JPS5830130Y2 - Engine diaphragm device operation control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an operation control device for an engine diaphragm device that controls the operation of two diaphragm devices provided in the engine and having different operating characteristics.

Conventionally, a diaphragm device operated by intake negative pressure has been used to advance the engine ignition timing in accordance with the engine coolant temperature, for example, until the engine coolant temperature reaches a first set value (for example, 15 degrees Celsius). From the standpoint of engine running performance, the ignition timing is advanced by operating the diaphragm device, and the engine cooling water temperature increases from the first set value until it reaches the second set value (for example, 55°C) that is higher than the first set value. In view of this, when the diaphragm device is not activated, the advance of the ignition timing is stopped, and when the engine cooling water temperature rises above the second set value, the ignition timing is advanced again by the activation of the diaphragm device in order to improve driving performance. For a diaphragm device having such operating characteristics, the intake negative pressure is maintained until the engine cooling water temperature reaches the first set value, and the engine cooling water temperature is maintained at the first set value.
It is necessary to control the atmospheric pressure from the set value until it reaches the second set value, and to apply negative intake pressure when the engine cooling water temperature rises above the second set value, which usually requires two switching valves. .

Similarly, a diaphragm device operated by intake negative pressure is used to control, for example, the introduction of evaporated fuel into the intake system according to the engine cooling water temperature. For safety reasons, the introduction of evaporated fuel to the intake system is stopped by deactivating the diaphragm device, and when the engine cooling water temperature rises above the second set value, the diaphragm device is activated to introduce vaporized fuel to the intake system from the standpoint of emissions. A diaphragm device with such operating characteristics is known to maintain atmospheric pressure until the engine coolant temperature reaches the second set value, and to keep the engine coolant temperature below the second set value. When it becomes high, it is necessary to control the operation to apply negative intake pressure.
Usually one switching valve is required.

However, when an engine is equipped with two diaphragm devices having different operating characteristics as described above, there is a problem that the operation control device requires three switching valves, making the structure extremely complicated.

The present invention was developed in view of this problem, and uses two diaphragm devices with different operating characteristics as described above. A first diaphragm device that applies atmospheric pressure from a first set value until reaching a second set value higher than the first set value, and applies negative intake pressure when the engine coolant temperature becomes higher than the second set value, and an engine coolant temperature. The operation is controlled using two switching valves to control atmospheric pressure until the temperature reaches the second set value, and a second diaphragm device that requires applying negative intake pressure when the engine cooling water temperature becomes higher than the second set value. It is therefore an object of the present invention to provide an operation control device for an engine diaphragm device that can control the operation with a simple configuration.

Hereinafter, the present invention will be described in detail based on embodiments shown in the drawings.

The drawing shows an embodiment in which a first diaphragm device used in an ignition timing adjusting device and a second diaphragm device used in an evaporative fuel control device are installed side by side.
1 is an intake passage that supplies air-fuel mixture to the engine, 2 is a venturi provided in the intake passage 1, and 3 is a throttle valve provided in the intake passage 1 downstream of the venturi 2.

4 is a first diaphragm device operated by intake negative pressure, and includes a negative pressure chamber 4 partitioned by a diaphragm 4a.
b and an atmospheric chamber 4C, a spring 4d is compressed in the negative pressure chamber 4b, and the diaphragm 4a is connected to a rod 4e.
Distributor advancer 5a of ignition device 5 via
When negative pressure is introduced into the negative pressure chamber 4b, the diaphragm 4 resists the spring force of the spring 4d.
a is biased, and the bias of the diaphragm 4a rotates the distributor advancer 5a via the rod 4e to advance the ignition timing.

Note that 5b is a breaker in the ignition device 5, and 5c is a cam that opens and closes the breaker 5b.

Further, 6 is a second diaphragm device operated by intake negative pressure, and has a negative pressure chamber 6b and an atmospheric chamber 6C separated by a diaphragm 6a, and a spring 6d is compressed in the negative pressure chamber 6b. The atmospheric chamber 6c is connected at one end to a communication passage 8 that communicates with the atmosphere via a canister 7 into which evaporated fuel from a gasoline tank (not shown) is drawn, and at the other end communicates with the intake system. A passage 9 is connected with its opening 9a facing into the atmospheric chamber 6C, and a valve body 6e that closes the opening 9a is fixed to the diaphragm 6a, so that intake negative pressure is introduced into the negative pressure chamber 6b. At this time, the diaphragm 6a is biased against the spring force of the spring 6d, and the bias of the diaphragm 6a operates to open the valve body 6e, opening the opening 9a of the communication passage 9, thereby reducing the intake negative pressure acting on the intake system. The fuel vapor adsorbed in the canister 7 is sucked into the intake system through the communication passage 8, the atmospheric chamber 6c, and the communication passage 9 together with the outside air flowing in from the lower part of the canister 7.

