JPS58128436A - Idling controller for engine with stoppable cylinders - Google Patents

Abstract

PURPOSE:To reduce the consumption of fuel and improve starting performance, by enabling the independent adjustment of the idling rotational frequency in the operation f all cylinders and that of some of them, without manipulating an accelerator pedal. CONSTITUTION:A throttle valve 2, which is installed in an intake passage 1, is provided with a means M1 for shifting the valve to two open positions. A throttle valve regulator M2 is provided to apply a control signal to the means M1 to put the throttle valve 2 in the first open position in the operation of some of all cylinders or in the second opener position in the operation of all the cylinders. When it is judged that four cylinders should be put into operation, the regulator M2 is shifted by a control unit 18 to switch a three-way valve 12 to the negative intake pressure introducing position to put the throttle valve 2 in the second opener position through the throttle opening menber 8, rod 7 and lever 6 of the shifting means M1.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a cylinder engine that can control the number of active cylinders by shifting some cylinders to a cylinder state during operation, and in particular can adjust and control its idle operating state. This invention relates to an idle adjustment device for a cylinder engine.

In conventional cylindrical engines of this type, for example, during low-load operation, in order to increase combustion efficiency and prevent the generation of harmful gases, or increase the load factor to reduce pumping loss and improve fuel efficiency, The engine is operated with some of the cylinders in the cylinder state.

However, in such conventional cylinder engines, when considering the same throttle valve opening during idling operation, the output when some cylinders are operating is greater than the output when all cylinders are operating, so no load In this state, if the partial cylinder operating state is switched to the all cylinder operating state without performing an accelerator operation, there is a problem that the engine speed decreases and the engine operation becomes unstable.

On the other hand, when switching from an all cylinder operating state in which the engine is operating at a proper engine speed to a partial cylinder operating state, there is a problem in that the engine speed increases too much.

Therefore, it is possible to place more emphasis on starting performance than on fuel efficiency, with all cylinders operating even when idling, or conversely, placing more emphasis on fuel efficiency than starting performance, with all cylinders operating on some cylinders even when idling. However, such conventional means have the problem that either fuel efficiency or starting performance must be sacrificed.

The present invention aims to solve such a trade-off problem, and improves fuel efficiency by realizing an appropriate idling state depending on whether all cylinders are operating or some cylinders are operating. An object of the present invention is to provide an idle adjustment device for a cylindrical engine that can both save fuel and improve starting performance.

For this reason, 1 the present invention provides that in a cylinder engine that can control the number of operating cylinders to perform full cylinder operation or partial cylinder operation, the throttle valve disposed in the intake passage is moved to a first opening position during idling operation. Alternatively, a throttle valve opening switching means is provided which can switch to either a second opening position having a larger opening, and the throttle valve changes from the first opening position during the partial cylinder operation. The present invention is characterized in that a throttle valve opening control means is provided which can supply a control signal to the throttle valve opening switching means so that the throttle valve assumes the second opening position during the all-cylinder operation. .

Hereinafter, an idle adjustment device for a cylinder engine as an embodiment of the present invention will be explained with reference to the drawings. FIG. 1 is a schematic diagram showing its general structure, FIG. Figures 3.4 and 5 (a) to (C)
are graphs for explaining the effect thereof, and FIG. 6 is a schematic configuration diagram showing a modification thereof.

Now, this engine has two body cylinders (in this case, the first and fourth cylinders) that can stop operating and shift to the cylinder state depending on the operating state (for example, low-load operating state), and By providing two regular cylinders (in this case, the 2nd and 3rd cylinders) that are always activated regardless of the It is configured as an in-line four-cylinder engine capable of partial cylinder operation.

By the way, as shown in FIG. 1, a throttle valve 2 is provided in the intake passage 1 of this engine.

Also, during idling, the throttle valve 2 is set to the first opening position (throttle valve position shown in FIG. 1) or to a second opening position with a larger opening (throttle valve position shown in FIG. 2). A throttle valve opening switching means M1 is provided which can switch to either of the two opening positions, and the throttle valve 2 is at the first opening position during two-cylinder operation, and the throttle valve 2 is at the second opening position during four-cylinder operation. A throttle valve opening degree control means M2 is provided which can supply a control signal to the throttle valve opening degree switching means M1 so as to take the following value.

