JPS5999049A - Apparatus for controlling quantity of intake air of engine - Google Patents

Abstract

PURPOSE:To moderate the shock caused at the transient time for switching the operational mode of an engine in which only a primary intake valve is used to the mode in which both of the primary intake valve and a secondary intake valve are used, by opening a control valve provided in a by-pass passage by-passing a throttle valve at the time of said transient time in a double-intake engine having two intake valves. CONSTITUTION:In a double-intake engine having a main intake passage 6 and a subsidiary intake passage 8 connected to a primary and a secondary intake valves disposed in a cylinder head, a by-pass passage 18 having a by-pass valve 20 functioning as a control valve is connected to the main intake passage 6 in the manner of by-passing a throttle valve 10. The by-pass valve 20 is driven by a pressure-responsive means 22, which is designed such that the suction vacuum on the downstream side of the throttle valve 10, the atmospheric pressure or the suction vacuum on the downstream side of a throttle valve 12 can be introduced to a pressure chamber 26 selectively via a first to a third solenoid valves 34, 36, 38. Here, the solenoid valves 34, 36, 38 are controlled by a computor 44 to open the by-pass valve 20 at the transient time for switching the operational mode in which only the primary intake valve is used to the mode in which both of the primary intake valve and the secondary intake valve are used.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device for controlling the intake air amount of an engine, and particularly to an apparatus for controlling the intake air amount of an engine having two intake passages (hereinafter referred to as a "compound intake type engine"). The present invention relates to an engine intake air amount control device suitable for use.

Various types of compound intake engines have been developed in the past.
This engine includes a main intake passage having a primary throttle valve in the middle rJ1 section and a primary intake valve in the combustion chamber side end, respectively;
2*A sub-intake passage having a throttle valve in the middle and a secondary intake valve at the end on the combustion chamber side. Since the secondary intake valve is configured so that it gradually opens and can only operate at a predetermined engine speed or higher, performance at high speeds and high loads is significantly improved.

However, in such a conventional compound intake type engine, the second
Since the secondary intake valve is set to start opening earlier, the operating range of the primary intake valve and the secondary intake valve is changed from the operating range of the primary intake valve only to
At the 8th line to the operating range of both secondary intake valves, combined with the fact that the secondary intake valve partially overlaps with the opening timing of the exhaust valve, the exhaust flows back to the auxiliary intake passage side, which causes the internal There is a problem in that as EGR increases, the engine output decreases, resulting in shock, making it impossible to maintain smooth operation.

The present invention aims to solve such problems, and even when the operating range of only the primary intake valve shifts to the operating range of both the primary intake valve and the secondary intake valve, the shock does not occur during this transition. An object of the present invention is to provide an intake air amount control device for an engine, which can maintain smooth operation by preventing the occurrence of air pollution.

Therefore, the intake air amount control device for an engine according to the present invention has a main intake passage having a primary throttle valve in the middle part and a primary intake valve in the end part on the combustion chamber side, and a secondary throttle valve in the middle part. and a sub-intake passage having a secondary intake valve at an end on the side of the combustion chamber, wherein the secondary throttle valve closes when the opening is below a predetermined opening of the primary throttle valve, and opens when the opening is above the same predetermined opening, and In an engine configured such that the intake valve can operate only in a predetermined operating range, a bypass passage that communicates and connects each part of the main intake passage upstream and downstream of the throttle valve disposed part;
a control valve that is interposed in the bypass passage and driven by an actuator to control the intake flow rate of the bypass passage; The present invention is characterized in that a control means is provided for outputting a signal to the actuator to open the control valve when the control valve shifts to the operating range.

The intake air amount control device for an engine as an embodiment of the present invention will be explained below with reference to the drawings. Fig. 1 is a schematic explanatory diagram showing its overall configuration, and Fig. 2 shows the main parts of an ennon equipped with this device. The cross-sectional view, Figures 3 and 4 are 70-charts for explaining the operation, Figure 5 is the engine output characteristic diagram, and Figures 6 (a) to (e>) are for explaining the operation. Characteristic diagrams for Figure 7 (,) to (e)
are timing diagrams for explaining the effect, and FIG. 8 is a schematic diagram for explaining the effect.