On the other hand, 10 is a first switching valve attached to the heat riser part 11 of the intake manifold, and has a first port 10a, a second port 10b, and a third port 10c, and the engine cooling water flows through the engine cooling water passage 12. It has a bimetal 10d that detects the water temperature and operates when the engine cooling water temperature reaches a first set value (for example, 15° C.), and the bimetal 10d is connected to the first and third ports 10a and 10c via a bushing rod 10e. A valve body 10f that opens and closes is connected, and the valve body 10f is normally biased by a spring 10g to close the third port N Oc, and the first port is closed until the engine cooling water temperature reaches the first set value. ) 10a and the second port 10b are in communication and the third port 10c is closed, while the engine cooling water temperature becomes higher than the first set value, the bimetal 10d
is actuated, and the valve body 10f is actuated via the bushing rod 10e against the spring force of the spring 10g, thereby communicating the second port 10b and the third port 10C and closing the first port 10a. ing.

Further, 13 is a second switching valve attached to the heat riser part 11 of the intake manifold, and has a fourth port 13a, a fifth port 13b, and a sixth port 13c, and the engine cooling water flowing in the engine cooling water passage 12. The bimetal 13d detects the temperature of the engine cooling water and operates when the engine cooling water temperature reaches a second set value (for example, 55°C) higher than the first set value. and 6th port 13
b= A valve body 13f that opens and closes L3c is connected, and the valve body 13f is normally biased by a spring 13g to close the sixth port 13c, and the sixth port 13c is closed until the engine cooling water temperature reaches the second set value. While the 4th port N3a and the 5th port 13b are in communication and the 6th port 13c is closed, when the engine cooling water temperature becomes higher than the second set value, the bimetal 13d is activated and a to operate the valve body 13f and open the fourth port 1.
3a and the sixth ports 13 and 13c are communicated with each other, and the fifth port 13b is closed.

Further, the first port 10a of the first switching valve 10 is connected to the first port 10a of the first switching valve 10.
The second port 10b is connected to the intake passage 1 near the upstream side of the throttle valve 3 via a connecting passage 14, and the second port 10b is connected to the first intake passage 1 through a second connecting passage 15.
The third port NOc is connected to the negative pressure chamber 4b of the diaphragm device 4, and the third port NOc is connected to the fourth port NOc of the second switching valve 13 via the third connecting path 16.
The fifth port 13b of the second switching valve 13 is connected to the atmosphere via the fourth connection path 17 and the filter 18, and the sixth port N3c is connected to the fifth connection path 13a.
9, and the negative pressure chamber 6b of the second diaphragm device 6 is connected to the sixth connecting path 20.
It is connected to the third connecting path 16 via.

Therefore, in the above embodiment, until the engine cooling water temperature reaches the first set value (for example, 15° C.), the first switching valve 10 has its first bow (NOa) and second bow (NOa) communicating with each other and the third While the port 10c is closed, the second switching valve 13 has its fourth port 13a and fifth port 13b communicating with each other, and its sixth port 13c is closed.
The negative pressure chamber 4b of the diaphragm device 4 includes a first connecting path 14,
Intake negative pressure acting on the intake passage 1 is introduced through the first port IQa, the second port 10b, and the second connection path 15, and the first diaphragm device 4 operates, and the operation of the first diaphragm device 4 causes ignition. While advancing the timing to improve the running performance of the engine, the negative pressure chamber 6b of the second diaphragm device 6 has a fourth connecting path 17, a fifth port 13b, a fourth port 13a, and a third connecting path 16. and the sixth connecting road 20
Atmospheric pressure is introduced through the second diaphragm device 6 and the second diaphragm device 6 is in a non-operating state, and because the second diaphragm device 6 is not in operation, the communication passage 9 is blocked, so that evaporated fuel is not sucked into the intake system. Improved running performance is achieved.

Then, until the engine cooling water temperature becomes higher than the first set value and reaches the second set value (for example, 55° C.), the first switching valve 10 operates and the second port 10b and the third port 10c are closed. While communicating and the first port 10a is closed, the second switching valve 13 remains in the same state as above (non-operating state), so the negative pressure chamber 4b of the first diaphragm device 4 is connected to the fourth connecting path 17. ．． The fifth port 13b, the fourth port N3a, the third connection path 16, and the third port 10c.

Atmospheric pressure is introduced through the second port 10b and the second connecting path 15, and the first diaphragm device 4 becomes inactive, and due to the non-activation of the first diaphragm device 4, the advance of the ignition timing is stopped, and the emission is reduced. On the other hand, atmospheric pressure acts on the negative pressure chamber 6b of the second diaphragm device 6 in the same manner as above, and the second diaphragm device 6 remains in an inoperable state, and the vaporized fuel is not transferred to the intake system. Inhalation is not performed.

Further, when the engine cooling water temperature becomes higher than the second set value, the first switching valve 10 continues to operate in the same manner as described above, while the second switching valve 13 operates and its fourth port N
3a and the sixth port N3c are in communication and the fifth port N3b is closed, the negative pressure chamber 4b of the diaphragm device 4 has the first connecting path 14, the fifth connecting path 19, and the sixth port 13C1.
Fourth port 13a, third connection path 16, third port 10c
, the intake negative pressure is introduced through the second port 10b and the second connection path 15, the first diaphragm device 4 is activated again, the ignition timing is advanced, and driving performance is improved.
The negative pressure chamber 6b of the second diaphragm device 6 has a first connecting path 1.
4, fifth connection path 19, sixth port 13c, fourth port 1
3a, the intake negative pressure is introduced through the third connecting path 16 and the sixth connecting path 20, and the second diaphragm device 6 is activated;
The communication passage 9 is opened by the operation of the diaphragm device 6, and the evaporated fuel adsorbed in the canister I is drawn into the intake system through the communication passages 8 and 9 together with the outside air, thereby improving workability.

