JPH0244031Y2 - - Google Patents

Description

[Detailed description of the invention] The present invention aims to increase the intake efficiency at high engine speeds in an engine in which each cylinder is equipped with a main intake port and a sub-intake port. The present invention relates to a power transmission device designed to reduce shock.

Generally, as the engine speeds up, the intake must be completed in a shorter period of time to complete combustion. It is necessary to improve the suction efficiency so that air (oxygen) can be inhaled from the suction port in a very short time. From this point of view, a system was developed in which a main intake port and a sub-intake port were formed in each cylinder of the engine, and the sub-intake port was opened and closed along with the main intake port when the engine was running at high speeds to improve intake efficiency. has been done. Those equipped with this sub-intake port are
Based on the detection signals from the engine rotation speed sensor that detects the engine rotation speed and the accelerator opening sensor that detects the amount of depression of the accelerator pedal,
The control device determines the engine speed and load,
As shown in Figure 1, the main suction port and auxiliary suction port are opened and closed when these are in the high speed region A indicated by crossed diagonal lines, and only the main suction port is opened and closed when they are in the low speed region B indicated by diagonal lines. That's what I do.

However, when the engine switches from low rotation range B to high rotation range A while driving, etc., the auxiliary intake port suddenly starts opening and closing and the combustion efficiency changes, causing the output torque to fluctuate and cause a shock to the occupants. This can be felt and is extremely unpleasant.

In recent years, an electromagnetic clutch has been developed that interposes an electromagnetic clutch between the output shaft of the engine and the input shaft of the transmission, which interposes the power on and off by changing the excitation current. Focusing on the function of this electromagnetic clutch, the shock can be reduced by sliding the electromagnetic clutch during preset operating conditions.This invention allows the sub-intake port to be opened and closed together with the main intake port during operation. An object of the present invention is to provide a power transmission device capable of alleviating the impact caused by the start of the opening/closing operation of a sub-intake port in an engine.

The configuration of the power transmission device of the engine with a sub-intake port of the present invention that achieves this purpose is as follows: A main intake port provided in each cylinder and a main intake port provided in the same cylinder that is closed within a preset range of operating conditions. In a multi-cylinder engine having a sub-intake port that can be switched between a stopped state and an operating state that is opened and closed together with the main intake port when outside the same region, the multi-cylinder engine is connected to the output shaft of the engine. A clutch disposed between the input shaft of the transmission, an operating range sensor that detects the start of operation of the auxiliary intake port, and a detection signal from the operating range sensor that detects the start of operation of the auxiliary intake port. At the same time, the present invention is characterized in that a control device is provided for reducing the coupling force of the clutch in order to allow a rotational speed difference between the output shaft and the input shaft for a certain period of time.

Below, please refer to Fig. 2, which shows the schematic structure, and Fig. 3, which shows the control system, for an example in which the power transmission device for an engine with a sub-intake port according to the present invention is applied to one that does not require clutch operation. This will be explained in detail. In addition, in this embodiment, as shown in FIG. 1, in the low rotation range B of the engine, the sub-intake port is closed and the engine is stopped.
It is natural that the sub-intake port opens and closes together with the main intake port in the high-speed region A, and the number of sub-intake ports and main intake ports may be one or more in each cylinder. Good. Moreover, the output shaft 12 of the engine 11 and the transmission 1
An electromagnetic clutch 15 is interposed between the input shaft 14 of No. 3 and a normal manual clutch operated by the driver is not provided. The speed change operation is automatically performed via a speed change operation switch 16 provided on the driver's seat side, and the excitation current to the electromagnetic clutch 15 is controlled by a control device 17. This control device 17 includes an engine rotation speed sensor 18 that detects the rotation speed of the output shaft 12 of the engine 11.
, a throttle opening sensor 20 that detects the opening of the throttle valve 19, and a throttle angular velocity sensor 21 that detects the opening/closing angular velocity of the throttle valve 19.
, a vehicle speed sensor 23 that detects the rotational speed of the output shaft 22 of the transmission 13, and an operating range sensor 24 that detects the switching between the engine rotational ranges A and B described above. It receives a signal from the speed change operation switch 16 and transmits a predetermined control signal to the throttle vacuum valve 25, shift vacuum valve 26, select vacuum valve 27, and electromagnetic clutch 15 based on a preset program. It's getting old. The throttle vacuum valve 25 is for preferentially opening and closing the throttle valve 19, which opens and closes in response to the amount of depression of the accelerator pedal operated by the driver, over the accelerator pedal. The throttle valve 19 is opened and closed by supplying and discharging exhaust pressure to and from an air cylinder 28 connected to the throttle valve 19. Further, the shift vacuum valve 26 and the select vacuum valve 27 move a shift lever (not shown) of the transmission 13 to a predetermined gear stage via a pair of diaphragms 29, 30 connected thereto. The shift lever is automatically moved by supplying and discharging exhaust pressure to and from 30. In this embodiment, the amount of depression of the accelerator pedal is detected by replacing it with the throttle opening, but it is also possible to directly detect the amount of depression of the accelerator pedal. Similarly, the depression angular velocity of the accelerator pedal may be detected instead of the throttle angular velocity, and in this embodiment, the operating state of the engine is detected using this and the engine rotation speed sensor 18.