In this embodiment, as shown in FIG.
Primary throttle valve (hereinafter referred to as "P throttle valve")
10 in the middle part and a primary intake valve (hereinafter referred to as "P valve") 81 at the end on the combustion chamber side.
and a secondary throttle valve (hereinafter referred to as "S throttle valve") 12 in the middle part, and a secondary intake valve (hereinafter referred to as "S throttle valve").
It is called "S-ben". ) 82 at the end of the combustion chamber side. For example 4
5°), it closes, and above that it gradually opens, and the S valve 82 operates only in an operating range above a predetermined engine speed.

This engine E will be explained in detail below. That is, in this Ennon E, as shown in FIGS. 1 and 2, the main intake passage 6. The auxiliary intake passage 8 and the exhaust passage 4 are connected to a combustion chamber 79 partitioned by a piston 78 within the engine body 2, and the passages 4 and 8 open at opposite positions.

The combustion chamber 79 side opening of each passage 6, 8.4 has P
Valve 81. An S valve 82 and an exhaust valve 83 are provided, and each of the valves 81 to 83 is driven to open and close by valve operating mechanisms M1, M2, etc.

In addition, in FIG. 2, illustration of the valve operating mechanism for the exhaust valve 83 is omitted.

Further, the valve operating mechanism M2 for the S valve 82 is provided with a conventionally known valve stop mechanism.
can selectively take a valve operating state and a valve non-operating state.

In FIG. 2, reference numeral 80 indicates a spark plug.

In the main intake passage 6, in addition to a P throttle valve 10 that operates in conjunction with an accelerator pedal (not shown), a fuel injection device 14 and an air 70-meter (not shown) (Karman vortex flow meter) are provided.
An air cleaner (not shown) is installed at the end of the main intake passage 6.

The fuel injection device 14 is equipped with an electromagnetic valve 15, which is a fuel flow regulating valve, installed in a fuel passage to which low-pressure fuel power f is supplied from the fuel pump, and the amount of fuel injected into the main intake passage 6 is controlled by an electromagnetic valve. It is set in accordance with the opening time of the valve 15.

As mentioned above, the auxiliary intake passage 8 is equipped with the S slot nottle valve 1.
2 is interposed therein, and this S throttle valve 12 is driven to open and close by a pressure response device 70. That is, the S throttle valve 12 is connected to the diaphragm 72 of the pressure-responsive device 70 via a link mechanism 84, and is actuated by the pressure acting through the passage 68 on the working chamber 74 partitioned by the diaphragm 72 of the device 70. , S throttle valve 12 is driven to open and close.

Note that a spring 76 is loaded in the working chamber 74 to bias the S throttle valve 12 toward the closing side.

The pressure value applied to the working chamber 74 can be adjusted by controlling the opening/closing rate of the solenoid valve 64, using the negative pressure from the passage 66 with the orifice 67 and the passage 69 between the above-mentioned strain/id valve 64. This is done by adjusting the ratio between atmospheric pressure and atmospheric pressure.

One end of the passage 66 communicates with a surge tank 85 installed in the sub-intake passage 8, and one end of the passage 69 communicates with the outside air through the air cleaner 16''.
The end of the pond communicates with the passage 68.

Furthermore, the opening/closing rate of the solenoid valve 64 is determined by the S throttle valve 12.
is controlled so that it closes below a predetermined opening degree (for example, 45 degrees) of the P throttle valve 10 and gradually opens when it opens more than that.
A pulse train signal for duty control is supplied from.

Note that an air cleaner 16 is attached to the end of the sub-intake passage 8.

Further, the exhaust passage 4 is configured so that the air-fuel mixture in the main intake passage 6 can be heated by guiding exhaust gas to a branch portion 4a thereof.

