JPH02233841A - Idle-up controller for internal combustion engine - Google Patents

Abstract

PURPOSE:To set the idle-up opening of an intake throttle valve largely by operating and controlling this intake throttle valve to the idle-up opening in the case where adding load to an internal combustion engine is idle-up request load and engine speed is idle-up request speed. CONSTITUTION:At time of driving an internal combustion engine, in the case where a condition that an air-conditioning switch 36 is turned on and adding load to the engine is idle-up request load by operation of air-conditioning equipment and another condition that engine speed being inputted out of an igniter 32 is idle-up request speed, namely, non-fuel cut speed RL of less than fuel cut speed RH both are actualized, an idle-up mechanism 10 is controlled into operation. In brief, a first idle-up solenoid valve 26-1 is turned on, thus acting intake negative pressure on a first pressure chamber 16-1. With this, a first idle-up actuator 12-1 is operated, and an intake throttle valve 8 is actuated from normal idle opening (full line) to the idle-up opening shown in two-dot lines.

Description

[Detailed Description of the Invention] [Field of Industrial Application] This invention relates to an idle-up control device for an internal combustion engine,
In particular, the present invention relates to an idle-up control device for an internal combustion engine that can set the idle-up opening degree of an intake throttle valve of the internal combustion engine to a large opening degree.

[Conventional technology]

Recently, in some internal combustion engines, the idle speed is set low in order to purify exhaust gas and improve fuel consumption rate. When the idle speed is low as described above, the engine speed decreases due to a slight increase in the load applied to the internal combustion engine during idling operation, causing an inconvenience in the engine. For example, the addition of electrical load due to the lighting of headlights, etc., the addition of load due to the operation of air conditioning equipment, or the addition of load due to switching the automatic transmission to the drive range or reverse range, etc. By Dan,
This has the disadvantage that the rotational speed of the internal combustion engine decreases, leading to engine malfunction.

Therefore, when a load is added to the internal combustion engine during idling operation that requires an idle increase as described above, the intake throttle valve of the internal combustion engine is opened to an idle aperture opening that is more open than the normal idle interval, and the engine An idle-up control device has been proposed to compensate for the decrease in rotational speed. This idle-up control device is constructed as shown in FIG.

In the figure, 102 is an idle up control device.

The idle-up control device 102 is an idle-up control device that opens an intake throttle valve 108 provided in an intake passage 106 of a carburetor 104 or the like of an internal combustion engine (not shown) to an idle-up interval that is more open than a normal idle opening. Up mechanism 110
has been established.

The idle up mechanism 110 includes a pressure chamber 11 within an idle up actuator 112 by a diaphragm 114.
6 is partitioned, and a return spring 118 is elastically installed within the pressure chamber 116. One end of a rod 120 is fixed to the diaphragm 114.

The other end of the rod 120 is connected to an idle up lever 122 of the intake throttle valve 108.

Pressure chamber 11 of the idle up actuator 112
6 is connected to the intake passage 106 by a negative pressure passage 124. An idle up solenoid valve 126 is provided in the middle of the negative pressure passage 124.

The idle up solenoid valve 126 includes an idle switch 128 that is turned on when the intake throttle valve 108 is at the normal idle opening, an electric load switch 130 that is turned on when a hesodolite or the like is turned on, and an air conditioning switch that is turned on when the air conditioner is operated. 132, and is further turned on and off by a travel engagement state switch 134, etc., which is turned on when an automatic transmission (not shown) is switched to the travel engagement state. As a result, the idle up control device 102 turns on the idle switch 128 during idling operation of the internal combustion engine, and each electric load switch 1 turns on by lighting up the hesodolite or the like.
30 is turned on, the idle up solenoid valve 126 is turned on, and the idle up actuator 11 is turned on.
The idle up mechanism 110 is actuated by applying negative intake pressure to the pressure chamber 116 in the pressure chamber 116 of the intake throttle valve 108, and the intake throttle valve 108 is opened to an idle up opening degree that is more open than the normal idle opening degree. Further, when the idle switch 128 is turned on and the air conditioning switch 132 is turned on due to the operation of the air conditioner, the intake throttle valve 108 is opened to the idle up opening degree. Alternatively, when the idle switch 128 is turned on and the automatic transmission is switched to the travel engagement state, and the travel engagement state switch 134 is turned on, the intake throttle valve 1
08 to the idle up opening.