Next, the throttle valve opening switching means Ml and the throttle valve opening controlling means M2 will be specifically explained. That is, the shaft 2a of the throttle valve 2 is provided with a first lever 3 that can rotate together with the shaft.

A wire 4 is connected that is pulled in the direction of arrow a when an accelerator pedal (not shown) is depressed. Therefore, when you press the gas pedal.

Since the wire 4 is pulled and the first lever 3 is rotated counterclockwise, the throttle valve 2 is gradually opened.

Note that when the accelerator pedal is stopped being depressed, the throttle valve 2 rotates clockwise and closes due to the action of a return spring (not shown).

This first lever 3 is connected to a first speed adjusting screw (hereinafter referred to as "first screw") 5 which is fixed to the throttle body and serves as a first stopper.
Therefore, when the first lever 3 comes into contact with the first screw 5 during idling operation, the throttle valve 2 can assume the first opening position. .

Further, a second lever 6 is loosely fitted onto the shaft 2a, and the second lever 6 is connected to a throttle opener 8 as a differential pressure responsive mechanism via a rod 7 pivotally attached to the tip thereof. It is designed to be rotated by.

This throttle opener 8 is attached to an engine side fixing part 9 via an arm 10.

Furthermore, chambers 8b and 8c are partitioned by a diaphragm 8a.
The rod 7 is connected to the diaphragm 8a.

A pressure spring 8d is loaded in the chamber 8b.

Further, one end of a passage 11 is connected to the chamber 8b, and an electromagnetic three-way switching valve (solenoid pulp) 12 is connected to the other end of this passage 11. □・ Furthermore, this three-way switching valve 12 has a passage 13 that communicates with a part of the intake passage 1 on the downstream side of the part where the throttle valve 2 is placed and leads intake manifold negative pressure, and a passage 13 that communicates with the atmosphere through an air filter 15. The solenoid coil 1 of the three-way switching valve 12 is connected to a passage 16 for introducing atmospheric pressure.
The plunger 12b is driven by the on/off action of the spring 2a and the action of the return spring 12C, thereby opening the passage 1.
1, it is possible to apply an intake manifold negative pressure or atmospheric pressure to the chamber 8b.

Note that the inside of the chamber 8C is at atmospheric pressure.

Additionally, stoppers 8 are provided in the chambers 8b and 80, respectively, to restrict movement of the rod 7 via the diaphragm 8a.
e, 8f are provided.

1 Furthermore, the second lever 3 is equipped with a second speed adjusting screw (hereinafter referred to as "
It is called ``Second Screw''. ) 17 is installed,
When the second lever 6 is turned counterclockwise in FIG.
The lever 3 and the throttle valve 2 can be rotated via the lever 7.

Therefore, when negative pressure in the intake manifold is applied in the chamber 8b of the throttle opener 8 during busy idling operation,
As a result of the rod 7 being pulled up, the second lever 6 rotates counterclockwise as shown by the arrow in FIG. 2, thereby rotating the second lever 3 counterclockwise via the second screw 17. The opening degree of the throttle valve 2 becomes larger than that at the first opening position. In other words, when driving at idle,
The throttle valve 2 can take a second opening position where the opening is larger than the throttle valve opening at the first opening position (see FIG. 2).

At this time, the first lever 3 is separated from the first screw 5.

Further, when atmospheric pressure acts in the chamber 8b of the throttle opener 8, the rod 7 is pushed down, and as a result, the second
The lever 6 separates from the second screw 17, and the lever 3 comes into contact with the first screw 5 by a return spring (not shown), so that the throttle valve 2 assumes the first opening position during idle operation. Become.

By changing the pressure within the chamber 8b of the throttle opener 8 in this way, the throttle valve 2 can be switched to either the first opening position or the second opening position during idling operation.

By the way, in the idling state, when the transmission is in 2-cylinder or Utral mode, it is preferable to use 2-cylinder operation from the viewpoint of saving fuel consumption, and when the transmission is put into 1st gear to prepare for a 1st start, the 1st start performance is improved. From the viewpoint of improvement, it is preferable to use 4-cylinder operation.

