JPH02286863A - Auxiliary air control device - Google Patents

Abstract

PURPOSE:To make the whole device compact and light by arranging an axis of a thermosensitive valve and an axis of an electronic control valve at torstion positions at right angle, respectively, and by sharing an outlet to respective by-pass passages, and by providing them with inlets separately. CONSTITUTION:In an auxiliary air control valve 1, a solenoid type electronic control valve 2 and a wax type thermosensitive valve 3 are integrated with a common valve body 4. The electronic control valve 2 and the thermosensitive valve 3 are arranged at the torsion positions which are at a right angle to the axes 2a, 3a, respectively. An intake port is made common to first and second by-pass passages, and made exhaust ports are provided therefore separately. Consequently, the whole device is made compact and light, the assembling time is reduced so as to reduce the manufacturing cost.

Description

[Detailed Description of the Invention] [Objective of the Invention] <Industrial Application Field> The present invention is directed to adjusting the flow rate of intake air by appropriately opening and closing a bypass passage connecting the upstream side and the downstream side of the throttle valve of the intake passage. The present invention relates to an auxiliary air control valve that controls the engine speed depending on the operating situation by adjusting it.

<Prior Art> Conventionally, engine idle control using an electronically controlled fuel injection device adjusts the idle rotation speed by individually controlling the communication state of each of multiple bypass passages according to the engine operating conditions. The usual method is to maintain it. In this case, there is an air valve that functions as a fast idle groove that supplies a large amount of air (tU) that bypasses the throttle valve in the closed state to increase the engine speed during warm-up, and an air valve that opens according to the control current from the control unit. Generally, an electronic control valve is used in conjunction with the throttle valve to control the flow rate of air by changing the air flow rate and bi-norming the throttle valve. However, if two valves are used in combination, the configuration of the bino-bass passage becomes complicated, and the intake air There was a problem in that the entire system became larger and more complex.

Further, since the electromagnetic valve used in the electronic control valve has a large number of parts, the number of assembly steps is large, and the manufacturing cost is high. Moreover, if the coil spring that biases the valve body is placed in the air passage, the flow resistance increases, and if the valve body and lift amount are increased to ensure the desired air flow rate, the solenoid becomes larger and the electromagnetic attraction force increases. There was a problem in that the valve as a whole became larger and more expensive. Furthermore, wax-type temperature-sensitive valves used in air valves usually have a large lift amount because they use a conical valve body, and the wax itself needs to be large, making it difficult to downsize.

For example, Japanese Utility Model Application Publication No. 60-114259 J" discloses an air flow control valve that integrates a temperature-sensitive valve and a solenoid valve while sharing a bypass passage. However, this air flow control valve However, the conventional temperature-sensitive valve and the electromagnetic valve are simply arranged in parallel, and the flow resistance of the bypass passage is large, making it difficult to downsize the entire device.

<Problems to be Solved by the Invention> Therefore, an object of the present invention is to share a bypass passage to reduce the flow resistance without impairing the required performance of the temperature-sensitive valve and the electronic control valve. It is an object of the present invention to provide an auxiliary air control valve that can reduce the size and weight of the entire device and reduce manufacturing costs by integrating the device.

[Structure of the Invention] Means for Solving the Problems -1- According to the present invention, the first bypass passage connecting the throttle valve-1 upstream side and the downstream side of the intake passage is connected to the engine. an electronically controlled valve that opens and closes according to operating conditions, and a second valve that connects the throttle valve of the intake passage with the upstream side and the downstream side.
An auxiliary air control valve that integrates a temperature-sensitive valve that opens and closes a bypass passage in response to engine cooling water temperature, the auxiliary air control valve having a twisted position where the axis of the temperature-sensitive valve and the axis of the electronic control valve are perpendicular to each other. This is achieved by providing an auxiliary air control valve which is located in the auxiliary air control valve and is characterized in that the first bypass passage and the second bypass passage share an outlet and have separate inlets.

In this way, the configuration of the shared first and second bypass passages can be simplified, thereby reducing the flow resistance and downsizing the entire device.

<Embodiments> Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

As shown in FIG. 1, the auxiliary air control valve 1 according to the present invention has a solenoid-type electronic control valve 2 and a wax-type temperature-sensitive valve 3 integrated into a common valve body 4. The electronic control valve 2 and the temperature-sensitive valve 3 are arranged so that their axes 2a13a do not intersect and are in a non-inverted twisted position at an angle of 90 degrees with each other. Valve body 4 has mounting holes 5.6
It is fixed to the main body (not shown) by bolts etc. that are inserted into the main body.

As clearly shown in FIG. 2, one side 4a of the valve body 4 has a first intake port 7 connected to the downstream side of the throttle valve in the intake passage, and a first intake port 7 connected to the downstream side of the throttle valve in the intake passage. A discharge port 8 connected to the side is opened adjacent to the upper and lower positions.