Further, the internal combustion engine is provided with a fuel cut device 136 during deceleration, as shown in FIG. Fuel cuff device 13 during deceleration
6, a fuel power solenoid valve 140 is provided in a slow system fuel passage 138 communicating with an intake passage 106 of a carburetor 108 of an internal combustion engine, and a rotation speed sensor 142 for detecting the engine rotation speed and an intake throttle valve 108 are installed in a normal manner. An accelerator switch 144 that detects the idle opening (or a negative pressure switch that detects that the intake negative pressure is higher than a set value) and a clutch switch 1 that detects the engagement/disengagement state of the clutch.
46 are provided. Note that the reference numeral 148 is an ignition inch. As a result, the deceleration fuel cut device 136 connects the rotation speed sensor 142 and the accelerator switch 14.
4 and the clutch switch 146, during deceleration operation of the internal combustion engine, there are two conditions: when the engine speed is at the fuel cut speed, when the accelerator pedal is released and the intake throttle valve 108 is at the idle opening, and when the clutch pedal is depressed. When the condition that the clutch is connected is satisfied, the fuel cant solenoid valve 140 is turned on to close the slow system fuel passage 138 that communicates with the intake passage 106 of the carburetor 104, and cut the fuel. Note that when the fuel is cut by the deceleration fuel cut device 136, the idle up control device 102 does not increase the idle. Such a deceleration fuel cassette device is disclosed in Japanese Patent Application Laid-open No. 57
There are some disclosed in Japanese Patent Laid-open No. 140549, Japanese Patent Application Laid-Open No. 60-222548, and the like. The device disclosed in JP-A-57-140549 prevents the air-fuel ratio from becoming rich by canting fuel during a gear shift operation when the vehicle speed exceeds a predetermined value, thereby avoiding deterioration of exhaust gas component values and reducing fuel consumption. This reduces consumption. In addition, the device disclosed in Japanese Patent Application Laid-open No. 60-222548 cuts fuel by determining the deceleration state based on the rate of change in engine speed per unit time, thereby facilitating assembly and maintenance inspection by reducing the number of parts. In addition, the fuel cut jJI range is easily expanded.

[Problem that the invention seeks to solve]

By the way, the conventional idle-up control device handles two conditions: the intake throttle valve of the internal combustion engine is at the idle opening when the internal combustion engine is idling, and the condition where the load that requests the internal combustion engine to idle up as described above is added. , the intake throttle valve is opened to an idle-up opening degree that is more open than the normal idle opening degree.

However, as mentioned above, when the intake throttle valve is at idle opening, that is, when the idle switch is on, the idle increases when a load that requests idle up is applied, so the intake throttle valve idles up. There was a problem in that the opening degree setting was limited to the area where the idle switch was turned on.

In this way, when the idle switch is turned on and each electrical load switch is turned on by turning on the headlights, etc., when the idle switch is turned on and the air conditioning switch is turned on when the air conditioner is activated, or when the idle switch is turned on. When the intake throttle valve is opened to the idle-up opening by turning on the running engagement state switch of the automatic transmission, the setting range of the intake throttle valve's idle-up opening is It will be limited to the area where the idle switch is turned on,
There is a problem in that the idle up opening cannot be set to a large opening.

[Purpose of the invention]

SUMMARY OF THE INVENTION An object of the present invention is to realize an idle-up control device for an internal combustion engine that can set the idle-up opening degree of an intake throttle valve of the internal combustion engine to a large opening degree.

