JPH09256929A - Intake air flow control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain intake air flow with high accuracy according to a load of a fluid pump driven by an engine. SOLUTION: In the steady state, a hydraulic pressure of a pressure chamber 12 and a hydraulic pressure of a pressure chamber 14 are different from a discharge pressure of a hydraulic pump, and forces pressing a partition member 15 from right and left are different from each other. Therefore, when the discharge pressure of the hydraulic pump is large, the partition member 15 is displaced against a spring 19, and the opening degree of a valve element 18A is continuously controlled according to a load of the hydraulic pump. Also, when the discharge pressure of the hydraulic pump is changed, the hydraulic pressure of the pressure chamber 12 is changed according to this, but the hydraulic pressure of the pressure chamber 14 is changed with a delay due to an influence of an orifice 13A. Thus, as a large difference in pressing forces is generated at the partition body 15 in the transient manner, the valve element 18A is moved differentially with good responsiveness to the load change of the hydraulic pump. Thus, an engine intake air flow according to the load of a fluid pump can be obtained with high accuracy both in the steady and the transient states.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake air amount control device for an internal combustion engine, and more particularly, to controlling the intake air amount of an internal combustion engine according to the load of the fluid pump when driving a fluid pump such as a hydraulic pump. The present invention relates to an intake air amount control device for an internal combustion engine, which can be controlled with high accuracy.

[0002]

2. Description of the Related Art As a conventional intake air amount control device for controlling the intake air amount of an internal combustion engine when driving a hydraulic pump, for example, an output of a hydraulic switch provided on the discharge side of the hydraulic pump is used. BACKGROUND ART An electromagnetic air amount control valve that controls air supplied to an internal combustion engine in two stages by interlocking and opening / closing a bypass passage provided by bypassing a throttle valve is generally well known. There is. When the load torque of the hydraulic pump increases, the electromagnetic air amount control valve detects this with a hydraulic switch and at the same time opens the valve (opens the bypass passage) to supply air to the internal combustion engine. It works to increase the amount and increase the torque generated by the internal combustion engine. With this function, even when the internal combustion engine is in the idling state, it is possible to suppress a decrease in the engine rotation speed due to an increase in the load torque of the hydraulic pump and maintain the engine rotation speed stable.

Further, Japanese Patent Laid-Open No. 61-157737,
Some of them are disclosed in JP-A-63-102945.

[0004]

However, the conventional intake air amount control device for an internal combustion engine of this type has the following drawbacks. There is a possibility that the load torque of the hydraulic pump and the torque generated by the internal combustion engine, which is increased by the opening operation of the valve, are not balanced in a static sense. That is, as shown in FIG. 17, although the load torque (TRQSo) of the hydraulic pump can take a continuous value, the generated torque (TRQSc) of the internal combustion engine which is increased by the opening operation of the valve is binary. Since the load torque of the hydraulic pump and the torque generated by the internal combustion engine that is increased by the opening operation of the valve do not always balance due to production variations, operating conditions, etc. There was a fear that I could not stabilize.

When the load torque of the hydraulic pump fluctuates, there is a possibility that the load torque of the hydraulic pump and the torque generated by the internal combustion engine, which is increased by the opening operation of the valve, are not transiently balanced. That is, even if it is possible to control the air amount so that the load torque of the hydraulic pump and the torque generated by the internal combustion engine that is increased by the opening operation of the valve are balanced in a static sense, FIG. As shown in
Since there is a response delay due to the volume of the surge tank (intake resonance container) etc. from the time when the valve is operated [Q1 (t)] until the torque generated by the internal combustion engine [TRQTc (t)] rises, a transient Both [TRQTo (t) and TRQTc
There was a fear that I could not balance (t) and].

A hydraulic load switch, a solenoid valve for changing the intake passage opening product of the internal combustion engine according to the switch signal, a switch signal detection circuit, a drive circuit for the solenoid valve,
Since a signal line or the like connecting the detection circuit and the drive circuit is required, it may be difficult to reduce the manufacturing cost. And from the above, there were the following problems.

That is, A. When the production variations or operating conditions are different, or when the hydraulic pump load changes, etc., the difference between the load torque of the hydraulic pump and the torque generated by the internal combustion engine that increases due to valve operation [TRQS in FIG. 17, And TRQ in FIG.
T (t)] occurs. Therefore, the engine speed of the internal combustion engine fluctuates, and there is a possibility that a passenger of a vehicle equipped with the internal combustion engine may feel uncomfortable, especially when idling. In order to avoid such a situation, it has been a problem to realize an intake air amount control device capable of suppressing the difference between the two torques.

B. An intake air amount control device capable of suppressing the difference between the above two torques, an internal combustion engine equipped with the intake air amount control device, and by extension, a vehicle equipped with the internal combustion engine can be provided at low cost to a customer. Therefore, there is a problem that the control device can be manufactured at low cost. The present invention has been made in view of the above circumstances, and with a simple configuration, it is possible to optimally control the intake air amount of an internal combustion engine according to the load of a fluid pump, the drivability, and eventually the exhaust performance, An object of the present invention is to provide an intake air amount control device for an internal combustion engine, which is capable of improving fuel efficiency, economy, and the like.

[0009]

Therefore, an intake air amount control device for an internal combustion engine according to the invention as defined in claim 1 is an intake air amount control device for an internal combustion engine having a fluid pump driven by the internal combustion engine. And the fluid pressure corresponding to the load of the fluid pump is branched into two systems, and the difference in the pressure force between the pressure force generated by the action of one fluid pressure and the pressure force generated by the action of the other fluid pressure is determined. Accordingly, while driving the intake air amount control valve for controlling the intake air amount of the internal combustion engine, so as to increase the pressing force difference according to the load fluctuation of the fluid pump, the change speed of one fluid pressure, The speed of change of the other fluid pressure is made different.

According to this structure, the intake air amount of the internal combustion engine can be continuously controlled according to the load of the fluid pump, so that the fluid pump has a static meaning (in a steady state). Since the load torque and the torque generated by the internal combustion engine can be well balanced, engine stability and the like can be significantly improved (see FIGS. 2 and 6).

