in the opening direction.
The idle rotation control device described in .