JPH0455256Y2 - - Google Patents
Info
- Publication number
- JPH0455256Y2 JPH0455256Y2 JP7656887U JP7656887U JPH0455256Y2 JP H0455256 Y2 JPH0455256 Y2 JP H0455256Y2 JP 7656887 U JP7656887 U JP 7656887U JP 7656887 U JP7656887 U JP 7656887U JP H0455256 Y2 JPH0455256 Y2 JP H0455256Y2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- solenoid valve
- way solenoid
- negative pressure
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000012530 fluid Substances 0.000 claims description 13
- 239000000446 fuel Substances 0.000 description 16
- 238000002347 injection Methods 0.000 description 8
- 239000007924 injection Substances 0.000 description 8
- 230000000694 effects Effects 0.000 description 4
- 230000007257 malfunction Effects 0.000 description 3
- 239000000498 cooling water Substances 0.000 description 2
- 230000002452 interceptive effect Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
Landscapes
- Magnetically Actuated Valves (AREA)
- Fuel-Injection Apparatus (AREA)
Description
【考案の詳細な説明】
（産業上の利用分野）
本考案は負圧通路に介設した三方ソレノイドバ
ルブを制御するエンジンの負圧通路制御装置に関
するものである。[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a negative pressure passage control device for an engine that controls a three-way solenoid valve installed in the negative pressure passage.
（従来技術）
従来から、エンジンの様々な制御を圧力応動部
材を用いて行なうようにした装置は種々知られて
おり、また上記圧力応動部材に対し、吸気通路に
生じる負圧による第１圧力流体を伝達する負圧通
路に三方ソレノイドバルブを介設し、特定運転時
に上記第１圧力流体とは特性の異なる第２圧力流
体を上記圧力応動部材に伝えるように三方ソレノ
イドバルブを作動するようにしたものである。例
えば特開昭59−96439号公報に示された装置では、
燃料噴射弁の燃料噴射圧力を調節するプレツシヤ
レギユレータに対して吸気通路内の負圧を伝達す
る負圧通路に三方ソレノイドバルブを設けてい
る。そして、通常時はプレツシヤレギユレータに
上記負圧を伝達することにより、燃料圧力を上記
負圧との圧力差が一定となるように調整する一
方、エンジン始動時において冷却水等の温度が高
い場合には、ベーパの発生による始動性の低下を
防止するため、大気をプレツシヤレギユレータに
導く状態に上記三方ソレノイドバルブを作動させ
ることにより、燃料噴射圧力を高めるようにして
いる。(Prior Art) Various devices have been known in the past that use pressure-responsive members to perform various controls on engines. A three-way solenoid valve is interposed in the negative pressure passage that transmits the pressure, and the three-way solenoid valve is operated to transmit a second pressure fluid having characteristics different from those of the first pressure fluid to the pressure responsive member during a specific operation. It is something. For example, in the device shown in Japanese Patent Application Laid-open No. 59-96439,
A three-way solenoid valve is provided in a negative pressure passage that transmits negative pressure in the intake passage to a pressure regulator that adjusts the fuel injection pressure of the fuel injection valve. Under normal conditions, by transmitting the above negative pressure to the pressure regulator, the fuel pressure is adjusted so that the pressure difference with the above negative pressure is constant, while at the same time, the temperature of the cooling water etc. If the fuel injection pressure is high, the three-way solenoid valve is operated to introduce atmospheric air to the pressure regulator, thereby increasing the fuel injection pressure, in order to prevent a decline in starting performance due to the generation of vapor. .
ところで、この種の装置では、エンジン作動時
の環境等によつては上記三方ソレノイドバルブが
長時間切替作動されない場合があり、例えば上記
公報に示された装置によると、熱間始動時以外は
三方ソレノイドバルブが大気導入状態に作動され
ず、負圧導入状態のまま長時間保持されることと
なる。このため、三方ソレノイドバルブの弁体が
弁座等に固着し易くなり、その後に三方ソレノイ
ドバルブを切替作動すべき条件となつたときに、
作動不良を起こすおそれがあつた。 By the way, in this type of device, depending on the environment during engine operation, the three-way solenoid valve may not be switched for a long time. The solenoid valve is not operated to introduce atmospheric air, and remains in the negative pressure introduction state for a long time. For this reason, the valve element of the three-way solenoid valve tends to stick to the valve seat, etc., and when the condition for switching the three-way solenoid valve is subsequently reached,
There was a risk of malfunction.