Further, when the load of the fluid pump changes, the changing speed of one fluid pressure and the changing speed of the other fluid pressure are made different from each other so that the pressing force difference can be increased. Since it is possible to drive the intake air amount control valve differentially according to the load change of the pump,
The torque [TRQTc (t)] generated by the internal combustion engine can be made to quickly follow the fluctuation of the load torque [TRQTo (t)] of the fluid pump (see FIGS. 4, 5 and 7). Therefore, the load torque of the fluid pump and the torque generated by the internal combustion engine can be satisfactorily balanced even in a transient state, so that engine stability and the like can be significantly improved.

Further, since the intake air amount control valve is mechanically driven according to the load of the fluid pump, the conventional hydraulic load switch, the switch signal detection circuit, and the electromagnetic intake air amount control are used. A valve, a drive circuit (electrical circuit) for the solenoid valve, a signal line connecting the detection circuit and the drive circuit, and the like can be dispensed with, thereby significantly reducing the manufacturing cost, power consumption, and the like. It will be possible.

An intake air amount control device for an internal combustion engine according to a second aspect of the present invention is an intake air amount control device for an internal combustion engine having a fluid pump driven by the internal combustion engine,
A first pressure chamber whose internal pressure is changed in conjunction with a fluid pressure according to the load of the fluid pump; and a first pressure chamber associated with the fluid pressure in accordance with the load of the fluid pump, and the first pressure chamber via a response delay generating means. A second pressure chamber in which the internal pressure is changed with a predetermined response delay with respect to the change in the internal pressure of the first pressure chamber, a first pressing force generated by the action of the internal pressure of the first pressure chamber, and the second pressure chamber. Second caused by the action of the internal pressure of
A displacement member that is displaced according to the difference between the pressing force and the pressing force,
And an intake air amount control valve that is driven in association with the displacement member to control the intake air amount of the internal combustion engine.

With such a configuration, the intake air amount control valve can be continuously driven based on the pressing force difference according to the load of the fluid pump, so that the intake air amount of the internal combustion engine is continuously changed. Can be controlled to. Therefore, in a static sense (in a steady state), the load torque of the fluid pump and the torque generated by the internal combustion engine can be well balanced, so that the engine stability and the like can be significantly improved. become able to.

Further, when the load of the fluid pump changes, the pressure difference is changed by the response delay generating means so as to follow the load change of the fluid pump well. Since it becomes possible to drive the air quantity control valve differentially, the torque generated by the internal combustion engine [TRQTc (t)] can be made to quickly follow the fluctuation of the load torque [TRQTo (t)] of the fluid pump. It becomes possible (see FIG. 7 etc.). Therefore, even in a transient state, the load torque of the fluid pump and the torque generated by the internal combustion engine can be well balanced, so that engine stability and the like can be significantly improved.

Further, since the intake air amount control valve is mechanically driven, the conventional hydraulic load switch,
A detection circuit for the switch signal, an electromagnetic intake air amount control valve, a drive circuit (electrical circuit) for the solenoid valve, a signal line connecting the detection circuit and the drive circuit, and the like can be dispensed with. It is possible to significantly reduce the manufacturing cost and power consumption.

That is, according to the invention described in claim 2, it is possible to achieve the same operation and effect as the invention described in claim 1. In the invention according to claim 3, the displacing member defines the first pressure chamber and the second pressure chamber, and the second pressure chamber moves from the first pressure chamber side to the second pressure chamber by the action of the internal pressure of the first pressure chamber. A first pressing force generated toward the pressure chamber side and a second pressing force that opposes the first pressing chamber and is generated from the second pressure chamber side toward the first pressure chamber side by the action of the internal pressure of the second pressure chamber.
A pressing member and a defining member that is displaced according to the pressing force difference between the pressing member and
The area where the internal pressure of the second pressure chamber acts to generate the second pressing force is smaller than the area where the internal pressure of the first pressure chamber acts to generate the first pressing force by a predetermined area. As described above, one end is attached to the side wall surface of the second pressure chamber of the defining member, and the other end is arranged so as to project from the second pressure chamber, and the intake air amount control valve for controlling the intake passage opening area of the internal combustion engine A rod member continuously connected to the partition member, and an elastic member for urging the intake air flow rate control valve that interlocks with the displacement of the rod member due to the displacement of the defining member toward the side where the opening area becomes smaller. I made it consist of.

With this structure, the displacement member can be realized with a simple structure. In addition,
By adjusting the mounting area of the rod member mounted on the side wall surface of the second pressure chamber of the defining member, it is possible to easily adjust the pressing force according to the load of the fluid pump, and thus the intake air according to the load of the fluid pump. The amount of drive of the quantity control valve can be obtained.

If the defining member is a rubber material such as a diaphragm and the elastic member is a spring such as a leaf spring or a spiral spring, the displacement member can be constructed at low cost and with high reliability. It is a thing. In the invention according to claim 4, when the second pressure chamber is communicated with the fluid pressure corresponding to the load of the fluid pump through the passage, the response delay generating means is a passage resistance of the passage. It was decided to make it large.

With such a structure, the internal pressure of the second pressure chamber can be changed with a predetermined response delay to the internal pressure change of the first pressure chamber with a simple structure. As a result, the pressing force difference is changed so as to follow the load change of the fluid pump well, so that the intake air amount control valve can be differentially driven according to the load change of the fluid pump. . Therefore, the torque generated by the internal combustion engine [TRQTc (t)] can be made to quickly follow the fluctuation of the load torque [TRQTo (t)] of the fluid pump. Also, the load torque of the fluid pump and the torque generated by the internal combustion engine can be well balanced, and thus engine stability and the like can be significantly improved.

Further, in the invention according to claim 5, when the second pressure chamber is communicated with a fluid pressure corresponding to the load of the fluid pump through a passage, the response delay generating means includes the passage. The flow path resistance when the fluid pressure is supplied to the second pressure chamber is set to be larger than the flow path resistance when the fluid pressure is discharged from the second pressure chamber.