The first suction port 7 communicates with a chamber 10 defined in the lower part of the valve body 4 via a transverse passage 9 disposed within the valve body 4 . The discharge port 8 is defined in the -L direction of the chamber 10 via a horizontal passage 11 that is generally parallel to the axis 3a of the temperature-sensitive valve 3, and is communicated with and cut off from the chamber 10 by the opening and closing operations of the electronic control valve 2. 12
is connected to. In this way, a first bypass passage is formed from the first suction boat 7 through the passage 9, the chamber 10.12 and the horizontal passages 1, 1 to the discharge port 8.

As shown in FIG. 3, the valve body 4 is provided with a chamber 13 that opens on the same side surface 4a as the first suction port 7 and the discharge boat 8, and is formed into a bottomed cylinder so as to close the inside of the chamber 13. A shaped cap 14 is screwed on. A second suction boat 15 having a relatively large diameter is provided at the center of the bottom surface of the cap 14 to be connected to the intake passage on the flow side of the throttle valve. The chamber 13 communicates with the water passage 11 via the communication passage 16 provided inside the valve body 4. In this way, the water flows from the second suction port 15 to the chamber 13, the communication passage 16, and the horizontal passage 11.
A second bypass passage is formed through which the common discharge boat 8 is reached. Note that the diameter of the discharge port 8 and the horizontal passage 11 common to the first and second bypass passages is the same as that of the first bypass passage.
, the second suction boat 7.15 and the passage 9 are formed larger.

In the electronic control valve 2, a casing 21 made of a magnetic material is integrally connected to the - end of the valve body 4 by caulking its lower end 21a. A fixed iron core 22 is provided at the center inside the casing 21 to protrude downward, and a bobbin 24 having a solenoid 23 wound thereon is fitted around the outer periphery of the fixed iron core 22 . An end plate 25 is arranged below the bobbin 24. Immediately below the fixed core 22, a movable core 26 has a truncated conical tip of the fixed core 22 partially inserted into a complementary conical hole 27 formed at the upper end of the movable core 26, and an end plate. 25 and is disposed concentrically so as to be movable along the axial direction.

The outside of the solenoid 23 is covered with a resin cover 28,
A connector 29 integrally molded with the resin cover 28 is provided to protrude laterally from between the casing 21 and the valve body 4. By forming the connector 29 in this manner, the number of parts can be reduced and the overall length of the electronic control valve 2 can be shortened. The solenoid 23 is connected to the connector 2
It is electrically connected to a control unit (not shown) via a terminal 30 embedded in 9 .

A valve body 31 is integrally coupled to the movable core 26 as will be described in detail below. As shown in FIG. 2, the movable core 26 and the valve body 31 are placed one on top of the other in the axial direction, with two intermediate members 32 and 33 in between, and the sleeve 34 is located at their center. A valve shaft 35 passes through the valve shaft 35 in a downward direction. The valve shaft 35 is integrally connected to the valve body 31 by screwing a threaded enlarged diameter portion 36 formed in the center into a screw hole 37 of the valve body 31 from below, and is held in a predetermined position by a locking nut 38. Fixed. A nut 39 is screwed onto the upper end of the valve shaft 35 that protrudes into the conical hole 27 of the movable core 26, and is tightened vertically to connect the movable core 26 and the valve body 31.
It is integrated with.

This nut 39 functions as a stopper whose upper end abuts against the lower end of the fixed core 22 when the solenoid 23 is energized to drive the movable core 26, thereby limiting the lift. This eliminates the need to separately provide an independent stopper.
The number of parts can be reduced and the length of the electronic control valve 2 in the axial direction can be shortened.

The valve body 31 has a generally cylindrical shape and is formed so that its lower part expands downward into an umbrella shape to increase the outer diameter of its lower surface 40. A ring-shaped valve seat 41 having a relatively large inner diameter corresponding to the lower surface 40 of the valve body is fixed to the bottom of the chamber 12 . An annular projection 42 is formed at one end of the valve seat 41 so that the valve face formed on the peripheral edge of the lower surface 40 of the valve body comes into airtight contact. By increasing the diameter of the gap opened and closed by the so-called flat type valve body 31 in this manner, the lift amount of the valve body 31 can be reduced and the opening area can be increased.

Therefore, the valve body 31 itself can be made relatively small, and the electromagnetic attraction force that drives it can be made small (because it is possible to make the solenoid 23 smaller).

The valve shaft 35 extends downward from the valve body 31 and connects to the chamber 10.
The plug 43 is inserted into the plug 43 which is screwed onto the valve body 4 so as to hermetically close the chamber 10 . A return spring 44 made of a compression coil spring is supported inside the plug 43, and urges the valve body 31 downward, that is, in the valve closing direction, via a retainer 45 attached to the lower end of the valve shaft 35. In this manner, the return spring 44 biases the valve body 31 to close from the lower end side of the valve shaft 35, thereby further improving the airtightness between the valve body 3 and the valve seat 41.

