JPS59170441A - Idling speed controller - Google Patents

Abstract

PURPOSE:To aim at setting a desired idling speed in a proper manner according to a state of warming up, by controlling the opening of a control valve body in a bypass suction passage so as to cause a rotary type solenoid driving device to be driven into the desired idling speed by means of a feeler regulating device. CONSTITUTION:An idling speed control reads in an engine oil temperature through an oil temperature signal S2 out of an oil temperature sensor 37 and simultaneously reads in an engine speed through an electric signal S1 out of a primary coil, while it achieves a table look-up for a desired idling speed NET on the basis of a lead-on memory, and compares the existing engine speed NEC with the idling speed NET, finding the difference DELTANE, then reads a duty DD1 being stored in the memory. And, an output duty Dout of a rotary type solenoid 58 is found, outputting the value to the solenoid 58, and when a specified duty pulse signal is supplied, a shaft 68 turns a valve body 56 to the extent of an allowable range being determined by the temperature of a bimetal 82 provided that a desired angle of the valve body 56 is within the said allowable range at that point of time, thus setting the idling speed in a proper manner.

Description

[Detailed description of the invention] The present invention relates to an idle speed control device, and particularly to an idle speed control device.

An idle rotation speed that controls the operating sound of the valve body, which is driven by a rotary electromagnetic drive device and controls the amount of air passing through the bypass intake passage that bypasses the intake throttle valve, within a predetermined range depending on the ambient temperature. This relates to a control device.

The idle speed control device has an idle speed control valve interposed in a bypass passage that connects the upstream and downstream of the throttle valve, and when the throttle valve is fully closed, the engine operating state, such as the engine cooling water temperature and the engine Based on the oil temperature, the control valve is driven to control the flow rate of air passing through the bypass passage2, thereby appropriately controlling the engine speed at idle.

Conventionally, various types of idle speed control devices have been put to practical use or proposed. For example, λ,
The specification of Mika No. 11 Sho 57-69826 describes a valve body provided in a bypass intake passage to control the air passing through this passage, and a rotary electromagnetic valve that drives this valve body in response to engine water temperature, etc. Temperature-sensing regulation that has a drive device and a bimetal as a temperature-sensing part that operates according to the ambient temperature, and regulates the operating amount of the valve body by a single-rotation electromagnetic drive device within a certain range that depends on the ambient temperature. An idle speed 81ilI# device is described comprising means.

In the idle speed control device l configured in this way,
As shown in FIG. 1, the opening of the valve body is regulated according to the temperature of the bimetal, and as the temperature rises, the upper and lower limits of the regulated opening gradually become smaller by V.

Corresponding to Fig. 1, for example, the ideal relationship between the engine cooling water temperature and the target idle speed is shown in Fig. 2, which is determined as a result of regulating the upper limit opening of the valve body by a medium or bimetal. Solid line A indicates the upper limit of the roaring idle speed, and solid line B indicates the lower limit of the idle speed that fluctuates when the lower limit opening of the valve body is set to 1, and the engine cooling water temperature Vr and the correspondingly set target idle rotation speed are shown by a broken line C. During both fast idle and pot idle of the engine, the upper and lower limits of the bimetal idling speed should be set according to the target idling speed that can be set in accordance with the engine cooling water temperature. As can be seen from the figure, if the regulation of the valve body opening by the bimetal corresponds appropriately to the engine cooling water temperature, the target idle speed will be set correctly within the quadrupled region of solid lines A and B. 0ru.

However, if the temperature of the bimetal does not closely follow the engine cooling water temperature used to calculate the total target idle speed, the following problem will occur.