For example, in an engine with a displacement of 140 Qcc, the rotation speed during two-cylinder idling operation is approximately g as shown by symbol A in Figure 3.
o o rpm, and the rotational speed during four-cylinder idling operation is about 700 rrXn, as shown by the symbol B in FIG.

In order to simultaneously bring the engine speed to approximately 70 rpm during two-cylinder idling operation, the throttle valve openings must be set to different appropriate sizes, as shown in FIG. That is, during idling operation, when comparing the throttle valve opening degree during two-cylinder operation and the throttle valve opening degree during four-cylinder operation, the former is smaller than the latter. Conversely, the latter must be larger than the former.

Therefore, during two-cylinder operation, the throttle valve 2 is
The throttle valve 2 only needs to take the second opening position during four-cylinder operation, and the throttle opener 8 can be controlled to achieve this.

To achieve this, a three-way switching valve 12 is provided, and a lunoid coil 12a of the three-way switching valve 12 is connected to the control output side of the control unit 18.

The control unit 18 determines whether 2-cylinder operation or 4-cylinder operation should be performed by receiving inputs such as load No. a, transmission position signal, 1 rotation speed signal, and vehicle speed signal.1. Therefore, if four-cylinder operation is required, an excitation signal is output to the solenoid coil 12a. As a result, the plunger 12b is driven, and the intake manifold negative pressure (negative pressure control signal) acts on the chamber 8b, so the throttle valve 2 takes the second opening position, thereby reducing the engine speed to the 4-cylinder idle operation. This is an appropriate value for doing this. As can be seen from the above explanation, the second screw 17 is adjusted so that the engine speed is appropriate during four-cylinder idling operation.

If it is necessary to operate with two cylinders, the control unit 18 outputs a demagnetizing signal to the solenoid coil 12a, which causes the plunger 12a to
2c, the negative pressure control signal is released from the chamber 8b to the atmosphere side, and atmospheric pressure acts inside the chamber 8b, so the throttle valve 2 assumes the first opening position. Therefore, the engine rotation speed becomes an appropriate value for 12-cylinder idling operation. As can be seen from this explanation, the first screw 5 is adjusted so that the engine speed is insufficient during two-cylinder idling operation.

Reference numeral 19 indicates a valve operation stop mechanism provided in the body cylinder, and this valve operation stop mechanism 19 activates the intake and exhaust valves in response to a signal from the control unit 18 to start the engine. The engine is operated with four cylinders, or the intake and exhaust valves are stopped and the engine is operated with two cylinders.

By the way, in an engine with a displacement of 1400ee, the engine speed during idling with 4 cylinders is 700 rpm, the intake manifold negative pressure at that time is about 500 m Hg, and the engine speed when idling with 2 cylinders is 8. Since the intake manifold negative pressure at that time is about 400 wHg at 00 rpm, the four-cylinder idle operating state is switched to the two-cylinder operating state. That is, the three-way switching valve 12
When set to the atmospheric side, the intake manifold negative pressure cannot change suddenly, so the intake manifold negative pressure becomes a two-cylinder operating state of about 500mHg, resulting in a lack of torque.
The engine speed drops as shown in Figure 5(a),
In the worst case, the engine will stop.In order to eliminate this situation, a throttle 14 is provided in the atmosphere side passage 16. That is, by providing this throttle 14, the negative pressure control signal in the throttle opener 8 is gradually released to the atmosphere, so that the second opening position is gradually switched to the first opening position. . This makes it possible to slow down the change in the intake manifold negative pressure at the time of switching, and as a result, the drop in engine speed during the switching transition can be reduced as shown in Figure 5 (b), resulting in a smooth engine. Switching can be achieved.

Note that if the diaphragm 14 is narrowed down too much, the oversh and tortoise will become large as shown in FIG. 5(C), which is undesirable, so it should be set to an appropriate amount.

Conversely, the two-cylinder idle operating state is switched to the four-cylinder operating state. In other words, if the three-way switching valve 12 is set to the intake manifold negative pressure side, the intake manifold negative pressure will be 400 m
The four cylinders are operating at around Hg, and the engine speed increases instantaneously, but due to a delay in the response of the throttle opener 8 (although there is no restriction in the passage 13, there is a slight delay), the air inflow rate is reduced. is less than the steady state, so as shown by the solid line in Fig. 4, the steady state is approached.