Incidentally, the main intake passage 6 is provided with a bypass passage 18 that bypasses the P throttle valve 10, that is, communicates and connects the parts upstream and downstream of the throttle valve disposed part. A bypass valve 20 is installed as a control valve that controls the amount of intake air supplied to the engine combustion chamber by controlling the amount of intake air passing through the passage 18, and this bypass valve 20 corresponds to the valve seat. It is possible to move from a fully closed position (bottom position in FIG. 1) where the bypass passage 18 is completely closed to a fully open position (top position in FIG. 1) determined by a stopper (not shown).

Furthermore, the bypass valve 20 is connected to a diaphragm 24 of a pressure-responsive device 22 as an actuator. The pressure chamber 26 as the working chamber of the pressure response device 22 is connected to the intervening position of the P-street valve 10 via a flow rate control orifice 29 and a first negative pressure passage (first pressure passage) 28. It is connected to the main intake passage 6 on the downstream side, and the first
S throttle valve 12 via a second negative pressure passage (second pressure passage) 30 having a larger unit flow rate than negative pressure passage 28 of
It is connected to the auxiliary intake passage 8 on the downstream side of the intervening position, and further includes an atmospheric passage 3 with an orifice 33 for flow rate control
The pressure chamber 26 is connected to the outside air via a first or second negative pressure passage 28, 30, and an intake negative pressure (hereinafter referred to as "manifold negative pressure") ) is supplied, and atmospheric pressure is supplied via the atmospheric passage 32.

In addition, a normally closed first solenoid valve 34 is interposed in the negative pressure passage 28, and the first solenoid valve 34 is used to control the intake negative pressure from the main intake passage 6, which is supplied to the pressure chamber 26. It controls the pressure.

A normally open second solenoid valve 36 is installed in the atmospheric passage 32.
The second solenoid valve 36 controls the atmospheric pressure supplied to the pressure chamber 26.

A normally closed third solenoid valve 3 is provided in the second negative pressure passage 30.
8 is interposed, and this third valve/id valve 38 controls the intake negative pressure from the auxiliary intake passage 8 that is supplied to the pressure chamber 26.
This is to control the negative pressure to be applied in a shorter time than when negative pressure is applied to 6.

Further, a spring 40 is disposed within the pressure chamber 26, and this spring 40 biases the bypass valve 20 in the closing direction via the diaphragm 24, so that the bypass valve 20 is normally an I3/1 valve. . That is, when no negative pressure acts on the pressure chamber 26, this spring 36 closes the bypass valve 2.
0 is held at the fully closed position, which is the mechanically determined minimum opening position.

Further, a position sensor 42 is provided, and this position sensor 42 detects the position of the diaphragm 24 of the pressure-responsive device 22, thereby controlling the bypass valve 20.
It uses a variable resistor to detect the actual opening of the
The opening position signal of the bypass valve 20 outputted by this bodge sensor 42 is inputted to a computer 44 .

, 4, ■] Throttle opening sensor 46 for detecting the opening of the throttle valve 10. An engine rotation speed sensor 48 that detects the actual rotation i of the engine E from, for example, an ignition pulse, and a coolant temperature sensor 50 that detects the coolant temperature of the engine E are provided.
, 48, and 50 are manually input to a computer ↓4.

Furthermore, an idle switch 52 is provided as an idle sensor that detects the idle operating state of engine E. This idle switch 52 closes (turns on) when the throttle valve is fully closed, and opens (turns off) at other times.
The open/close (on/off) signal from the idle switch 52 is input to the computer 44.

In addition to the opening position signal, throttle opening signal, ignition pulse signal, cooling water temperature signal, and idle switch opening/closing signal, the computer 44 also receives 1 pump output from the air 70-sensor installed in the air 70-meter. Intake air amount signal 1 A vehicle speed signal and the like from a vehicle speed sensor that is provided on the output shaft of a transmission (not shown) and detects IJ speed information from the rotation angle of this output shaft is input. Further, a signal from the boost sensor is also inputted to the computer 44 as necessary.