According to this structure, the flow path resistance when the load of the fluid pump is increased and the fluid pressure is supplied to the second pressure chamber is reduced, and the flow resistance from the second pressure chamber is reduced when the load of the fluid pump is reduced. Since it is set to be larger than the flow path resistance when exhausted, the transient behavior of the intake air amount control valve can be different when the load of the fluid pump increases and when it decreases. Therefore, the degree of freedom in setting can be improved (see FIG. 16 and the like). Even when the load of the fluid pump increases or decreases, it is possible to set the torque generated by the internal combustion engine to a transiently large side. Therefore, it is possible to reliably avoid that the rotation is likely to drop and the engine stability is relatively impaired.

That is, if the torque generated by the internal combustion engine is set to a transiently large side, for example, the elastic member deteriorates (changes) over time, or the characteristic (property) of the fluid changes with temperature.
Even if there is a situation where the intake air amount control valve moves to the closed side transiently compared to before deterioration (change) due to deterioration due to aging, etc., the engine rotation when the load of the fluid pump changes It is possible to reliably suppress the decrease in speed. Furthermore, even when the operating point of the internal combustion engine changes in the direction that the transient required torque increases (for example, when the viscosity of engine oil increases at low temperatures and friction increases), the engine speed It is possible to reliably suppress an extreme decrease in speed.

According to a sixth aspect of the present invention, the passage is
A passage provided with a check valve for permitting only the supply of fluid pressure to the second pressure chamber, and having a flow passage resistance greater than that when the fluid pressure is discharged from the second pressure chamber; A passage provided with a check valve for permitting only the discharge of the fluid pressure from the second pressure chamber, and having a flow passage resistance smaller than the flow passage resistance when the fluid pressure is supplied to the second pressure chamber. , Are arranged in parallel.

In the invention according to claim 7, the passage is
A check valve having an opening area larger than a flow path resistance when the fluid pressure is discharged from the second pressure chamber and allowing only the supply of the fluid pressure to the second pressure chamber; A check valve having an opening area smaller than a flow path resistance when fluid pressure is supplied to the chamber and allowing only discharge of fluid pressure from the second pressure chamber is interposed in parallel. did.

According to the eighth aspect of the invention, the check valve is a reed valve. According to the invention as set forth in claims 6 to 8, it is possible to reduce the cost while ensuring the reliability of the passage and the check valve with a simple structure and high reliability. . Further, in the invention according to claim 9, the response delay generating means is configured to include a volume changing means for changing the volume of the second pressure chamber according to the internal pressure of the second pressure chamber. .

By changing the volume of the second pressure chamber, it is possible to delay the time until the internal pressure of the second pressure chamber reaches the fluid pressure according to the load of the fluid pump. Also, since it becomes possible to change the internal pressure of the second pressure chamber with a predetermined response delay with respect to the change of the internal pressure of the first pressure chamber (fluid pressure according to the load of the fluid pump), The pressing force difference is changed so as to follow the load change of the fluid pump well, and the intake air amount control valve can be differentially driven according to the load change of the fluid pump. Therefore, not only statically but also transiently
The load torque of the fluid pump, the torque generated by the internal combustion engine,
Can be satisfactorily balanced, and thus engine stability and the like can be greatly improved.

Further, it becomes possible to improve the degree of freedom in setting the predetermined response delay characteristic (see FIG. 15 etc.). Furthermore, by combining with the invention described in claims 4 to 8, it becomes possible to further improve the degree of freedom in setting the predetermined response delay characteristic. According to a tenth aspect of the present invention, the volume changing means includes a piston which faces the second pressure chamber and receives the internal pressure of the second pressure chamber.
An elastic member that opposes the displacement of the piston due to the action of the internal pressure is included.

According to this structure, the volume of the second pressure chamber can be changed with a simple structure, and the internal pressure of the first pressure chamber (fluid pressure depending on the load of the fluid pump) can be changed. The internal pressure of the second pressure chamber can be changed with a predetermined response delay. Therefore, the above-described effects can be satisfactorily achieved at low cost.

According to the eleventh aspect of the present invention, the volume changing means is configured to include a gas sealing container whose volume changes according to the internal pressure of the second pressure chamber. Also,
In the invention described in claim 12, the gas sealing container is configured to include a bellows that expands and contracts in a predetermined direction according to the internal pressure of the second pressure chamber to change its volume.

According to the inventions of claims 11 and 12, the volume of the second pressure chamber can be changed with a relatively simple structure, so the internal pressure of the first pressure chamber (of the fluid pump) It is possible to change the internal pressure of the second pressure chamber with a predetermined response delay with respect to changes in the fluid pressure according to the load. Further, the invention according to claim 10 and the invention according to claim 11 or claim 12 may be provided at the same time. By doing so, the response delay characteristic (transient characteristic) is further improved. It is possible to improve the degree of freedom of setting such as () (see FIG. 15 etc.).

[0032]

According to the intake air amount control device for an internal combustion engine according to the first and second aspects of the present invention, the intake air amount for the internal combustion engine is continuously controlled according to the load of the fluid pump. Therefore, in a static sense (in a steady state), the load torque of the fluid pump and the torque generated by the internal combustion engine can be well balanced, thereby significantly improving the engine stability. Can be improved.

When the load of the fluid pump fluctuates (transient)
In addition, since the change speed of one fluid pressure and the change speed of the other fluid pressure are made different from each other so that the pressing force difference can be increased, the intake air is changed according to the load change of the fluid pump. Since the quantity control valve can be driven differentially, the torque generated by the internal combustion engine can be made to quickly follow the fluctuation of the load torque of the fluid pump. Therefore, even transiently, the load torque of the fluid pump and the torque generated by the internal combustion engine can be well balanced,
As a result, it becomes possible to greatly improve the engine stability and the like.