[Means for solving problems]

In order to achieve this object, the present invention provides the above-mentioned method when the condition that the additional load on the internal combustion engine is the idle-up required load and the condition that the engine speed of the internal combustion engine is the idle-up required speed are satisfied. The present invention is characterized in that a control means is provided for controlling the operation of an idle-up mechanism to open an intake throttle valve of an internal combustion engine to an idle-up opening degree.

[Effect]

According to the configuration of the present invention, when the condition that the additive load to the internal combustion engine is the idle-up required load and the condition that the engine speed of the internal combustion engine is the idle-up required speed are satisfied, the internal combustion engine is controlled by the control means. Controls the operation of the idle-up mechanism to open the engine's intake throttle valve to the idle-up opening. This solves the conventional disadvantage that, by increasing the idle when the idle switch is on, the setting range of the idle-up opening of the intake throttle valve is limited to the range where the idle switch is on. [Example] Next, an example of this invention will be explained in detail based on the drawings. 1 to 6 show embodiments of this invention.

In FIGS. 1 and 2, 2 is an idle-up control device. The idle-up control device 2 controls the intake throttle valve 8 provided in the intake passage 6 of the carburetor 4 of the internal combustion engine when a load that requests idle-up is added to the internal combustion engine (not shown) during idle operation. is opened to an idle up opening shown by a two-dot chain line in FIG. 2, which is more open than the normal idle opening shown by a solid line in FIG. 2, thereby compensating for the decrease in engine speed. The idle-up control device 2 shown in this embodiment performs idle-up control of an internal combustion engine equipped with an automatic transmission, as well as fuel cut control during deceleration.

In this embodiment, the idle-up mechanism 10 opens the intake throttle valve 8 to an idle-up opening shown by a two-dot chain line in FIG. 2, which is more open than the normal idle opening shown by a solid line in FIG. , for the running engagement state of the first idle up actuator 12-1 for air conditioning equipment and the automatic transmission (
In the case of an internal combustion engine equipped with a manual transmission, it has a second idle up actuator 12-2 (for electrical load). First and second idle up actuators 12-
1 and 12-2, there are first and second diaphragms 14, respectively.
-1 and l4-2 make the first and second pressure chambers 16-1 and 16
-2 is partitioned, and the first and second pressure chambers 16-1 and 16-
2, first and second return springs 18-1 and 18-2 are elastically installed. One ends of the first and second rods 20-1 and 20-2 are fixed to the first and second diaphragms 14-1 and 14-2. The other ends of the first and second lofts 20-1 and 20-2 are provided in communication with the idle up lever 22 of the intake throttle valve 8.

The first and second idle up actuators 12-1
・The first and second pressure chambers 16-1 and 16-2 of 12-2 are
They are connected to the intake passage 6 by first and second negative pressure passages 24-1 and 24-2, respectively.

In the middle of the first and second negative pressure passages 24-1 and 24-2, there is a first idle assolenoid valve 26- for air conditioning equipment.
1 and a second idle up solenoid valve 26-2 for the running engagement state of the automatic transmission (for an electrical load in the case of an internal combustion engine equipped with a manual transmission).

The first idle-up solenoid valve 26-1 is turned on by the operation of the air conditioner when the engine speed is at the required idle-up speed, and applies negative intake pressure to the first pressure chamber 16-1. Up actuator 12-
Activate 1. Further, the second idle up solenoid valve 26-2 is turned on when the automatic transmission is switched to the running engagement state when the engine speed is the idle up request speed, and the second idle up solenoid valve 26-2 is turned on and the second idle up solenoid valve 26-2 Apply negative intake pressure to the engine and operate the second idle up actuator l2-2. (Alternatively, in an internal combustion engine equipped with a manual transmission, the second idle up solenoid valve 26-
2 is turned on when the engine speed is the idle-up required speed, and applies negative intake pressure to the second pressure chamber 16-2, thereby operating the second idle-up actuator 12-2. ) The first idle up solenoid valve 26-1 and the second idle up solenoid valve 26-2 are connected to the output side of a control section 28, which is a control means. Also,
A fuel cant solenoid valve 30 is connected to the output side of the control section 28 . This fuel cut solenoid valve 30 closes a slow fuel passage (not shown) of the carburetor to cut fuel during deceleration operation.