（考案の目的）
本考案は上記の事情に鑑み、圧力応動部材によ
るエンジン制御には支障をきたさないようにしつ
つ、三方ソレノイドバルブの固着による作動不良
を防止することができるエンジンの負圧通路制御
装置を提供するものである。(Purpose of the invention) In view of the above circumstances, the present invention provides negative pressure passage control for an engine that prevents malfunctions due to sticking of the three-way solenoid valve while not interfering with engine control by pressure-responsive members. It provides equipment.
（考案の構成）
本考案は、吸気通路に生じる負圧による第１圧
力流体を圧力応動部材に伝達する負圧通路に三方
ソレノイドバルブを介設し、特定運転時に上記第
１圧力液体とは特性の異なる第２圧力流体を上記
圧力応動部材に伝えるように上記三方ソレノイド
バルブを作動するエンジンの負圧通路制御装置に
おいて、上記特定運転時以外に上記両圧力流体の
圧力が近接する条件下で上記第２圧力流体を上記
圧力応動部材に伝える状態に上記三方ソレノイド
バルブを作動させる作動手段を設けたものであ
る。(Structure of the invention) The present invention has a three-way solenoid valve interposed in the negative pressure passage that transmits the first pressure fluid caused by the negative pressure generated in the intake passage to the pressure responsive member, and the first pressure fluid has a characteristic during a specific operation. In the negative pressure passage control device for an engine that operates the three-way solenoid valve so as to transmit second pressure fluids having different pressures to the pressure responsive member, the pressure of the two pressure fluids is close to each other other than during the specific operation. An operating means is provided for operating the three-way solenoid valve to transmit a second pressure fluid to the pressure responsive member.
この構成により、圧力応動部材の制御には影響
を及ぼさない範囲で三方ソレノイドバルブの作動
の機会が増加される。 With this configuration, the opportunities for operation of the three-way solenoid valve are increased without affecting the control of the pressure-responsive member.
（実施例）
第１図は本考案の一実施例を示し、この図にお
いて、１はエンジン本体、２は吸気通路、３は排
気通路であり、上記吸気通路２には、上流側から
順にエアクリーナ４、エアフローメータ５、スロ
ツトル弁６および燃料噴射弁７が配設されてい
る。(Embodiment) Fig. 1 shows an embodiment of the present invention. In this figure, 1 is an engine body, 2 is an intake passage, and 3 is an exhaust passage. 4, an air flow meter 5, a throttle valve 6, and a fuel injection valve 7 are provided.
上記燃料噴射弁７には、燃料ポンプ８から圧送
される燃料を供給する燃料供給通路９と、余剰燃
料を燃料タンク（図示せず）に戻すリターン通路
１０とが、デイストリビユーシヨンパイプ１１を
介して接続されている。そして当実施例では、圧
力応動部材として、上記リターン通路１０にプレ
ツシヤレギユレータ１２が設けられ、このプレツ
シヤレギユレータ１２に、スロツトル弁６下流の
吸気通路２から負圧を導く負圧通路１３が接続さ
れている。上記プレツシヤレギユレータ１２は、
燃料圧力と上記負圧通路１３より導入される圧力
との差圧に応じてリターン通路１０の燃料流量を
調節することにより、上記差圧を一定に保つよう
になつており、その構造は従来から知られている
ため、詳しい図示および説明は省略する。 The fuel injection valve 7 has a fuel supply passage 9 that supplies fuel pressure-fed from the fuel pump 8, and a return passage 10 that returns surplus fuel to a fuel tank (not shown). connected via. In this embodiment, a pressure regulator 12 is provided in the return passage 10 as a pressure responsive member, and negative pressure is introduced into the pressure regulator 12 from the intake passage 2 downstream of the throttle valve 6. A negative pressure passage 13 is connected. The pressure regulator 12 is
By adjusting the fuel flow rate in the return passage 10 according to the differential pressure between the fuel pressure and the pressure introduced from the negative pressure passage 13, the differential pressure is kept constant, and its structure is conventional. Since this is well known, detailed illustrations and explanations will be omitted.
上記負圧通路１３には三方ソレノイドバルブ１
４が介設されている。この三方ソレノイドバルブ
１４は、吸気通路２内の負圧と第２圧力流体とし
ての大気とを選択的に上記プレツシヤレギユレー
タ１２に導くもので、例えばOFFのときには負
圧を導き、ONとなつたときには負圧を遮断して
大気を導くようになつている。 A three-way solenoid valve 1 is provided in the negative pressure passage 13.
4 is interposed. This three-way solenoid valve 14 selectively guides the negative pressure in the intake passage 2 and the atmosphere as the second pressure fluid to the pressure regulator 12. For example, when it is OFF, it guides negative pressure and when it is ON. When this happens, the negative pressure is cut off and the atmosphere is introduced.