Note that if the operation of the throttle opener 8 is actively delayed, an overshoot will occur on the side where the rotational speed falls, as shown by the dotted line in Fig. 4.

In such a case of switching from two-cylinder operation to four-cylinder operation, it is preferable to operate the throttle opener 8 rapidly even if there is a momentary increase in engine speed.

For this reason, the first passage 13 does not have a restriction.

With the above-described configuration, for example, when the vehicle is stopped, the accelerator pedal is not depressed, and the transmission is in neutral, the control unit 8 changes the two-cylinder operating state based on the load signal and the rotational speed signal. The valve operation stop mechanism 19 is driven so that the solenoid coil 12a is de-energized.

At this time, the chamber 8b of the throttle opener 8 is open to the atmosphere through the three-way switching valve 12, as shown in FIG. It touches and stops.

As a result, the throttle valve 2 becomes the first opening position, and
Two-cylinder idle operation will be performed at approximately 80 Orpm.

From this state, step on the clutch pedal to shift the transmission to first position.
When the gear is turned on and the start preparation state is established, the control unit 18 controls the valve operation stop mechanism 1 so that the four-cylinder operation state is established.
9, and the solenoid coil 12a of the three-way switching valve 12 is energized.

As a result, the intake manifold negative pressure (negative pressure control signal) rapidly acts on the chamber 8b of the throttle opener 8 through the three-way switching valve 12, and as a result, the rod 7 is pulled up and the second lever 6 is moved to the first and second positions. It is rotated counterclockwise in the figure to rapidly increase the opening degree of the throttle valve 2 via the second screw 17 and the second lever 3 (see FIG. 2). As a result, the throttle valve 2 is rapidly switched from the first opening position to the second opening position, so that during such a switching transition, the engine rotational speed does not drop, and the engine rotation speed is maintained at approximately 70°C.
Orpm allows 4-cylinder idle operation.

When the transmission is set to neutral again from this state, a signal for two-cylinder operation is again supplied from the control unit 18 to the valve actuation stop mechanism 19 and the solenoid coil 12a of the three-way switching valve 12. raises the atmospheric side again.

As a result, the negative pressure control signal is gradually released from the chamber 8b of the throttle opener 8 to the atmosphere through the three-way switching valve 12 and the throttle 14. In other words, atmospheric pressure gradually acts on the chamber 8b, and as a result, the rod 7 is pushed down. is,
The first lever 3 rotates clockwise in FIG. 2 by a return spring (not shown), and the opening degree of the throttle valve 2 gradually decreases until the first lever 3 hits the first screw 5 (first
(see figure). As a result, the throttle valve 2 is gradually switched from the second opening position to the first opening position, and as a result, in this case as well, the engine speed does not drop during the switching transition, and approximately Two-cylinder idle operation can be performed again at 80 Orpm.

It should be noted that the throttle opener 8 is activated to operate the second lever 6 during other operations than the idling operation.
During running, the lever 3 is rotated counterclockwise by the wire 4, so even if the second lever 6 is working, it will not hit the second screw 17, so there is no problem.

Also, as shown in FIG. 6, in the passage 11 between the throttle opener 8 and the three-way switching valve 12.

Even if the throttle 20 and the check pulp 21 are provided in parallel and the throttle opener 8 is operated rapidly when negative pressure is applied and gradually when negative pressure is released, almost the same effects and advantages as in the above embodiment can be obtained. is obtained.

Furthermore, by adjusting the signal from the control unit 18 to the solenoid coil 12a by providing a delay circuit with a variable delay time, the opening position can be changed from the first opening position to the second opening position.
Although the switching to the opening position is performed rapidly, the switching from the second opening position to the first opening position may be performed gradually.

Further, as the stomach throttle valve opening degree switching means M1, an electric motor such as a pulse motor can also be used.

In addition, the present invention applies to a four-cylinder deactivated engine.

Can also be applied to other multi-cylinder engines.

Furthermore, it can be applied not only to capretor type cylinder engines but also to fuel injection type cylinder engines.