Furthermore, between the end play 1/25 and the part Jr) 146 fixed in the valve body 4, and between the member 47 disposed on the lower side of the member and the step part 48 of the valve body 4,
The outer peripheral edges of disk-shaped leaf springs 49 and 50 are respectively clamped. The inner peripheral edge of each leaf spring 49, 50 is held between the movable iron core 26 and the - side intermediate member 32, and between the lower intermediate portion 33 and the valve body 31, respectively. The leaf springs 49 and 50 curve downward in the closed valve position shown in FIG. 1 to bias the valve body 31 in the valve opening direction, and in the full lift open position shown in FIG. They are arranged in a natural state. By arranging the plate springs 49, 50 as close as possible to the valve body 31 in this way, the balance of the valve body 31 is maintained well.

In addition, by having only one coil spring that energizes the valve body 31, the overall length of the electronic control valve is shorter than that of the conventional valve, and by arranging the coil spring inside the plug 43 outside the bypass passage, air can be The flow resistance can be reduced. Furthermore, the upper part of the chamber 12 is hermetically sealed by a diaphragm 51 whose inner peripheral edge is sandwiched between the side and lower middle parts 32 and 33 and whose outer peripheral edge is sandwiched between the upper and lower middle parts 446 and 47. This diaphragm 51 is for canceling negative pressure, and balances the force so that the axial position of the valve body 31 is not affected by the force due to the pressure difference on the downstream side of the valve body 311.

The temperature sensitive valve 3 is connected to the chamber 1 as best shown in FIG.
A temperature sensing portion 53 is hermetically screwed onto a collar 52 protruding into the valve body 3 from the outside of the valve body 4. The temperature sensing section 53 has a well-known structure in which wax pellets 55 are enclosed in a container 54 with good thermal conductivity. That is, the temperature sensing portion 53 moves the diaphragm 56 in response to the expansion and contraction of the wax pellet 55.
, the piston rod 60 is slid in the axial direction via the silicone oil 57, the piston rubber 58, and the plate 59, and is arranged to be able to move in and out of the chamber 13 from the inner end surface of the temperature sensing portion 53.

A casing 61 is liquid-tightly fixed to the valve body side surface 4b by machine screws 62 on the outside of the temperature sensing section 53.

A cooling water passage 63 is defined inside the casing 61,
Cooling water supplied from an engine cooling device (not shown) flows from the inlet pipe 64 through the coolant passage 63 to the outlet pipe 65.

A valve body 66 accommodated in the chamber 13 so as to be movable along the axial direction is in contact with the tip of the piston rod 60 . The valve body 66 has an outer cylindrical portion 67 that is slidably fitted to the outer periphery of the collar 52 along the axial direction. A bottomed inner cylindrical member 68 is fitted inside the outer cylindrical portion 67 so as to be slidable along the axial direction. By connecting rods 73 that pass through a temporary 70 that engages with a step 69 formed on the inner peripheral surface of the outer cylindrical portion 67 and the bottom surface of the inner cylindrical portion 68, and are prevented from being removed by flanges 71 and 72, respectively. , the outer cylindrical portion 67 and the inner cylindrical portion 68 are integrated so as to be relatively movable in the axial direction.

A valve member 74 is integrally coupled to the inner cylindrical portion 68 by being screwed onto the inner peripheral portion thereof. An end surface 75 of the valve member 74 airtightly abuts a valve seat 76 formed by the inner peripheral edge of the second suction port 15 as an annular valve face. By increasing the diameter of the gap opened and closed by the flat type valve body 66 in this way, the lift amount of the valve body 66 can be reduced and the opening area can be increased. can be downsized.

A compression coil spring 77 is supported inside the inner cylindrical member 68 and biases the valve member 74, which is integral with the inner cylindrical member 68, in the valve closing direction with respect to the connecting rod 73. Further, another compression coil spring 78 whose one end is supported by the cap 14 is fitted on the outside of the outer cylindrical portion) rA67, and the valve body 6
The entire valve 6 is biased in the valve opening direction.

Next, the operating procedure of the auxiliary air control valve 1 according to the present invention described above will be explained.

When the engine is cold immediately after starting, the temperature-sensitive valve 3 operates as a fast idle valve. That is, since the temperature of the cooling water flowing through the cooling water passage 63 is low, the wax pellets 55 are contracted. Therefore, the valve body 66 is connected to the compression coil spring 7.
8, the second suction port 15 is opened to the right in the figure. Therefore, since the second bypass passage is in communication, a large amount of bypassed air flows from the throttle valve-[1 flow side of the intake passage to the downstream side of the throttle, and the engine rotation becomes high and a fast idle state occurs.