Further, since the intake air amount control valve is mechanically driven according to the load of the fluid pump, the conventional hydraulic load switch, detection circuit for the switch signal, and electromagnetic intake air amount control. The valve, the drive circuit (electrical circuit) for the solenoid valve, the signal line connecting the detection circuit and the drive circuit, and the like can be eliminated, and thus the manufacturing cost can be significantly reduced.

According to the third aspect of the present invention, the displacement member can be realized with a simple structure, high reliability and low cost. According to the invention described in claim 4,
With a simple configuration, the internal pressure of the second pressure chamber can be changed with a predetermined response delay with respect to the internal pressure change of the first pressure chamber. As a result, the same effect as described above, that is, the pressing force difference is changed well following the load change of the fluid pump, so that the intake air amount control valve can be changed according to the load change of the fluid pump. It can be driven differentially. Therefore, the torque generated by the internal combustion engine can be made to quickly follow the fluctuation of the load torque of the fluid pump, and the load torque of the fluid pump and the internal combustion engine The generated torque and the generated torque can be well balanced, so that the engine stability and the like can be significantly improved.

According to the fifth aspect of the invention, the flow path resistance when the load of the fluid pump is increased and the fluid pressure is supplied to the second pressure chamber is reduced from the second pressure chamber when the load of the fluid pump is reduced. Since it is set to be larger than the flow path resistance when the fluid pressure is discharged, the transient behavior of the intake air amount control valve should be different when the load of the fluid pump increases and when it decreases. Therefore, the degree of freedom in setting can be improved. Even when the load of the fluid pump increases or decreases, it is possible to set the torque generated by the internal combustion engine to a transiently large side. Therefore, it is possible to reliably avoid that the rotation is likely to drop and the engine stability is relatively impaired.

According to the invention as defined in claims 6 to 8, it is possible to secure the reliability of the passage and the check valve with a simple structure and to reduce the cost. It will be possible. Further, as in the invention described in claim 9, by changing the volume of the second pressure chamber, the time until the internal pressure of the second pressure chamber becomes the fluid pressure corresponding to the load of the fluid pump is delayed. Therefore, even with such a configuration, the internal pressure of the second pressure chamber has a predetermined response delay with respect to the change of the internal pressure of the first pressure chamber (fluid pressure according to the load of the fluid pump). It is possible to change the intake air amount control valve differentially according to the load change of the fluid pump, because the pressure difference can be changed well following the load change of the fluid pump. Becomes Therefore, the load torque of the fluid pump and the torque generated by the internal combustion engine can be satisfactorily balanced not only statically but also transiently, thereby significantly improving the engine stability and the like. become able to. Further, it becomes possible to significantly improve the degree of freedom in setting the predetermined response delay characteristic.

According to the tenth aspect of the invention, the volume of the second pressure chamber can be changed with a simple structure, with high reliability and at low cost, and the internal pressure of the first pressure chamber (of the fluid pump) can be changed. It is possible to change the internal pressure of the second pressure chamber with a predetermined response delay with respect to changes in the fluid pressure according to the load. Therefore, the same effect as that described above can be satisfactorily obtained.

According to the eleventh and twelfth aspects of the invention, since the volume of the second pressure chamber can be changed with a relatively simple structure, the internal pressure of the first pressure chamber (of the fluid pump It is possible to change the internal pressure of the second pressure chamber with a predetermined response delay with respect to changes in the fluid pressure according to the load. Further, the invention according to claim 10 and the invention according to claim 11 or claim 12 may be provided at the same time, and in this case, response delay characteristics (transient characteristics) and the like are further improved. The degree of freedom in setting can be improved.

[0040]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below.
Description will be given based on the attached drawings. Note that, here, the present invention is applied to a vehicle equipped with a so-called power steering (hereinafter, power steering) mechanism that uses the discharge pressure of a power steering hydraulic pump (not shown; hereinafter, also simply referred to as hydraulic pump) driven by an engine. The case will be described.

In FIG. 1 showing the configuration of the first embodiment of the present invention, a throttle valve 4 is provided in an intake passage 2 of an engine 1.
Is provided, and a bypass passage 3 that branches on the upstream side of the throttle valve 4 and merges again on the downstream side of the throttle valve 4 is provided. An intake air amount control device 10, which will be described later, is provided in the bypass passage 3 to control the amount of air flowing through the bypass passage 3 (in other words, the ventilation resistance of the intake passage that guides intake air to the engine 1 or the intake air resistance). The opening area of the passage can be controlled).

The manifold portion on the downstream side has a C
A drive pulse signal transmitted from a control unit (not shown) consisting of a microcomputer having a PU, a ROM, a RAM, an input / output I / F, an A / D converter, etc. at a predetermined time according to an operating state or the like. An electromagnetic fuel injection valve 6 is provided as a fuel supply device that is energized by the valve and opened to inject fuel for each cylinder. And
An ignition plug 7 is provided in each combustion chamber of the engine 1, and the ignition plug 7 is driven to be driven at a predetermined ignition timing set in a control unit (not shown) in accordance with an operating state or the like. The air-fuel mixture sucked into the combustion chamber is ignited by spark ignition for combustion. The exhaust gas is introduced into a catalytic converter (not shown) (for example, a three-way catalyst, an oxidation catalyst, a lean NOx catalyst, etc.) via the exhaust manifold 8, and is purified and discharged.

The intake air amount control device 10, which is a characteristic part of the present invention, will now be described. FIG. 2 is an enlarged cross-sectional view of the intake air amount control device 10. The illustrated hydraulic passage 11 is adapted to guide the discharge oil of the power steering hydraulic pump to the pressure chamber 12, and the hydraulic passage 13 Is configured to guide the discharge oil of the power steering hydraulic pump to the pressure chamber 14. The flow path resistance of the hydraulic passage 13 is determined by the orifice 1
It is set to be higher than that of the hydraulic passage 11 by 3A. Here, the pressure chamber 12 corresponds to the first pressure chamber according to the present invention, and the pressure chamber 14 corresponds to the second pressure chamber according to the present invention. Also, the orifice 13A
Which constitutes the response delay generating means according to the present invention.