Figure VC2@3, which refers to Figure 3, shows the customization of the engine cooling water temperature and bimetal temperature, and shows the characteristics of the engine cooling water temperature during vehicle running and warm-up operation with solid lines 0 to P, and similarly the bimetal temperature. The characteristics are shown by broken lines QR. As can be seen from the figure, the cooling water temperature during warm-up operation, indicated by the solid line P, rises a little faster than the bimetal temperature during warm-up operation, indicated by the broken line R. Therefore, when the temperature difference ΔTo shown by the solid line P and the broken line R exceeds a predetermined value, even if the valve body is driven to the opening degree that provides the target idle rotation speed according to the engine cooling water temperature, the second At the point shown in the figure, the drive of the valve body is restricted by bimetallic VC, and the valve body cannot be driven by a predetermined amount.

W End of the wheel rotation speed becomes higher than the target idle rotation speed.

Additionally, the following problems occur when restarting the engine. After the engine is stopped, the engine cooling water temperature and the temperature of the bimetal drop, as shown by the solid lines X and Y in Figure 4, respectively, but due to the difference in heat capacity or specific heat, the temperature of the bimetal does not fall easily. Therefore, the temperature difference between the two is △T
If o is above a predetermined value, the engine will be restarted.Similarly to the above, even if the valve body is driven to an opening that provides the target idle rotation according to the engine cooling water temperature, the valve will be regulated by the bimetal. My body can't move the required amount.

The actual idle speed becomes even lower than the target idle speed.

In order to solve these problems, an idle speed control valve has been proposed in which one bimetal is heated by one engine cooling water or engine oil. The device is controlled to achieve a target idle speed based on the engine oil temperature and the valve body is fully driven. Conversely, the bimetal is heated with engine oil and the rotary electromagnetic drive device is set to a target based on the engine cooling water temperature. If the valve body is controlled to have an idle rotational speed and is driven to the valve body, there is a first-order problem.

Referring to FIG. 5, the broken line H shows the rising characteristic of the engine cooling water temperature when the engine is warmed up, and the solid line 1i shows the rising characteristic of the engine oil temperature in the same case. I understand that. Figure 6 single point chain Ivil
J indicates the target idle rotation speed which is set based on the engine and engine oil temperature which changes over time as shown in the solid line work in FIG. 5, and 2 is on the dashed line Kl-.

The broken line H in FIG. 5 shows the range in which the rotational speed is regulated by the bimetal heated by the engine cooling water temperature which changes over time. That is, since the cooling water temperature rises faster than the engine oil temperature, the target idle speed regulated by the bimetal is set early in the low speed range. however,
Since the engine oil IM at the same time is lower than the cooling water temperature,
The amount of turns of the valve body rotated by the rotary magnet drive device a based on the oil temperature is smaller than the amount of rotation of the -bimetal, so the target idle rotation speed for one square body is as shown by the dashed-dotted line J. It is attempted to be set as shown. At this time, as shown in FIG.
Is it regulated by M2 and the target rotation speed? lj uncontrollable area occurs,
Appropriate rotation speed control may be possible and inexpensive.

It is an object of the present invention to solve such problems and to provide an idle system [91 The object of the present invention is to provide a number 41 control device.

The present invention connects the upstream side and downstream side of the intake throttle valve with 44i5
The JP body, which controls the amount of air passing through the bypass intake passage, is rotated by a rotary 'rhLa drive device so as to obtain a target idle speed according to the operating condition of the engine, and the valve body is rotated. The amount of movement is regulated within a predetermined area by a temperature-sensitive regulating means that operates according to the ambient temperature and the warm-up state of the engine, and the hottest part of the temperature-sensitive regulating means is heated by the engine cooling medium. The rotary electromagnetic drive device is configured to control the opening degree of the valve body by driving the rotary electromagnetic drive device to a target idle rotation speed corresponding to the temperature of the cooling medium that heats the temperature sensing part. An embodiment of the present invention will be described below with reference to the drawings.

FIG. 7 shows an electronic system including an idle speed control device according to the present invention. l] An example of a configuration of an II-controlled fuel injection engine is shown.
.