Therefore, when the driver operates the gear shift operation switch 16, the control device 17 controls the opening and closing of the throttle vacuum valve 25, and instantly closes the throttle valve 19 via the air cylinder 28, regardless of the amount of depression of the accelerator pedal 19. At the same time as closing, an excitation current is applied to disconnect the electromagnetic clutch 15, and then the control device 1
7 controls the opening and closing of the shift vacuum valve 26 and the select vacuum valve 27, and the diaphragm 29,
After the shift lever is moved to a predetermined gear position via the gear 30, the excitation current is gradually reduced, and at the same time, the opening degree of the throttle valve 19 is sequentially returned to the original state corresponding to the amount of depression of the accelerator pedal. The gear position is changed automatically. Further, when the operating range sensor 24 detects a switch to the high rotation range A, the control device 17 immediately applies an excitation current, and continues to apply the excitation current for a certain period of time while gradually weakening the excitation current. As a result, the coupling force of the electromagnetic clutch 15 is reduced, so that the electromagnetic clutch 15 slips on the engine output shaft 12 when the sub-intake port starts operating.
Torque fluctuations are not transmitted to the input shaft 14 of the transmission 13 as a shock. In other words, at the same time as the auxiliary suction port starts operating, the electromagnetic clutch 15 remains in a half-clutch state for a certain period of time, allowing the difference in rotational speed between the output shaft 12 and the input shaft 14, and the input shaft 14 is shifted relative to the output shaft 12. Since it is relatively slippery, there is no risk of the shock being absorbed and causing discomfort to the occupants. In addition,
In this control, the engine load is detected from the engine speed sensor 18 and the throttle opening sensor 20, and the operating state switching position is stored in advance in the control device 17 based on the load value. It may also be controlled to reduce the impact caused by switching the operating state. Similarly, in order to alleviate the shock caused by sudden operation of the accelerator pedal, when the detection signal from the throttle angular velocity sensor 21 is above a certain level, the control device 1
7 is designed to cause the electromagnetic clutch 15 to momentarily slip by passing an excitation current momentarily.

In this embodiment, a clutch pedal and a shift lever in the passenger compartment are eliminated, and any desired gear can be automatically achieved using the gear change operation switch 16. Of course, it is also possible to interpose the clutch in front of or behind the electromagnetic clutch 15 and to provide a shift lever operated by the driver in the vehicle interior. However, in this embodiment, since the shift lever is not inside the vehicle interior, a problem such as vibrations from the transmission 13 during driving being transmitted into the vehicle interior through the shift lever does not occur. Furthermore, if the electromagnetic clutch 15 is disengaged by applying an excitation current when the gear is in neutral, it is possible to prevent the generation of abnormal noise caused by the gears of the transmission 13 idling.

As described above, according to the power transmission device for an engine with a sub-intake port of the present invention, an electromagnetic clutch whose opening/closing is controlled by a control device is interposed between the output shaft of the engine and the input shaft of the transmission. Since the electromagnetic clutch is made to slide when the suction port starts to operate, the shock that occurs when the sub-intake port starts to operate can be minimized, and a comfortable ride can be achieved.

[Brief explanation of the drawing]

Fig. 1 is a graph showing the operating range in which the sub-intake port is used in an engine with a sub-intake port, which is the subject of the present invention, and Fig. 2 is a schematic structure of an embodiment of a power transmission device for an engine with a sub-intake port according to the present invention. Fig. 3 is a system diagram showing the control principle. In the figure, A is a high rotation area, B is a low rotation area, 11 is the engine, 12 is the output shaft of the engine, and 13 is the engine output shaft. transmission,
14 is the input shaft of the transmission, 15 is the electromagnetic clutch, 1
7 is a control device, 18 is an engine rotation speed sensor, 2
0 is a throttle opening sensor, and 24 is an operating range sensor.

Claims (1)

[Scope of utility model registration request] A main intake port provided in each cylinder is provided in the same cylinder and has a stopped state in which it is closed within a preset range of operating conditions, and an operating state in which it is opened and closed together with the main intake port when outside the same range. In a multi-cylinder engine equipped with a switchable sub-intake port, a clutch disposed between an output shaft of the engine and an input shaft of a transmission connected to the output shaft, and actuation of the sub-intake port. An operating range sensor detects the start of the operation, and the sub-intake port starts operating upon receiving a detection signal from the operating range sensor, and at the same time the sub-intake port starts operating. A power transmission device for an engine with a sub-intake port, characterized in that it is provided with a control device for reducing the coupling force of a clutch.