As the engine warms up, the cooling water temperature rises by -1 and the wax pellets 55 expand, the piston rod 60 is pushed out and the valve body 66 is moved to the left in the figure against the biasing force of the compression coil spring 78. let Since the gap between the valve portion 74 and the valve seat 76 gradually narrows, the amount of air passing through the second bypass passage gradually decreases, and the engine rotation decreases. When the engine has warmed up, wax pellets 55
is fully expanded, the piston rod 60 is pushed out to the outermost position, the end surface 75 of the valve member 74 airtightly contacts the valve seat 76, and the second suction port 15 is closed. As a result, the second bypass passage is blocked and the engine returns to normal idle rotation.

The electronic control valve 2 is used, for example, as a dash board 1 function to temporarily increase air when a throttle valve is suddenly closed, or to increase idle when a compressor of an air conditioner is operated.

The electronic control valve 2 is normally open, but when the control unit detects an engine brake state where the engine speed is high and the throttle valve is closed, the control unit energizes the solenoid 23 and closes the valve against the biasing force of the return spring 44. Move the body 31 in one direction. Connect the valve body 31 to the solenoid 23
The opening area is adjusted by changing the electromagnetic attraction force depending on the magnitude of the current applied to the opening area, and displacing the opening area in the axial direction to a position where it balances with the return spring 44.

As a result, the first bypass passage communicates, and the air introduced from the upstream side of the throttle valve in the intake passage through the first intake port 7 is supplied to the downstream side of the throttle via the discharge boat 8, so that the engine speed increases. The engine speed is gradually returned to the idle operating state, thereby preventing a sudden stop of the engine and a sudden -L rise in the intake negative pressure. Further, the engine speed can be appropriately adjusted by energizing the solenoid 23 not only during deceleration but also in accordance with the operating state of the engine, adjusting the amount of intake air to be bypassed. For example, immediately after the engine is started or when the engine is cold, idling operation can be stabilized by increasing the amount of intake air that is bypassed in cooperation with the temperature-sensitive valve 3.

Moreover, the present invention can be implemented by adding various modifications and changes to the embodiment described in (1) within its technical scope. For example, the first and second bypass passages may have a common suction port and separate discharge ports.

[Effects of the Invention] As described above, according to the present invention, the temperature-sensitive valve and the electronic control valve are each miniaturized, and are integrated by arranging them in twisted positions, thereby simplifying the configuration of each bypass passage. By reducing the flow resistance, the entire device can be made smaller and lighter, and by reducing the number of parts for each valve and increasing the number of screw-type joints, assembly man-hours can be reduced, and manufacturing costs can be reduced. It is possible to reduce the

[Brief explanation of the drawing]

FIG. 1 is a partial cross-sectional view of an auxiliary air control valve according to the present invention. FIG. 2 is a longitudinal sectional view taken along the line ■--■ in FIG. 1. FIG. 3 is a longitudinal sectional view taken along the line ■-■ in FIG. 1. 1... Auxiliary air control valve 2... Electronic control valve 3...
Temperature sensitive valve 2a, 3a... Axis 4... Valve body 8... Discharge port 10... Chamber 12.13... Char 16... Communication passage 7... First suction port 9. ...Horizontal passage 11...Passage member 15...Second suction port Patent applicant Hon In Giken T Gyo Co., Ltd.
Attorney and patent attorney Yo Oshima “゛n

Claims (3)

[Claims] (1) An electronic control valve that opens and closes a first bypass passage that connects the upstream and downstream sides of the throttle valve in the intake passage in response to engine operating conditions, and a first bypass passage that connects the upstream and downstream sides of the throttle valve in the intake passage. 2. An auxiliary air control valve that integrates a temperature-sensitive valve that opens and closes a bypass passage in response to engine cooling water temperature, the axis of the temperature-sensitive valve and the axis of the electronic control valve being at right angles to each other. 1. An auxiliary air control valve located at a position where said first bypass passage and said second bypass passage share an outlet and have separate inlets. (2) an electronically controlled valve that opens and closes a first bypass passage that connects the upstream and downstream sides of the throttle valve in the intake passage in response to engine operating conditions; and a first bypass passage that connects the upstream and downstream sides of the throttle valve in the intake passage. 2. An auxiliary air control valve that integrates a temperature-sensitive valve that opens and closes a bypass passage in response to engine cooling water temperature, the axis of the temperature-sensitive valve and the axis of the electronic control valve being at right angles to each other. 1. An auxiliary air control valve located at a location where said first bypass passage and said second bypass passage share an inlet and have separate outlets. (3) The auxiliary device according to claim 1 or 2, characterized in that there is one compression coil spring that biases the valve body of the electronic control valve in the valve-closing direction or the valve-opening direction. Air control valve.