The engine body 1 is composed of a cylinder head 3 and a cylinder block 5. A combustion chamber 9 is formed by the cylinder head 3, the cylinder block 5, and the piston 7. The combustion chamber 9 is connected to the intake manifold 1 via an intake valve 11.
3 and is connected to the exhaust manifold 17 via the exhaust valve 15' - the intake manifold 1
A throttle body 19 is connected to the throttle body 3, and an air flow meter 21 is connected to the throttle body 19 so as to open the flow rate of air sucked in from the air filter 23. - A throttle valve 25 is disposed in the throttle body 19, and the upstream and downstream sides of the throttle valve 25 are connected by a bypass passage 27, and the amount of air passing through the bypass passage 27 is 12I.
Idle speed control 1 side 1 valve 29 installed in the circuit 27
From VC, depending on the coolant temperature, which is representative of the warm-up state of the engine.

adjusted. Further, 231 is a spark plug, 33 is an igniter and distributor that supply pressure to the spark plug 31, and VC35 is a fuel 1 vaginal injection valve.

Reference numeral 37 denotes an oil temperature sensor that detects the engine oil temperature which is the basis of the target idle rotation speed, and 39 denotes an idle switch that outputs an idle signal when the throttle valve is fully closed.

The control circuit 41 includes an electric signal (star/gin rotation speed signal) Sl flowing to the igniter's primary coil, an oil temperature signal S2 from the oil temperature sensor 37, an intake air amount signal S3 from the air flow meter 21, and an idle switch 39. An idle signal S4 is supplied, and four calculations are performed on each of these signals.

The ignition signal S5, the injection signal S6 and the valve body drive signal S1 are transmitted through one ignition relay 43. The fuel is supplied to the fuel injection relay 45 and the idle speed sub-side 1 valve 29.

As shown in FIG. 8, the control circuit 41 includes a central processing unit (CPU) 41a that controls various devices, and a read-only memory (ROM) 41a in which various numerical values and programs are stored in advance. Random access memory (RA) where numerical values and flags of calculation processes are written in the superelectric area.
M) 410, A/D converter (ADC) that converts analog input signals into digital signals; ) 41e - consists of a backup memory (BU-RAM) 411 which is supplied with power from an auxiliary power source and retains memory when the engine is stopped, and a bus line/41g to which each of these devices is connected.The programs described below are written in advance in the ROM 41b. In this embodiment, as will be described later, the target idle speed corresponding to the VC engine oil temperature,
The test for the difference between this rotation speed and the actual engine rotation speed is
1-T, etc. are stored in advance in the ROM 41b.

Details of the idle speed control valve 29 shown in FIG.
As shown in the figure. Longitudinal cross-sectional view of the valve 29, No. 10
The figure is a cross-sectional view taken along the line X-X, and the tal1 figure is the Xi in Figure 9.
It is an enlarged view of the stopper seen from the -Xi line. Reference numeral 50 has a body with a through hole 52 formed therein.
A valve body accommodating portion 54 is formed in the center of the accommodating portion 5.
4v- is provided with a rotary type valve body 56, which is rotatable by a rotary electromagnetic drive device (hereinafter referred to as a one-turn solenoid) 58.

The rotary solenoid 58 includes a case 60 made of a magnetic material attached to the body 50, and a yoke 6 made of a magnetic material provided inside the case 60 and having a through hole in the center.
4, a pair of coils 62a and 62b wound along the outer surface of the yoke 64, and a shaft 68 having a cylindrical permanent magnet 66 fixed at a position facing the yoke 64;
The torsion bar 7 has one end held in the rotary solenoid 58 via a holder 70 metal, and the other end fixed to the shaft 68.
2, and the valve body 56 is fixed to the shaft 68.

The temperature sensing regulating means 74 is connected to the bearing 7 via an intervening member 76t attached to the housing 75 fixed to the body 501C.
A stopper 78 is pivotally supported by a stopper 78 , and a temperature sensing portion whose inner end is fixed to the small diameter portion on the lower end side of the stopper 78 and whose outer end is fixed to a bottle 80 erected downward from the intervening member 76 . As shown in FIG. 11, a lever 56a formed on the VC-valve body 56 is located within the opening lower part 8a of the stopper 7B, and the operating amount of the valve body 56 is regulated by the stopper 78. It is now possible to do so. Note that the bearing 79 also has a function as a sealing material.