As detailed above, according to the idle adjustment device for a cylinder engine of the present invention, the idle rotation speed can be adjusted independently during all-cylinder operation and when some cylinders are operated, without operating the accelerator pedal. Therefore, it is possible to satisfy both fuel consumption savings and improvement of starting performance, and is of extremely high practical value.

Furthermore, it is possible to prevent the engine rotational speed from decreasing during the transition of switching the number of operating cylinders, and it is also possible to realize smooth engine operation with less vibration.

[Brief explanation of drawings]

The figures show an idle adjustment device for a cylindrical engine as an embodiment of the present invention, in which Fig. 1 is a schematic diagram showing its general structure, Fig. 2 is a schematic diagram for explaining its operation, and Fig. 3
, 4 and 5(a) to 5(c) are graphs for explaining the operation thereof, and FIG. 6 is a schematic configuration diagram showing a modification thereof. 1. Fist intake passage, 2. Throttle valve, 2a fist, shaft, 3
・No. 1 lever, 4.11 wire, 5: 1st valve, 6: 2nd lever, 7: Rod, 8: Throttle opener as a differential pressure responsive mechanism, 8a: Diaphragm, 8b. 8C...Chamber, 8d...Press spring, 8e. 8f@-Stopper, 9.-Engine side fixed part. 10...Arm, 11@-passage, 12.Fist three-way switching valve,
12 a- Solenoid coil, 12 b Plunger, 12C11 Return spring, 13 Passage, 14 Restriction, 15 Air filter. 161 fist passage, 17/e second screw, 181111
Control unit, 19-・Valve operation stop mechanism, 20
... Throttle, 21... Check pulp, Ml/O throttle valve opening switching means, M2... Throttle valve opening controlling means. Sub-Agent Patent Attorney Yoshihiko Iinuma Figure 2 n Figure 3 Throttle valve opening (deg) → Figure 4 t Time (5ea) - 11 (b)? Sunny IT! 1 (sec) Groan! ( c) Haruma ($・c) - Figure 6 Procedural Amendment September 7, 1982 Kazuo Wakasugi, Commissioner of the Patent Office 1 Display of the case 1982 Patent Application No. 12447 2 Name of the invention Idle Adjustment Device 3 Relationship with the person making the amendment Applicant's postal code: 108 Address: 5-33-8 Shiba, Minato-ku, Tokyo Name (6
2B) Mitsubishi Motors Corporation 4 Sub-agent Postal code 160 Address 5-3-6 Minamimotomachi, Shinjuku-ku, Tokyo Column for detailed description of the invention in the specification to be amended. 7. Contents of the amendment (1) The phrase "[This makes it possible to make the fist...slower]" written in lines 12 to 14 of page 15 of the specification is deleted.

Claims (3)

[Claims] (1) In a cylinder engine that can control the number of operating cylinders to perform full cylinder operation or partial cylinder operation, the throttle valve disposed in the intake passage is set to the first opening position or more than this during idling operation. A throttle valve opening switching means is provided which can switch to one of the second opening positions having a larger opening, and the throttle valve assumes the first opening position during the partial cylinder operation and the full cylinder operation. The present invention is characterized in that a throttle valve opening control means is provided which can supply a control signal to the throttle valve opening switching means so that the throttle valve sometimes assumes the second opening position. Idle adjustment device for cylinder engine. (2) The first opening position is rapidly switched to the second opening position, and the second opening position is gradually switched to the first opening position. 2. The idle adjustment device for a cylindrical engine according to claim 1, wherein a control signal is supplied from the throttle valve opening control means to the throttle valve switching means so that the throttle valve opening degree control means is configured to supply the control signal to the throttle valve switching means. (3) The throttle valve opening degree switching means is configured to include a differential pressure responsive mechanism that can be actuated by a negative pressure control signal to drive the throttle valve, and the negative pressure responsive mechanism is configured to apply the negative pressure control signal to the differential pressure responsive mechanism. At times, the negative pressure control signal is rapidly applied through the control passage, and when the negative pressure control signal from the differential pressure responsive mechanism is released, the negative pressure control signal is configured to be gradually released through the restriction. An idle adjustment device for a cylinder engine according to claim 2.