On the input side of the control unit 28, there is an igniter 32 for detecting the engine speed, an idle switch 34 that is turned on when the intake throttle valve 8 is at the normal idle opening, and an idle switch 34 that is turned on when the air conditioning equipment is operated. An air conditioning switch 36 (or each electrical load switch that is turned on when the headlights etc. are turned on), a neutral switch 38 as an inhibitor switch that is a running engagement state switch that is turned on when the automatic transmission is switched to the running engagement state, and A barking switch 40 is connected.

In addition, in the figure, 42 is an ignition switch, 44
46 is a starter switch.

Next, the action will be explained.

When the internal combustion engine is operating, the igniter 32 and the air conditioning switch 3
6, the air conditioning switch 36 is turned on, as shown in FIGS. 3 and 6, and the conditions are input from the igniter 32 that the additional load on the internal combustion engine is the idle up request load due to the operation of the air conditioning equipment. When the condition that the engine rotational speed is the idle-up required rotational speed, that is, the non-fuel cut-off rotational speed RL which is less than the fuel shaft rotational speed Rl{, the first idle assist solenoid valve 26-1 is turned on. Apply negative intake pressure to the first pressure chamber l6-1.
As a result, the first idle up actuator 12-
1 to open the intake throttle valve 8 from the normal idle opening shown by the solid line in FIG. 2 to the idle up opening shown by the two-dot chain line.

Also, as shown in FIGS. 4 and 6, the neutral switch 38
When the parking switch 40 is turned off and the automatic transmission is in the running engagement state, the additional load on the internal combustion engine is the idle-up request load, and the engine speed input from the igniter 32 is the idle-up request rotation. When the following conditions are satisfied: fuel cut rotation speed R}l and non-groove non-fuel cut rotation speed RL, the 27th idle amplifier solenoid valve 26-2 is turned on to create an intake negative pressure in the second pressure chamber 16-2. Let it work. As a result, the second idle-up actuator l2-2 is operated, and the intake throttle valve 8 is opened to the idle-up opening degree shown by the two-dot chain line in FIG. Further, in this embodiment, as shown in FIGS. 5 and 6, the engine rotational speed input from the igniter 32 is controlled by the signals input from the igniter 32, the idle switch 34, the neutral switch 38, and the parking switch 40. The cut rotation speed R}l is the condition, the idle switch 34 is on and the intake throttle valve 8 is at the idle opening, and the neutral switch 38 and the parking switch 40 are off and the automatic transmission is in the running engagement state. When the conditions are met, the fuel cut solenoid valve 30 is turned on to close the slow system fuel passage (not shown) of the carburetor 4 and to cant the fuel. Note that idle up is not performed when the fuel power is low.

In this way, the condition in which the additional load on the internal combustion engine is the idle up required load due to the operation of the air conditioning equipment and the automatic transmission in the running engaged state, and the engine speed of the internal combustion engine are equal to the idle up required rotation, that is, the fuel When the conditions of the shaft rotation speed RH and the non-groove, non-fuel cut rotation speed RL are satisfied, the idle up mechanism 10 is operated and controlled to open the intake throttle valve 8 of the internal combustion engine to the idle up opening degree. There is.

As a result, by idling up when the idle switch is on, the setting range of the idle up opening of the intake throttle valve 8 is limited to the narrow range where the idle switch is on, as shown by the broken line in FIG. It is possible to eliminate the inconvenience caused by Therefore, the idle-up opening degree of the intake throttle valve 8 of the internal combustion engine can be set to a large opening degree as shown by the two-dot chain line in FIG. In addition, since the same set value as the fuel cant rotation speed of the fuel cant device during deceleration is used as the idle-up request rotation speed as the idle-up condition, the control content can be simplified, contributing to cost reduction. obtain.