The computer 44 includes an input waveform shaping circuit 60 that performs waveform shaping of each input signal (including A/D conversion of analog signals such as a cooling water temperature signal and an opening position signal). CPU54
AM56 at ゜I. ROM58 and output waveform shaping circuit 6
The computer 44 uses the above-mentioned input signals and calculation information stored in advance in the i(0M58) to form an output pulse signal for controlling the intake air amount.

In this embodiment, the pulse signals output from the computer 44 are a first valve drive signal that opens and closes the first solenoid valve 34, a second valve drive signal that opens and closes the second solenoid valve 36, and a second valve drive signal that opens and closes the f53 solenoid valve 38. This is the third valve drive signal. and a first valve drive signal.

The solenoid valves 34, 36, and 38, which are respectively opened and closed by the second valve drive signal and the third valve drive signal, adjust the pressure in the pressure chamber 26 of the J main force response device 22 with one muscle force, and adjust the opening degree of the bypass valve 20. It is designed to control the amount of intake air.

The computer 44 outputs an S-valve control signal that controls activation or deactivation of the S valve 82, an injection amount signal that determines the injection amount of the fuel injection device 14, and an advance angle amount that determines the advance amount of the ignition device. A signal is output.

That is, the apparatus of this embodiment uses the computer 44.

The purpose is to perform comprehensive control of the engine by adjusting the operating state of the S valve 82, the injection amount of the fuel injector j4, the advance angle of the ignition device, and the opening degree of the bypass valve 20. Control is performed by executing various flows stored in the drying ROM 58 according to instructions from the CPU 54.

Next, these steps 70- will be explained. Here, the flow for adjusting the opening degree of the bypass valve 20 will be mainly explained.

In other words, condition 1 for identifying the operating state of Ennon E as shown in diagram f53! ! The valve opening degree control 70-B that controls the opening degree of the bypass valve 20 by driving the three solenoid valves 34, 36, and 38 as shown in FIG. 4 will be explained. The selection is made by an interrupt signal from the CPIJ54.

Of these 70-, condition determination 70-) is executed in synchronization with the ignition pulse of the ignition device, and valve opening control 70-B is performed in synchronization with the interrupt signal of the timer with a relatively short cycle 1+. is executed.

In the condition determination 70-A shown in FIG. 3, in A-0,
The operating state is read from the throttle opening θ and the engine speed N, and at A-1, it is determined whether the P valve 81 and the S valve 82 are in a region where both should operate (hereinafter referred to as "P+S region"). is determined. This P+S region specifically refers to the operating region indicated by c in FIG. 5.

The region in which only the P valve 81 should operate (hereinafter referred to as the "P region") refers to the operating region indicated by the symbol a in FIG.
If it is determined that it is not in the +S area, in A-2,
An instruction to deactivate the S valve 82 is issued, and A-3
The S throttle valve 12 is instructed to be fully open.

Then, upon receiving instructions from A-2, the valve stop structure for the S valve (
% Valve mechanism M2 becomes inoperative, and 8-3
In response to the instruction, the solenoid valve 64 for S valve opening/closing control
It operates to fully open the valve 82.

If it is determined that the current is in the P+S region, the S throttle valve opening degree Ps(θ) is set at A-4, and the operation of the S valve 82 is instructed at A-5.

As a result, the valve operating mechanism M2 for the S valve is activated, and the S valve train M2 is activated.
Valve 82 begins to operate.

After that, in A-6, the area (shown as C in FIG. 5)
(high speed/high load area).

If it is determined that the vehicle is not in the C region, that is, in the b region (see FIG. 5), the S throttle valve 12 is instructed to be fully opened at A-7. In this case, the S valve 82 is opened and closed, but the S throttle valve 12 is controlled to be fully open.

If it is determined that the engine is in the C@ region, an instruction is given at A-8 to open the S throttle valve 12 according to the operating state determined by the throttle opening θ and the engine speed N.

As a result, the duty rate of the helical/eight' valve 64 also changes, and the opening degree of the S throttle valve 12 is adjusted in accordance with the operating state.