A coolant chamber 84 is formed between the housing 75 and the intervening member 76, into which an engine/engine coolant such as engine coolant or engine oil is introduced.

A bimetal 82 is accommodated in the cooling medium chamber 84 . and - this cooling medium chamber 84 t/C
An inlet passage 75a and an outlet passage 75b are provided to introduce a cooling medium. In this embodiment shown in FIG. 7, this coolant chamber 84 is connected to the engine oil circulation path, and is rotated according to the oil temperature of the bimetal 82f'i engine oil.

The idle speed control valve 29 configured as described above is driven as follows.

FIG. 12 is an explanatory diagram showing the operating principle of the permanent grinding stone 66 and the coils 62a, 62b. When a current of 115 mm is passed through the coils 62a and 62b in the direction of the arrow, a VC magnetic flux is generated as indicated by the dashed arrow, and a counterclockwise rotational force is generated in the bipolar magnetized permanent magnet 66. The tow lever 72 has a clockwise blade, and the forces between the two are balanced.) The permanent magnet 66 comes to rest at the GL transition point. If the current in the coils 62a-62b is increased, the counterclockwise force exerted by the permanent magnet h61'C increases, so that the permanent magnet (i61"l) further rotates counterclockwise and comes to rest. In this way, as shown in FIG. As shown, the rotation angle of the permanent magnet 66 changes according to the current flowing through the coils 62.a, 62bi/C.The rotation of the permanent magnet 66 causes the shaft 68 and the valve body 56 fixed thereto to rotate. Electrical fti passing through hole 52 is controlled.

+HII terminal 82a of bimetal 82 is bimetal/
The stopper 78 is rotated by rotating along the curve shown in FIG. 14, so the valve body 56 is rotated by the lever 56a .

On the other hand, since the lever 56a is positioned within the opening lower portion 8a of the stopper 78, the valve body 56 is
It is controlled by the angular position IqW and the IKiff passing through the coils 62a-62b to have a specific rotatable width for two specific bimetal temperatures, as shown in FIG.

In this way, the opening degree of the valve body 56 when starting the engine is determined by the fact that the bimetal 82 ensures an opening degree of more than a predetermined value.
Even if the battery pressure is low, the opening degree of the valve body is prevented from decreasing below a predetermined value, and low starting mJ can be prevented.

Also, if the engine is stopped, the bimetal 82
The deformation action causes the valve body 56 to open as the ambient temperature decreases, thereby preventing freezing of the valve body 56 at full H, which tends to occur in normally closed type valves. Even during hot idle, the rotation range of the rotary solenoid 58 of the valve body 56 due to the opening lower 8a of the stopper 78 is limited to 11 limits (0 to 2 in the above embodiment).
Even if a failure occurs in the coils 62a-62b and their communication means, the valve body 5
6 is never fully opened, and the engine speed is prevented from increasing more than necessary.

Next, the control procedure V of the idle speed control valve 29 will be described below, in which the rotary electromagnetic drive device is driven according to the engine oil temperature, and further engine oil is introduced to heat the bimetal.

FIG. 15 shows the main loop f7' which is flashed by the control circuit 41.
In step S1, the basic injection time is determined based on the intake air amount signal and the engine rotational speed signal, and the basic injection time is corrected according to the water temperature and the like. Then, step S
In step 2, idle rotation speed control processing is executed.

Figure 16 shows the entire procedure of the idle rotation speed control process,
First, in step Sll, the engine oil temperature is read based on the oil temperature signal S2 from the oil temperature sensor 37, and the engine rotational speed '5c is read based on the electrical signal S1 from the primary coil. Next, in step S12, the target idle speed NET' (i=table look-up is performed from the read-only memory 41b) based on the read oil temperature. Compare with target idle rotation speed NET.

If the current engine speed NEC is large, step S
Execute the steps 14 to S16 and check the current engine speed N.
If EEC is small, all steps 817 to S19 are executed.