A partition member 15 composed of a rubber material or the like (other flexible flexible sealing material, such as a metal bellows or a diaphragm) may define the pressure chamber 12 and the pressure chamber 14. ing. Further, the partition member 16 made of a rubber material or the like (other flexible sealing material, such as a metal bellows or a diaphragm may be used).
Is a bypass passage 3 of the internal combustion engine, the pressure chamber 14,
Is defined.

Push rod 17 and push rod 1
Reference numeral 8 may be, for example, a push rod made of metal (or other material such as plastic), which are interlocked with each other via the partition member 16.
Each is arranged so as to be slidable in the left-right direction in FIG. It should be noted that a valve element (valve) provided on the bypass passage 3 side of the push rod 18 (intake valve) so that the amount of air flowing through the bypass passage 3 increases as the push rods 17 and 18 move to the left in FIG. 2. The shape of the air amount control valve) 18A is formed. Although the intake air amount control valve 18A is shown as a poppet type valve in the figure, it may be a guillotine type valve or the like, for example. That is, any other device may be used as long as it can control the ventilation resistance (or opening area) of the bypass passage 3.

Further, the collar portion 18B of the push rod 18
2 and the body 10A, and pushes the push rod 18 to the right in FIG. 2 to close the valve body 18A provided on the bypass passage 3 side of the push rod 18 to the right in FIG. A metal spring 19 for urging is provided. The spring 19 need not be made of metal, but may be another elastic body, and may be, for example, an accumulator or the like.

Here, the defining member 15 corresponds to the defining member according to the present invention, the push rods 17 and 18 correspond to the rod member according to the present invention, and the spring 19 is the elastic member according to the present invention. Make up. And the defining member 1
5, the push rods 17 and 18, the spring 19 and the like constitute a displacement member according to the present invention. by the way,
Regarding the defining members 15 and 16 and the push rods 17 and 18, two or more adjacent portions may be integrally molded with a rubber material or the like. Further, it may be integrally molded using a material other than a rubber material, for example, the defining members 15 and 16
Is a metal diaphragm or a metal bellows, and the push rods 17 and 18 are metal push rods, it is possible to integrally form a metal material.

The operation of the intake air amount control device 10 in this embodiment will be described below. When the discharge pressure (Po) of the hydraulic pump is a constant value (Fig. 3,
6 and the like) Since the hydraulic pressure P12 of the pressure chamber 12 and the hydraulic pressure P14 of the pressure chamber 14 coincide with the discharge pressure Po of the hydraulic pump, the cross-sectional area S1 [m ² ] of the push rod 17 is almost included in the defining member 15. And hydraulic pressure P
The force FLo [N] multiplied by o [N / m ² ] acts leftward in FIG. At the same time, the push rod 17 acts on the push rod 18 and the defining member 16 by the action of the spring 19, and the force F to the right in FIG.
Ro (X) [N] acts. Therefore, the push rod 17
And 18 are the positions X (X is the position where FLo = FRo (X)
The position of the minimum valve opening is set to 0, and the left direction in FIG. 2 is set to the positive direction). Discharge pressure P of hydraulic pump
An example of the position X of the push rod with respect to o is shown in FIG.

When the discharge pressure (Po) of the hydraulic pump rises (see FIGS. 4 and 7) When the discharge pressure Po (t) [N / m ² ] of the hydraulic pump rises, the hydraulic pressure P12 ( t) rises following Po (t) with almost no delay. On the other hand, the hydraulic pressure P14 (t) [N / m ² ] of the pressure chamber 14
Follows Po (t) with a delay because the flow passage resistance of the hydraulic passage 13 is high. From this, the pressure difference [P12 (t) -P14 (t)] [N / m ² ] is transiently generated between the oil pressure P12 (t) of the pressure chamber 12 and the oil pressure P14 (t) of the pressure chamber 14. A leftward force FL1 (t) [N] corresponding to the pressure difference acts on the push rod 17 via the defining member 15. At the same time, the push rod 17 has a cross-sectional area S1 [m ² ] and a hydraulic pressure Po (t) [N /
m ² ] and a leftward force FLo (t) [N] and a rightward force FRo (X) [N] from the spring 19 depending on the position X via the push rod 18 and the defining member 16. , Act. That is, the push rod 17 and the push rod 1
8 is an external force [FLo (t) + FL1 (t) -FRo (X)]
[N] acts to the left, and consequently the position X of the push rod 18 moves differentially with respect to the discharge pressure Po (t) shape of the hydraulic pump.

When the discharge pressure (Po) of the hydraulic pump decreases (see FIGS. 5 and 7) When the discharge pressure Po (t) [N / m ² ] of the hydraulic pump decreases, the oil pressure P12 ( t) drops following Po (t) with almost no delay. On the other hand, the hydraulic pressure P14 (t) [N / m ² ] of the pressure chamber 14
Follows Po (t) with a delay because the flow passage resistance of the hydraulic passage 13 is high. Therefore, hydraulic P12 (t) and the pressure chamber 12, a hydraulic P14 (t) of the pressure chamber 14, transiently pressure difference [P14 (t) -P12 (t)] [N / m ^2] in the A rightward force FL1 (t) [N] corresponding to the pressure difference acts on the push rod 17 via the defining member 15. At the same time, the push rod 17 has a cross-sectional area S1 [m ² ] and a hydraulic pressure Po (t) [N /
m ² ] and a leftward force FLo (t) [N] and a rightward force FRo (X) [N] from the spring 19 depending on the position X via the push rod 18 and the defining member 16. , Act. That is, the push rod 17 and the push rod 1
8 is an external force [FLo (t) + FL1 (t) + FRo (X)]
[N] acts in the right direction, and eventually the position X of the push rod 18 moves differentially with respect to the discharge pressure Po (t) shape of the hydraulic pump.