In the above embodiment, the first diaphragm device 4 is applied to an ignition timing control device, and the second diaphragm device 6 is applied to an evaporative fuel control device. Needless to say, the same thing can be said when applied to various control devices.

That is, the present invention applies negative intake pressure to the first diaphragm device until the engine coolant temperature reaches the first set value, and maintains the engine coolant temperature from the first set value to the second set value higher than the first set value. Atmospheric pressure is applied to the second diaphragm device until the engine cooling water temperature reaches the second set value, while negative intake pressure is applied to the second diaphragm device until the engine cooling water temperature reaches the second set value. An operation control device for an engine diaphragm device that applies negative intake pressure when the water temperature becomes higher than a second set value. Until the engine coolant temperature reaches the first set value, the first port and the second port are communicated and the third port is closed. a first switching valve with a closing valve body, and fourth, fifth and sixth switching valves;
The fourth port and the fifth port are communicated with each other and the sixth port is closed until the engine cooling water temperature reaches the second set value, while the engine cooling water temperature reaches the second set value.
a second switching valve having a valve body that connects the fourth port and the sixth port and closes the fifth port when the value becomes higher than the set value;
a connecting path, a second connecting path connecting the second port to the first diaphragm device, a third connecting path connecting the third port and the fourth port;
A connecting path, a fourth connecting path that connects the fifth port to the atmosphere, and a sixth connecting path.
A fifth connecting path connects the port to the first connecting path, and a sixth connecting path connects the second diaphragm device to the third connecting path.

As described above, according to the present invention, the operation of two diaphragm devices having different operating characteristics as described above can be controlled using two switching valves, which simplifies the device structure, reduces the cost of the device, and improves engine performance. Room space can be used effectively.

[Brief explanation of the drawing]

The drawings are schematic configuration diagrams illustrating embodiments of the present invention. 1...Intake passage, 2...Venturi,
3... Throttle valve, 4... First diaphragm device, 4a...°° diaphragm, 4b...
・Negative pressure chamber, 4c...Atmospheric chamber, 4d...
Spring, 4e... Rod, 5...
Ignition device, 5a... Distributor advancer, 5b... Breaker, 5c... Cam, 6... Second diaphragm device, 6a...
...Diaphragm, 6b... Negative pressure chamber, 6c...
...Atmospheric chamber, 6d...Spring, 6e.
... Valve body, 7 ... Canister, 8, 9.
...Communication path, 9a...Opening, 10...
...First switching valve, 10a...First port,
10b...2nd port, 10c...3rd port, 10d...bimetal, 10e...
...Butsch rod, 10f...Valve L10
g...Spring, 11...Tryzer section, 12...Engine cooling water passage, 13...
...Second switching valve, 13a...Fourth port,
13b...5th port), 13c...6th port, 13d...bimetal, 13e...
...Butsch rod, 13f...Valve L 1
3 g...Spring, 14...1st
Connecting road, 15...Second connecting road, 16...
・Third connecting road, 17...Fourth connecting road, 18...
...Filter, 19...Fifth connecting path, 20
...6th connecting road.

Claims (1)

[Scope of utility model registration request] With respect to the first diaphragm device, the engine cooling water temperature is
Negative intake pressure until the set value is reached, atmospheric pressure until the engine coolant temperature reaches the second set value higher than the first set value, and negative intake pressure when the engine coolant temperature becomes higher than the second set value. While pressure is applied to the second diaphragm device, atmospheric pressure is applied to the second diaphragm device until the engine cooling water temperature reaches the second set value, and when the engine cooling water temperature becomes higher than the second set value, intake negative pressure is applied to the second diaphragm device. An operation control device for an engine diaphragm device includes a first port, a second port, and a third port, and has an engine cooling water temperature of a first port, a second port, and a third port.
Until the set value is reached, the first port and the second port are communicated and the third port is closed; A first switching valve is provided with a valve body that closes one port, and a fourth, fifth, and sixth port is provided.
A valve body is provided that communicates the port and the fifth port and closes the sixth port, while communicating the fourth port and the sixth port and closes the fifth port when the engine cooling water temperature becomes higher than the second set value. A second switching valve is provided, and a first switching valve is provided.
A first connecting path connecting the port to the intake passage, a second connecting path connecting the second port to the first diaphragm device, a third connecting path connecting the third port and the fourth port, and a fifth port to the atmosphere. A fourth connecting path connects the sixth port to the first connecting path, and a fifth connecting path connects the second diaphragm device to the third connecting path.
1. An operation control device for a diaphragm device for an engine, characterized in that a sixth connecting path connected to the connecting path is provided.