In step S14, (current engine speed NEC-
Target idle speed N ET )' (calculate.

The difference ΔNE is determined, and in step S15, the tutee Dn'e stored in the read-only memory 41bvCW corresponding to ΔNE is read out based on the determined ΔNE. Then, in step 816.

(Duty I currently given to the rotary solenoid 58) cu - Readout duty DDI) k Calculate the output duty D of the one-rotation solenoid 58. U
T” is determined and output to the rotary solenoid 58.

On the other hand, in step 817, (target idle rotation speed NE
T-current engine speed NEC) is calculated to find the difference ΔNE, and in step S18, the duty DDI stored in the read-only memory 41b corresponding to ΔNE is calculated based on the calculated ΔNE. Then read it out. And-
In step 819, -(duty Dcu currently given to the rotary solenoid 58 + read duty Dnz) e is calculated to determine the output duty D, UT k to the rotary solenoid 58.
Output to.

When a nox signal of a predetermined duty is supplied to the rotary solenoid 58, the shaft 6 of the rotary solenoid 58
B is the valve body 567111 when the VC is rotated as shown in Fig. 13.
- Attempt to move at the same time by stroking the desired position.

The desired opening degree of the valve body 56 is as shown in FIG.

Within the allowable range determined by the current temperature of bimetal 82v
c 6, the valve body 56 (ll) can be rotated to that position.

In this way, in the above embodiment, the I metal 132' is heated by the engine oil, and the target idle rotation speed is set according to the temperature of the engine oil, and the detected oil temperature is set. Based on this, the target idle speed is looked up and the rotary electromagnetic drive device is driven, thereby controlling the valve body opening degree of the idle speed control valve to 1IIIJH.
I try to do that.

Contrary to the above embodiment, the bimetal 82 is heated at the engine coolant temperature, and the target idle speed is set in accordance with the engine coolant temperature.

The rotary electromagnetic drive device W may be driven by looking up the target idle rotation speed based on the detected cooling water temperature.

The case where the bimetal 82 is provided in the cooling medium chamber 84 has been described above, but as shown in FIGS. 17 and 18, the cooling medium chamber 84 may be provided adjacent to the chamber in which the bimetal 82 is accommodated. You can also do this.

The cylindrical part of the housing 75 of the VC1 temperature-sensitive regulating means 74 (see FIGS. 17 and 18) is hollow (enclosed by -90 and the cover 90), so the gap between the housing 75 and the housing 75 is filled with engine cooling water or A coolant chamber 84 is formed into which a coolant such as engine oil is introduced. The nose ring 75 and the cup <-90 are fixed via a sealing material 101t. The cup-90 is equipped with an inlet passage 90a and an outlet passage 90b for introducing a cooling medium.
Ru. and.

A heat insulating material 92 is attached to the outer peripheral wall of the cover 90.

In this embodiment, the heat insulating material 92 prevents the bimetal temperature from decreasing while the engine is running, and also keeps the bimetal temperature warm after the engine is stopped, so that the idle speed when the engine is restarted is set to the maximum temperature when the engine is warmed up. It can be set to an appropriate value that is compatible with both.

In the above example, we have explained the case where a bimetal is conveniently used as the temperature-sensing part of the temperature-sensing regulating means, but it is of course possible to use thermowax. The stopper may be driven in accordance with the melting of the wax.

As explained above, according to the present invention, the target idle rotation speed is looked up based on the temperature of the engine cooling medium that heats the temperature sensing part of the temperature sensing regulating means, and thereby the single rotation type electromagnetic drive device is Since the opening degree of the valve body is controlled @1 by driving, in the rotary type 1, the valve opening position of the valve body by the magnetic drive device is always within the regulated area of the temperature-sensitive regulating means.
The idle speed of the engine can be appropriately set according to the warm-up state of the engine.