Next, the change in the torque generated by the internal combustion engine with respect to the movement of the push rod 18 will be described, and the operation of the intake air amount control apparatus 10 according to this embodiment, that is, the internal combustion engine with respect to the load fluctuation of the hydraulic pump will be described. The principle by which the rotation speed of can be stably maintained will be described. The shape of the push rod 18 on the side of the bypass passage 3 [that is, the shape of the valve body (intake air amount control valve) 18A] and the position X (and thus the spring constant of the spring 19) are, in a static sense, the bypass passage 3 It is designed so that the torque generated by the internal combustion engine, which increases due to the amount of air Qair (t) flowing through the engine, and the load torque of the power steering hydraulic pump have substantially the same characteristics.

Therefore, regardless of the load of the power steering hydraulic pump, in a static sense, the power steering hydraulic pump load torque is the push rod 1 when the valve is opened.
8 on the bypass passage 3 side (that is, the shape of the valve body 18A) and the position X (and thus the spring constant of the spring 19),
Almost compensated (see FIG. 6). Even in a transitional sense, the load torque of the power steering hydraulic pump is substantially compensated by the intake air amount control valve 10. That is, the air amount control valve 1
8A opening (in other words, position X of push rod 18
)), There is a delay due to the volume of the surge tank (reference numeral 5 in FIG. 2) and the like until the torque generated by the internal combustion engine rises, but as shown in FIG. Since the valve 18A operates differentially with respect to the power steering hydraulic pump load, the torque generated by the internal combustion engine [TRQTc (t)] rises quickly even in the presence of a delay, and the hydraulic pump load torque [TRQTo
(t)] can be compensated. Therefore, even in a transitional sense, the torque excess and deficiency can be significantly reduced, so that the rotational speed fluctuation of the internal combustion engine can be optimally suppressed.

After all, according to the present embodiment, the torque excess or deficiency can be suppressed both statically and transiently, so that the rotational speed of the internal combustion engine can be stably maintained against the load fluctuation of the hydraulic pump. It will be possible. Subsequently, a second embodiment of the present invention will be described. The second embodiment corresponds to the invention described in claim 2.

FIG. 8 shows the configuration of the intake air amount control device 20 according to the second embodiment. The intake air amount control device 20 replaces the intake air amount control device 10 in the first embodiment. Note that elements other than the intake air amount control device 20 that are the same as those in the first embodiment shown in FIG. 1 will be assigned the same reference numerals and description thereof will be omitted.

In this embodiment, a seal member 21 is adopted instead of the defining member 16 described in the first embodiment. As the seal member 21, a rubber lip seal material that blocks communication between the bypass passage 3 and the pressure chamber 14 can be used. It is also possible to use another sealing material such as an O-ring. Here, the seal member 21 and the push rod 18 may be integrally molded. Furthermore, the push rod 17 and the push rod 18 can be integrally molded.

The operation and effects of this embodiment are the same as those of the first embodiment, and therefore their explanations are omitted.
Next, regarding the third and fourth embodiments of the present invention, FIG.
This will be described with reference to FIG. It is to be noted that the other parts than those shown in FIGS. 9 and 10 are the same as those in FIGS.

In the third embodiment, as shown in FIG. 9, an intake air amount control device 30 is adopted instead of the intake air amount control device 10 in the first embodiment. The accumulator 31 having a relatively soft spring 31A and a piston 31B enclosing a gas or the like therein is provided facing the pressure chamber 14. The spring 31A may be a leaf spring or an elastic material such as rubber.

Further, in the fourth embodiment, as shown in FIG. 10, the intake air amount control device 1 in the first embodiment.
The intake air amount control device 40 is used instead of 0. The intake air amount control device 40 uses a rubber ball 41 (accumulator) in the pressure chamber 14 in which gas is contained. Other than that, the description is omitted because it is the same as the first embodiment.

The movement of the rubber ball 41 is restricted by the member 42 so as not to block the hydraulic passage 13. The member 42 can be configured by a metal ring or the like that allows oil to move back and forth with low resistance. Further, the rubber ball 41 may be, for example, a metal bellows or the like in which gas is contained.

Here, with regard to the operation of the third and fourth embodiments, the part different from the operation of the first embodiment will be described with reference to FIG. In the third and fourth embodiments, as described above, the pressure chamber 14 is provided with the mechanism (accumulator 31) having a lower elastic coefficient than oil and the object (rubber ball 41). Accordingly, the pressure P14 (t) in the pressure chamber 14 changes while the volume of the pressure chamber 14 changes in response to the change in the discharge pressure Po (t) of the hydraulic pump. Tracking of t) becomes slower. Along with this, the convergence of FL1 (t) to 0 is delayed, and the position X of the push rod 18 shows the behavior as shown in FIG.

As described above, according to the third and fourth embodiments, as compared with the first and second embodiments, the transient behavior of the position X of the push rod 18, that is, the intake air. The degree of freedom in setting the transitional valve opening characteristic of the quantity control valve 18A can be improved, so that the range of application of the intake air control device according to the present invention can be expanded (see FIG. 15). .

The accumulator 31, the rubber ball 41 and the like correspond to the volume changing means according to the present invention. Next, a fifth embodiment of the present invention will be described. In the intake air amount control device 50 of the fifth embodiment, as shown in FIG. 12, which is an enlarged view of the hydraulic pressure passage portion,
The hydraulic pressure passage 13 described in the first embodiment is branched to 2
Two fluid pressure passages 51, 52 are formed, and donut-shaped rings 53, 54 are attached to the respective fluid pressure passages 51, 52. Then, the check valve 5 is made of a flexible thin film (thin-walled) rubber material or the like whose one end is fixed to the opening of the rings 53 and 54.
It is covered with 5,56.

The check valve 55 is the pressure chamber 1 of the ring 53.
On the other hand, the check valve 56 is disposed on the ring 5 side (that is, only the inflow of oil to the pressure chamber 14 side is allowed).
4 is disposed on the discharge side of the hydraulic pump (that is, the pressure chamber 1
It allows only oil to flow out from the 4 side). The opening area of the ring 53 is set smaller than the opening area of the ring 54 so that the flow path resistance of the hydraulic pressure passage 51 is higher than the flow path resistance of the hydraulic pressure passage 52. Alternatively, the check valve 54 may have a shape that is less likely to bend than the check valve 55, a mounting method, a material, or the like to adjust the flow path resistance of the hydraulic pressure passages 51 and 52.