Next, the explanation will move on to the opening degree control 70-B shown in FIG.

First, in executing the opening degree control 70-B, the position sensor 42 is initialized. This is done immediately after the values held at each address in the RAM 56 are cleared (set to zero) when the ignition switch is turned on before starting. First, the opening position of the bypass valve 20 before starting (i.e. The output (voltage) of the position sensor 42 corresponding to the fully closed position is A/D converted and stored at address A in the RAM 56 as initial position information. Enter 0, then A. 0 value φ. , movement range information φb that gives the allowable movement range of the bypass valve 20 and is stored in the ROM 58 in advance.
ind and the minimum value φm of the setting information that provides the target opening from the minimum opening setting information φ6 also stored in the ROM 58.
in and the maximum value φmax are calculated and each RA
Address A of M56. 1 and A Enter into 62. That is, A. ,=φ. 10 dl −A O2=φ0+φ6+φba
nd, but in this case, φ6 is an extremely small value, and φ2+φbancl is the mechanically determined fully closed position (position in contact with the valve seat) and fully open position (position determined by a stopper not shown) of the bypass valve 20. ), and the relationship between the actual position (opening degree) of the bypass valve 2o and the opening information input into the RAM 5G is as shown in Figure 8. . Therefore, the position (opening degree) of the bypass valve 20 is controlled so that the position (opening degree) corresponding to the φm group and the position (opening degree) corresponding to φmax are the same as the target opening degree.

After the initial settings have been made in this way, the opening control 7
0-B is executed in synchronization with the interrupt signal of the first timer to operate the bypass valve driving means. In this 70-B,
At B-0, it is determined whether the idle switch 52 is on or not. If it is on, that is, when the throttle opening is fully open, the bypass valve 20 is turned on at B-1.
An instruction force is given to make the target opening P of This is a value that is updated at appropriate time intervals with the data that is used.

Furthermore, when the idle switch 52 is off, that is, when the throttle opening is not fully open, it is determined in B-2 whether L=1, and if L=1, then B-2 is determined.
-3, it is determined whether M=1.

Here, L=i and M=i are B−5°B, which will be described later, respectively.
-16, and therefore initially goes to L1. , M61.

As a result, in the process of determining whether M=1, the result is N.

The route is taken, and at B-4, it is determined whether there is a switching command from the P area to the P+S area (abbreviated as JP-+P+S switching command).

Then, if there is a P-+P+sP+ command, B-5
At B, while flag processing (expressed as L=1 for convenience in FIG. 4) to gradually decrease the corrected opening Px for the bypass valve 20 is performed.
-6, the corrected opening degree Px is set to Ps (this Psl is the value obtained as shown in A-4 in Fig. 3, and the target opening degree P is set to be large in the region where the load is small). value). Thereafter, at B-7, an instruction is issued to set the target opening degree P to fPo+P(ΔN)+PJ.

The reason why the corrected opening degree Px is added when there is a P-+PP+ switching command is as follows.

That is, in the P+S region, the opening timing of the S valve 82 is set to be early, so that the opening timing partially overlaps with the opening timing of the exhaust valve 83, and the exhaust gas flows back toward the sub-intake passage 8 side. As a result, internal EGR increases during intake, which may reduce engine output.

Therefore, at the time of this switching, the bypass valve 20 is opened to increase the engine output.

Thereby, there is no shock when switching P-+P+S, and smooth operation can be maintained.

After the flag processing of L=1 is performed at B-5, in the subsequent processing routine, Y is set at B-2.
Since we will take the ES route, after that, at B-8, issue an instruction to set the corrected opening Px to (Px - ΔP1), and then proceed to B-8.
At -9, it is determined whether Px>0.

Note that ΔP1 is a preset positive minute value.

Repeat this YES route several times and when Px>0 is no longer true, Px=0 at B-10. J in B-11
-=0 processing is performed.