[Brief explanation of the drawing]

Figure 1 is a graph showing the relationship between bimetal temperature and valve opening - Figure 2 is a graph showing the relationship between engine water temperature and target idle speed - Figure 3 is engine cooling during vehicle running and warm-up A diagram showing the changes in water temperature and bimetallic temperature,!
Figure 4 is a diagram showing the decline characteristics of engine water temperature and bimetal temperature after the engine has stopped, Figure 5 is a diagram showing changes in engine cooling water temperature and engine oil temperature during warm-up, and Figure 6 is a diagram showing changes in engine oil temperature depending on engine oil temperature. the target idle speed to be redundant;
A graph showing the upper limit and lower limit of the target idle speed regulated by the bimetal heated by the engine cooling water temperature. FIG. 7 is a configuration diagram showing one embodiment of the idle speed control device according to the present invention. - Fig. 8 is a block diagram showing a detailed example of the control circuit, and Fig. 9 is a vertical cross-sectional view showing an example of the idle speed control valve shown in Fig. 7.
- An X-ray sectional view, and Fig. 11 is an enlarged view of the stop valve seen from the XJ-M line. - Fig. 12 is a schematic diagram showing the entire operation of the coil and magnet. Graph showing the relationship, FIG. 14 is a graph showing the relationship between bimetal temperature and bimetal rotation angle, FIG. 15 is a flowchart showing the main routine, FIG. 16 is a flowchart showing an example of a procedure for idle speed control, and FIG. This figure is a longitudinal cross-sectional view showing another example of the idle rotation e control valve shown in FIG. 7, and FIG. 18 is a cross-sectional view of the same as shown in FIG. 29...A.1 dollar cycle control box-41...Control circuit-56...Valve body, 5B...Rotary electromagnetic drive device. 74...Temperature sensitive Gensen 10th dan, 82...Bar 1 Mekuru. 84...? i) Disposal media room. Agent Tatsuyuki Unuma (and 1 other person) Figure 1 Noguinotaruchi 1J Shun (6C) Figure 2 Figure 3 Time 8n - Figure 4 Figure 5 88- Figure 6 Station - Figure 9 Fig. 10 2 Plan 12 Fig. 13 To Fig. 14 °4 metal change (0c) Fig. 15 517 Fig. 17 Short circle r-・1 2

Claims (1)

[Scope of Claims] (1) A valve body that controls the amount of air passing through a bypass intake passage that connects the upstream and downstream sides of an intake throttle valve. Is the valve body ′ so that the target idle speed corresponding to the continuous rotation state of the engine can be obtained? f: Rotary electromagnetic drive device 2 to be driven 2 The amount of operation of the valve body by the one-rotation electromagnetic drive device having a temperature-sensing section that operates according to the ambient temperature and warm-up state of the engine is expressed as the operation amount of the temperature-sensing section - Temperature-sensitive regulation means that regulates within a constant t'tr range according to. and an idle rotation speed control valve having a coolant chamber provided so that a coolant for cooling a fixed part of the engine is guided and at least a temperature sensing part of the temperature sensing regulating means is heated; Temperature detection means for detecting the temperature of the cooling medium ηφ flowing into the chamber and outputting a temperature number corresponding to the detected temperature; and (1) storing information related to the N standard idle rotation speed corresponding to the temperature of the cooling medium. It is characterized by comprising a self-storage means and a drive signal generation means for reading out the information from the storage means based on the temperature information and supplying the drive signal with a drive signal according to the read information. (2. The idle speed control device according to claim 1, wherein the temperature sensing section is disposed within the cooling medium chamber. (3) In the device described in claim 1 VC,
An idle rotation speed control device characterized in that the cooling medium chamber is provided adjacent to a chamber in which the temperature sensing section is accommodated. (4) Scope of Claim H An idle speed control device characterized in that information is stored in correspondence with engine cooling water temperature. 1(5) The apparatus according to any one of claims 1 to 3, wherein engine oil is introduced into the cooling medium chamber, and information related to the target idle rotation speed is stored in the storage means. , an idle rotation speed control device characterized in that it is stored in correspondence with the oil temperature of engine oil.