Further, a sixth embodiment of the present invention will be described. Intake air amount control device 60 according to sixth embodiment
Then, as shown in FIG. 13 which is an enlarged view of the hydraulic pressure passage portion, the same hydraulic pressure passage 13 described in the first embodiment is
A metal plate 61 having two openings 61A and 61B is arranged substantially at right angles to the oil flow. The openings 61A and 61B are covered with check valves 62 and 63, which are fixed to the metal plate 61 at one end and are made of a flexible thin film (thin wall) rubber material or the like.

The check valve 62 is arranged on the pressure chamber 14 side of the opening 61A (that is, only the inflow of oil to the pressure chamber 14 side is permitted), while the check valve 63 is opened. It is arranged on the discharge side of the hydraulic pump of the portion 61B (that is, only the outflow of oil from the pressure chamber 14 side is permitted). The opening area of the opening 61A is set smaller than the opening area of the opening 61B so that the flow path resistance of the opening 61A is higher than the flow path resistance of the opening 61B. Alternatively, the check valve 62 may be adjusted to have a shape that is less likely to bend than the check valve 63, a mounting method, a material, or the like to adjust the flow path resistance of the openings 61A and 61B.

As each of the above-mentioned check valves, a so-called reed valve having a simple structure and general can be used.
It is also possible to use other types of check valves. here,
Regarding the operation of the fifth and sixth embodiments, the part different from the operation of the first embodiment will be described based on FIG. Others are the same as those described in the first embodiment, and thus the description will be omitted.

In the fifth and sixth embodiments, as described above, the flow passage resistance of the hydraulic passage 13 is set to the discharge pressure P of the hydraulic pump.
It is higher when o (t) increases than when it decreases. Therefore, the following speed of the pressure P14 (t) in the pressure chamber 14 when the discharge pressure Po (t) of the hydraulic pump changes is P
It is different when o (t) rises and when it falls. That is, the follow-up speed when Po (t) rises is Po
(t) It becomes slower than the following speed when descending. Along with that, F
The convergence of L1 (t) to 0 also differs when Po (t) rises and Po (t) falls, so the follow-up speed when Po (t) rises follows that when Po (t) falls. Faster than speed. Therefore, the position X of the push rod 18 will behave as shown in FIG.

As described above, according to the fifth and sixth embodiments, when the discharge pressure of the hydraulic pump increases, the flow passage resistance of the hydraulic passage on the side communicating with the pressure chamber 14 is set to the discharge of the hydraulic pump. Since the flow passage resistance of the hydraulic passage on the side communicating with the pressure chamber 14 is made larger when the pressure is reduced, the air amount control valve 18A operates when the load of the hydraulic pump increases and when it decreases. Since the transient behavior can be different, the degree of freedom in setting can be improved, and the torque generated by the internal combustion engine is transiently increased even when the load on the hydraulic pump increases or decreases. Since it can be set to the side, the side where the generated torque of the internal combustion engine has a greater influence on the rotational fluctuation, etc., that is, the side where the generated torque of the internal combustion engine is smaller than that when the set torque is transiently set to the large side. Rotate It is possible to drop fluctuations are reliably avoid a fear of such increases (see FIG. 16, etc.).

That is, since the torque generated by the internal combustion engine can be set to a transiently large side, for example, the spring 19
Etc. deteriorates (changes) over time, or the characteristics of the oil change due to temperature, deterioration (changes) over time, etc., causing the air control valve 18A to transiently move to the closed side compared to before deterioration (change). Even if such a situation occurs, it is possible to reliably suppress the decrease in the engine rotation speed when the load of the hydraulic pump changes. Furthermore, even when the operating point of the internal combustion engine changes in the direction in which the transient required torque increases (for example, when the viscosity of engine oil increases at low temperatures, etc.), the engine speed drops drastically. It can be surely suppressed.

By the way, in each of the above embodiments, the intake air amount control valve interposed in the bypass passage 3 has been described, but the present invention is not limited to this, and the bypass valve 3 is not provided and, for example, the throttle valve 4 is forced. The present invention can also be applied to a system in which the valve is opened to achieve the intake air amount according to the load of the hydraulic pump. That is, the present invention can be applied to all those that control the engine intake air amount according to the load of the fluid pump driven by the engine.

[Brief description of drawings]

FIG. 1 is a block diagram showing an overall configuration according to a first embodiment of the present invention.

FIG. 2 is an enlarged sectional view of the intake air amount control device according to the embodiment.

FIG. 3 is an explanatory view of the operation of the above embodiment (at the time of steady state).

FIG. 4 is an explanatory view of the operation of the above embodiment (at the time of load increase transient).

FIG. 5 is an explanatory view of the operation of the above embodiment (at the time of load reduction transient).

FIG. 6 is a view for explaining the effect of the above embodiment (at the time of steady state).

FIG. 7 is a diagram explaining an effect of the above embodiment (during a transition).

FIG. 8 is an enlarged cross-sectional view of an intake air amount control device according to a second embodiment.

FIG. 9 is an enlarged cross-sectional view of an intake air amount control device according to a third embodiment.

FIG. 10 is an enlarged cross-sectional view of an intake air amount control device according to a fourth embodiment.

FIG. 11 is an operation explanatory view of the third and fourth embodiments.

FIG. 12 is an enlarged cross-sectional view of an intake air amount control device according to a fifth embodiment.

FIG. 13 is an enlarged sectional view of an intake air amount control device according to a sixth embodiment.

FIG. 14 is an operation explanatory view of the fifth and sixth embodiments.

FIG. 15 is a diagram illustrating setting of transient characteristics (response delay characteristics).

FIG. 16 is a diagram illustrating a difference in transient characteristics between when the load is increased and when the load is decreased.