In this way, by taking the YES route at B-2 and repeating this several times, after the transition to the P+S region/\, Px gradually becomes O, so the target opening degree P of the bypass valve 20 can be changed. gradually decreases, and finally becomes tPo×P(ΔN)l. This ensures a transient phenomenon in the P→p10s region.

Note that in the P+S region, since there is always a large amount of internal EGR, it is possible to always increase the engine output, and in this case, there is no need to perform flag processing such that L=1 in B-5.

Further, it is also possible to set a transient operation region when switching P-+P+S, and to correct the engine output, that is, correct the opening degree of the bypass valve 20, only while in this transient operation region. In this case, processing is added to determine whether or not the vehicle is in this transient operation region.

By the way, if there is no P-iP +s switching command, B-
In step 4', it is determined whether the area is P or not.

In the case of the P@ region, an instruction is issued at B-13 to set the target opening degree P of the bypass valve 20 to iP, 10P (ΔN months).

In addition, if it is not the Plu region, that is, in the P+S region, the rate of change of the throttle opening is -d in B-12.
It is determined whether θ/dt>So.

That is, in this B-12, the P throttle valve 10
It is determined whether or not it is in a sudden closing state.

When it is determined that the P throttle valve 10 is suddenly turned in, a command is issued at B-14 to switch from the C area to the b area (see FIG. 5) (abbreviated as "c-+b switching"). The presence or absence of is determined.

Also, if the P throttle valve 10 is not in a sudden closing state or
+ l) If there is no switching command, in B-13, as in the case where it is determined to be in the P area in B-4',
An instruction is issued to set the line-of-sight opening degree P of the bypass valve 20 to fPo0P(ΔN)l.

If it is determined in B-14 that c-*l) has been switched, then in B-15 a flag process (
In FIG. 4, it is expressed as =1 for convenience. ) has been performed, and in B-16, a 7-run process (expressed as M=1 for convenience in FIG. 4) to gradually decrease the other corrected opening degree PY for the bypass valve 2o. ) is made, and then at B-17, the corrected opening degree P
Y to PD (this PI) is a value that makes the target opening degree P full open or a large opening close to full open. ). Then, at B-18, an instruction is issued to set the target opening degree P of the bypass valve 20 to IPo+P(ΔN+Pr)l.

The reason why the corrected opening degree PY is increased by 1 when the throttle valve is suddenly closed is as follows. That is, P+5f
In region II, when the P throttle valve 1o suddenly closes, the changeover is from region C to region B, and in region B,
As can be seen from the process A-7 in step 70- described above, the S throttle valve 12 is fully closed. Therefore, under these conditions, the air-fuel mixture in the main intake passage 6 becomes extremely rich, resulting in a so-called overrich condition, which may have an adverse effect on exhaust gases or, in the worst case, cause the engine E to stop. Put it away.

Therefore, when the throttle valve is suddenly inactive, the bypass valve 20 is suddenly opened widely to prevent an overrich condition.

This allows smooth operation to be maintained even when the throttle valve is suddenly closed.

In addition, after the 7 lag processing with M=1 is performed in B-16, in the subsequent processing routine, the YES route is taken in B-3, but after that, in B-19, the corrected opening degree PY is changed. (PY-ΔP2) is issued, and in B-20, it is determined whether PY>0.

Note that ΔP2 is a small positive value that is set in advance.

After repeating this '1' ES route several times until PY>(,) is no longer satisfied, a process is performed in which py=0+8 22 sets M=0 in B-21.

In this way, by taking the YES route at B-3 and repeating this several times, the PY
gradually becomes 0, the target opening degree P of the bypass valve 20 also gradually decreases, and finally fPo0P
(ΔN)l. This ensures a transient phenomenon when the throttle valve is suddenly closed.

In addition, the transient phenomenon when the throttle valve is suddenly closed is shown below.
The result will be as shown in FIGS. 7(a) to (e). Here, Fig. 7 (
, ) is a graph showing the opening/closing state of the P throttle valve 1 (), and FIG. 7(b) is a graph showing the rate of change dθ/d of the P throttle valve 10.
7(c) is an on-off characteristic diagram of the third solenoid valve 38, FIG. 7(d) is an on-off characteristic diagram of the first solenoid valve 34, and FIG. 7(e) is a graph showing the state of the bypass valve. It is a characteristic diagram of the target opening degree P of No. 20.