〔Effect of the invention〕

As described above, according to the present invention, when the condition that the additional load on the internal combustion engine is the idle up request load and the condition that the engine speed of the internal combustion engine is the idle up required speed are satisfied, , controls the operation of the idle-up mechanism so as to open and move the intake throttle valve of the internal combustion engine during the idle-up period. This eliminates the conventional inconvenience in which the setting range of the idle up opening of the intake throttle valve is limited to the range where the idle switch is turned on, due to the idle increase when the idle switch is turned on. Out. Therefore, the idle-up opening of the intake throttle valve of the internal combustion engine can be set to a large opening. In addition, if the same set value as the fuel cutoff rotation speed during deceleration of the fuel cut device during deceleration is used as the idle up request rotation speed, the control content can be simplified and costs can be reduced. This is a practical advantage.

[Brief explanation of drawings]

1 to 6 show embodiments of the present invention, FIG. 1 is a logic diagram of an idle-up control device, FIG. 2 is a cross-sectional explanatory diagram of an idle-up mechanism, and FIG. Figure 4 is a diagram showing the truth value of idling up by switching the automatic transmission to the running engagement state, Figure 5 is a diagram showing the truth value of fuel cut, and Figure 6 is a diagram showing the truth value of fuel cut. A) to (D) are timing charts of the engine speed, idle inch, fuel cant solenoid valve, and idle up solenoid valve. 7 and 8 show conventional examples, FIG. 7 is a schematic diagram of an idle up control device, and FIG. 8 is a schematic diagram of a fuel discharging device during deceleration. In the figure, 2 is an idle-up control device, 4 is a carburetor, 6 is an intake passage, 8 is an intake throttle valve, 10 is an idle-up mechanism, 12-1 is a first idle-up actuator, and 12-2 is a second idle-up actuator. Idle up actuator, 24
-1 and 24-2 are the first and second negative pressure passages, 26-1 is the first
Idle up solenoid valve, 26-2 is a second idle up solenoid valve, 28 is a control unit, 30 is a fuel power solenoid valve, 32 is an igniter, 34 is an idle switch, 36 is an air conditioning switch, 38 is a neutral switch, 40 is a parking switch. Patent applicant: Suzuki Motor Co., Ltd. Agent Yoshimi Saigo, patent attorney Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Procedural amendment (voluntary) May 22, 1990 Commissioner of the Japan Patent Office Fumi Yoshida Tsuyoshi-dono Figure 8 2. Name of the invention Idle-up control device for internal combustion engine 3. Relationship with the case of the person making the amendment Patent applicant address 300 Takatsuka, Kami Village, Hamana District, Shizuoka Prefecture Name (
20 8) Osamu Suzuki, Representative of Suzuki Motor Corporation 4. Agent 〒101 1h 03-292-4
411 (Representative) Address: 2-8-6, Kanda Ogawamachi, Chiyoda-ku, Tokyo. Target of correction 7. Contents of amendment +11, "...Relating to a control device." on page 1, line 17 of the specification is amended to "...Relating to a control device." {2}, "Turn on when..." on page 12, line 11 is corrected to "Turn on when an electric load is applied...J. (3) Delete the lines from "(or...") in line 7 on page 13 to "...switch" in line 8. {4
}, on page 13, line 12, change ``...switch 40,'' to ``...switch 40 (or each electrical load switch that is turned on by lighting a hesodolite, etc.)...''
Correct it to . {5} Correct "...the number of revolutions is RL..." on the fourth line of page 14 to "...the number of revolutions is less than RL...". (6) In the same page 15, line 11, "...the rotational speed is RH..." is corrected to "...the rotational speed is greater than the RH...". (7), rR on page 16, line 5.
"L..." is corrected to "rRL or less...". that's all

Claims (1)

[Claims] 1. Opening the intake throttle valve of the internal combustion engine to idle up when the conditions that the additional load to the internal combustion engine is the idle up request load and the engine speed of the internal combustion engine are the idle up required speed are satisfied. 1. An idle-up control device for an internal combustion engine, comprising a control means for controlling the operation of an idle-up mechanism so that the idle-up mechanism is opened at the same time.