FIG. 17 is a diagram illustrating a problem of a conventional intake air amount control device.

FIG. 18 is a diagram illustrating a problem of a conventional intake air amount control device.

[Explanation of symbols]

1 engine 2 intake passage 3 bypass passage 10 intake air amount control device (first embodiment) 11 hydraulic passage 12 pressure chamber (first pressure chamber of the present invention) 13 hydraulic passage 13A orifice (occurrence of response delay of the present invention 14) Pressure chamber (second pressure chamber of the present invention) 15 Definition members 17, 18 Push rod (rod member of the present invention) 20 Intake air amount control device (second embodiment) 30 Intake air amount control device ( Third Embodiment 31 Accumulator [Response delay generation (volume change) means of the present invention] 40 Intake air amount control device (fourth embodiment) 41 Rubber ball [Response delay generation (volume change) means of the present invention] 50 Intake Air Volume Control Device (Fifth Embodiment) 60 Intake Air Volume Control Device (Sixth Embodiment)

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Hiroaki Hashigaya 2 Takara-cho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan Motor Co., Ltd.

Claims (12)

[Claims] 1. An intake air amount control device for an internal combustion engine comprising a fluid pump driven by the internal combustion engine, wherein a fluid pressure according to a load of the fluid pump is branched into two systems, one of the fluid pressures Depending on the difference between the pressing force generated by the action and the pressing force generated by the action of the other fluid pressure,
While driving the intake air amount control valve that controls the intake air amount of the internal combustion engine, the change speed of one fluid pressure and the other fluid are adjusted so that the pressing force difference increases in accordance with the load change of the fluid pump. An intake air amount control device for an internal combustion engine, wherein the pressure change speed and the pressure change speed are made different from each other. 2. An intake air amount control device for an internal combustion engine comprising a fluid pump driven by the internal combustion engine, wherein the internal pressure is changed in association with the fluid pressure according to the load of the fluid pump. A pressure chamber and a fluid pressure corresponding to a load of the fluid pump, and the internal pressure is changed with a predetermined response delay with respect to a change in the internal pressure of the first pressure chamber via a response delay generation means. 2 pressure chambers, the first pressure force generated by the action of the internal pressure of the first pressure chamber, and the second pressure force generated by the action of the internal pressure of the second pressure chamber are displaced according to the pressure difference. An intake air amount control device for an internal combustion engine, comprising: a displacement member; and an intake air amount control valve that is driven in association with the displacement member to control an intake air amount of the internal combustion engine. 3. The displacing member defines the first pressure chamber and the second pressure chamber,
The first pressure force generated from the first pressure chamber side toward the second pressure chamber side by the action of the internal pressure of the pressure chamber, and the second pressure chamber that is opposed to the first pressure force by the action of the internal pressure of the second pressure chamber A defining member that is displaced in accordance with a difference in pressing force between a second pressing force generated from the pressure chamber side toward the first pressure chamber side, and an inside of the second pressure chamber to generate the second pressing force. One end of the second pressure chamber side wall surface of the defining member is such that the area on which the pressure acts is smaller than the area on which the internal pressure of the first pressure chamber acts to generate the first pressing force by a predetermined area. A rod member that is attached to the second end of the second pressure chamber and is connected to an intake air amount control valve that controls the opening area of the intake passage of the internal combustion engine; The intake air flow rate control that is interlocked with the displacement of the rod member The intake air quantity control apparatus for an internal combustion engine according to claim 2, wherein the opening area is configured to include an elastic member for biasing the small side. 4. When the second pressure chamber communicates with a fluid pressure corresponding to the load of the fluid pump via a passage,
4. The intake air amount control device for an internal combustion engine according to claim 2, wherein the response delay generating means is formed so that a flow path resistance of the passage is large. 5. When the second pressure chamber communicates with a fluid pressure corresponding to the load of the fluid pump via a passage,
The response delay generating means is configured such that a flow passage resistance when the fluid pressure is supplied to the second pressure chamber of the passage is larger than a flow passage resistance when the fluid pressure is discharged from the second pressure chamber. It is characterized in that it is formed in.
Alternatively, the intake air amount control device for an internal combustion engine according to claim 3. 6. The passage is provided with a check valve which permits only the supply of the fluid pressure to the second pressure chamber, and the passage resistance when the fluid pressure is discharged from the second pressure chamber. A passage formed to be large, a check valve that allows only discharge of fluid pressure from the second pressure chamber, and a flow path resistance when fluid pressure is supplied to the second pressure chamber The intake air amount control device for an internal combustion engine according to claim 5, further comprising: a passage which is formed to be small, and the passage which are formed in parallel. 7. The passage has an opening area that is larger than a flow passage resistance when fluid pressure is discharged from the second pressure chamber, and permits only the fluid pressure supply to the second pressure chamber. A check valve, and a check valve having an opening area smaller than a flow path resistance when the fluid pressure is supplied to the second pressure chamber and permitting only discharge of the fluid pressure from the second pressure chamber, The intake air amount control device for an internal combustion engine according to claim 5, wherein the intake air amount control device is provided in parallel. 8. The intake air amount control apparatus for an internal combustion engine according to claim 6 or 7, wherein the check valve is a reed valve. 9. The response delay generating means includes a volume changing means for changing the volume of the second pressure chamber according to the internal pressure of the second pressure chamber. An intake air amount control device for an internal combustion engine according to claim 8. 10. The volume changing means includes a piston that faces the second pressure chamber and receives an internal pressure of the second pressure chamber, and an elastic body that counters displacement of the piston due to the action of the internal pressure. The intake air amount control device for an internal combustion engine according to claim 9, wherein the intake air amount control device comprises: 11. The volume changing means is configured to include a gas-filled container whose volume changes in accordance with the internal pressure of the second pressure chamber. Intake air amount control device for internal combustion engine. 12. The gas filling container according to claim 11, wherein the gas filling container includes a bellows that expands and contracts in a predetermined direction according to an internal pressure of the second pressure chamber to change its volume. Intake air amount control device for internal combustion engine.