また、１５はコントロールユニツト（ECU）
であつて、エアフローメータ５からの信号やその
他の各種センサ、スイツチからの信号１６および
バツテリ電圧１７を受け、上記燃料噴射弁７を制
御するとともに、三方ソレノイドバルブ１４を制
御している。とくに三方ソレノイドバルブ１４に
対し、特定運転時（当実施例では熱間始動時）に
上記バルブ１４を大気導入状態に作動するほか
に、特定運転時以外でもスロツトル弁６下流の圧
力が大気圧に近接する条件下で上記バルブ１４を
大気導入状態とする作動手段１８を含んでいる。 Also, 15 is the control unit (ECU)
It receives signals from the air flow meter 5, various other sensors, signals 16 from switches, and battery voltage 17 to control the fuel injection valve 7 and the three-way solenoid valve 14. In particular, with respect to the three-way solenoid valve 14, in addition to operating the valve 14 to introduce atmospheric air during a specific operation (during a hot start in this embodiment), the pressure downstream of the throttle valve 6 is brought to atmospheric pressure even during non-specific operations. It includes actuating means 18 for bringing said valve 14 into an atmospheric condition under approximating conditions.
第２図は上記三方ソレノイドバルブ１４の制御
のフローチヤートである。この制御はイグニツシ
ヨンスイツチのONによりスタートし、まずステ
ツプS1で三方ソレノイドバルブ１４をON（大気
導入状態）とし、ステツプS2でタイマーTiに10
〜20msec程度の短い時間Ａをセツトする。そし
てタイマーTiをデイクリメントしてこれが０と
なるまで待ち（ステツプS3，S4）、それからステ
ツプS5で三方ソレノイドバルブ１４をOFF（負圧
導入状態）とする。 FIG. 2 is a flow chart of the control of the three-way solenoid valve 14. This control starts when the ignition switch is turned on, first, in step S1 , the three-way solenoid valve 14 is turned on (atmosphere introduction state), and in step S2 , the timer Ti is set to 10.
Set a short time A of ~20 msec. Then, the timer Ti is decremented and waited until it becomes 0 (steps S 3 and S 4 ), and then, in step S 5 , the three-way solenoid valve 14 is turned off (negative pressure introduction state).
次にステツプS6で三方ソレノイドバルブON条
件成立か否かを判定する。この判定は熱間始動時
かどうかを調べるもので、例えば冷却水温度が所
定値以上、吸気温度が所定値以上、エンジン回転
数が所定値以下、スロツトル開度が所定値以下、
エンジン始動後所定時間以内という各条件がずべ
て成立したときにYES、それ以外はONと判定す
る。この判定がYESのときは三方ソレノイドバ
ルブ１４をON、判定がNOのときは上記バルブ
１４をOFFとする（ステツプS7，S8）。 Next, in step S6 , it is determined whether the three-way solenoid valve ON condition is met. This determination is to check whether it is a hot start.For example, the cooling water temperature is above a predetermined value, the intake air temperature is above a predetermined value, the engine speed is below a predetermined value, the throttle opening is below a predetermined value,
It is determined to be YES when all of the conditions (within a predetermined time after engine start) are satisfied, otherwise it is determined to be ON. When this determination is YES, the three-way solenoid valve 14 is turned on, and when the determination is NO, the valve 14 is turned off (steps S 7 and S 8 ).
このような制御による三方ソレノイドバルブ１
４の動作を熱間始動時とそれ以外の通常始動時と
についてタイムチヤートで示すと第３図のように
なる。つまり、熱間始動時は、エンジン完爆以後
にまでわたる比較的長い所定時間三方ソレノイド
バルブ１４がONとされ（符号Ｘ）、プレツシヤ
レギユレータ１２に大気が導入されることによ
り、燃料噴射圧力が高められて熱間再始動性が向
上される。一方、通常始動時には、スタータ作動
後のエンジンの回転によりスロツトル弁下流に負
圧が生じると、これをプレツシヤレギユレータ１
２に導くように三方ソレノイドバルブ１４が
OFFとされるが、この通常始動の際にも、イグ
ニツシヨンスイツチON直後の短い設定時間だけ
は三方ソレノイドバルブ１４がON、すなわち大
気導入状態とされる（符号Ｙ）。この場合、イグ
ニツシヨンスイツチON直後の短い時間内では、
スロツトル弁下流の圧力がほぼ大気圧に等しいの
で、大気導入状態に切替えても燃料圧力調整作用
にはほとんど影響を及ぼさない。つまり、特定運
転時（熱間始動時）以外でも、エンジン制御にほ
とんど影響を及ぼさない条件にあるときに三方ソ
レノイドバルブ１４が作動されることとなる。 Three-way solenoid valve 1 with such control
FIG. 3 shows the time chart for the operation of No. 4 during hot starting and during normal starting. In other words, during a hot start, the three-way solenoid valve 14 is turned ON for a relatively long predetermined period of time (symbol X) extending after the engine complete explosion, and atmospheric air is introduced into the pressure regulator 12, thereby reducing the fuel consumption. Injection pressure is increased and hot restartability is improved. On the other hand, during normal starting, if negative pressure is generated downstream of the throttle valve due to engine rotation after starter operation, this pressure regulator 1
The three-way solenoid valve 14 leads to
However, even during this normal start, the three-way solenoid valve 14 is turned on for a short set time immediately after the ignition switch is turned on, that is, the atmosphere is introduced (symbol Y). In this case, within a short period of time immediately after the ignition switch is turned on,
Since the pressure downstream of the throttle valve is approximately equal to atmospheric pressure, switching to the atmosphere introduction state has almost no effect on the fuel pressure adjustment function. In other words, the three-way solenoid valve 14 is operated even when the engine is not in a specific operation (hot start) and under conditions that have little effect on engine control.
（考案の効果）
以上のように本考案は、負圧通路に介設した三
方ソレノイドバルブを、エンジン制御上の要求に
応じた特定運転時以外にも、エンジンの制御に及
ぼす影響が少ない条件下で作動させるようにして
いるため、エンジンの制御に支障をきたすことな
く三方ソレノイドバルブの作動の機会を多くし、
三方ソレノイドバルブの作動不良を防止すること
ができるものである。(Effects of the invention) As described above, the present invention allows the three-way solenoid valve installed in the negative pressure passage to be operated under conditions that have little effect on engine control, in addition to during specific operations that meet engine control requirements. This allows the three-way solenoid valve to operate more often without interfering with engine control.
It is possible to prevent malfunction of the three-way solenoid valve.
第１図は本考案の一実施例を示す全体概略図、
第２図は制御のフローチヤート、第３図は制御と
動作を示すタイムチヤートである。
１……エンジン本体、２……吸気通路、１２…
…プレツシヤレギユレータ（圧力応動部材）、１
４……三方ソレノイドバルブ、１５……コントロ
ールユニツト、１８……作動手段。
FIG. 1 is an overall schematic diagram showing an embodiment of the present invention;
FIG. 2 is a flow chart of control, and FIG. 3 is a time chart showing control and operation. 1...Engine body, 2...Intake passage, 12...
...Pressure regulator (pressure responsive member), 1
4... Three-way solenoid valve, 15... Control unit, 18... Actuation means.
Claims (1)
力応動部材に伝達する負圧通路に三方ソレノイド
バルブを介設し、特定運転時に上記第１圧力流体
とは特性の異なる第２圧力流体を上記圧力応動部
材に伝えるように上記三方ソレノイドバルブを作
動するエンジンの負圧通路制御装置において、上
記特定運転時以外に上記両圧力流体の圧力が近接
する条件下で上記第２圧力流体を上記圧力応動部
材に伝える状態に上記三方ソレノイドバルブを作
動させる作動手段を設けたことを特徴とするエン
ジンの負圧通路制御装置。 A three-way solenoid valve is interposed in a negative pressure passage that transmits a first pressure fluid due to negative pressure generated in the intake passage to a pressure responsive member, and a second pressure fluid having characteristics different from those of the first pressure fluid is transmitted to the above pressure during a specific operation. In the negative pressure passage control device for an engine that operates the three-way solenoid valve so as to transmit the information to the pressure responsive member, the second pressure fluid is applied to the pressure responsive member under conditions where the pressures of the two pressure fluids are close to each other other than during the specific operation. 1. A negative pressure passage control device for an engine, characterized in that an operating means is provided for operating the three-way solenoid valve to a state in which the valve is transmitted to the engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7656887U JPH0455256Y2 (en) | 1987-05-20 | 1987-05-20 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7656887U JPH0455256Y2 (en) | 1987-05-20 | 1987-05-20 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63183473U JPS63183473U (en) | 1988-11-25 |
| JPH0455256Y2 true JPH0455256Y2 (en) | 1992-12-25 |
Family
ID=30923771
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7656887U Expired JPH0455256Y2 (en) | 1987-05-20 | 1987-05-20 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0455256Y2 (en) |
-
1987
- 1987-05-20 JP JP7656887U patent/JPH0455256Y2/ja not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63183473U (en) | 1988-11-25 |
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