When the processing of B-1, B-7, 8-13, B-18, etc. is completed, the actual opening degree Pr of the bypass valve 2o is determined in B-23 based on the signal from the position sensor 42.
is read, and then in B-24, the opening deviation ΔP between the target opening P and the actual opening Pr is calculated, and in B-25, 1ΔP1 is larger than the predetermined number γ (width of the dead zone). The decision is made as to what is going on. If ΔP is within the dead zone (1ΔP1≦γ), an instruction is given not to perform opening control.

On the other hand, if 1△PI>γ, then in B-26, 1
Processing is performed to calculate the open Tr and To during the drive made in correspondence to ΔP1 and read them into the register, and in B-27, it is determined whether flag processing has been performed (K-1).

If it is not K-1, ΔP> in B-28.

In other words, it is determined whether the valve opening degree should be increased or not. When increasing the valve opening, at B-29, input Tr to the timer 1'a of the solenoid of the first solenoid valve 34 (hereinafter referred to as U-first solenoid J), and at B-30 input Tr to the timer 1'a of the solenoid of the first solenoid valve 34 (hereinafter referred to as U-first solenoid J) Distortion of solenoid valve 36/
b) If you input To (To≦Tr) or 0 to the timer TI of the second soleoid (hereinafter referred to as r), and the other hand △P becomes 0 and you want to decrease the valve opening, in B-31. Input Tr to the timer Tb of the second tre/id,
At B-32, the timer Tut of the first sole fluid:
Enter To or O. In addition, each timer Ta, Tb
The characteristics of the drive time (valve opening time) ta and tb are shown as follows:
As shown in FIGS. 6(a) and (b), respectively.

In this way, the first solenoid and the second solenoid are driven.
Only the opening ta given by is energized and opens the first solenoid valve 34, and is de-energized during the time period when the first solenoid valve 34 is open.
The solenoid valve 34 is closed, and the second solenoid valve 34 is de-energized only when it is open tb when driven by the timer Tb, and the fiS2 solenoid valve 36 is closed, and the NS2 solenoid valve is energized at other times. 36 is obstructed. Therefore, when △P〉0, Fig. 6 (c
), the opening time ta(
The value of the timer Ta) is larger than the opening time tb of the second solenoid valve 36 (the value of the timer Tb), and the pressure inside the pressure chamber 26 is increased by ΔP according to the difference Δt between the two valves being opened, = ta−tb. The pressure is reduced and the bypass valve 20 is driven in the opening direction. The other △
When P<0, as shown in FIG. 6(d), the opening time tb (value of timer TI+) of the second strain/id valve 36 is equal to the first
Opening time ta of the solenoid valve 34 (value of timer Ta)
The pressure inside the pressure chamber 26 is increased by ΔP in accordance with the difference Δt2 tb-ta between opening and opening of both valves, and the bypass valve 20 is driven in the closing direction.

Incidentally, the P characteristic inside the pressure chamber 26 that changes in this way is shown in FIG. 6(e).

After that, in B-33 and B-34, Ta
=0. The first and second treadmaids are driven until Tb=0.

By the way, when it is determined in B-27 that =1, processing is performed in B-35 to the effect that the third solenoid valve 38 will not be operated in the next routine (expressed as =0 for convenience). Then, at B-36, the solenoid of the third solenoid valve 38 (hereinafter referred to as "third solenoid")
That's what it means. Tr is input to the timer Tc of ) and the third solenoid is driven until Tc=0 at B-37.

With the above-mentioned configuration, the operating state is first determined at 70-A shown in FIG.
The deviation ΔP from r is updated every hour opening t1, and the pressure response device 22 is operated by the valve opening corresponding to this ΔP, thereby operating the bypass valve 20.

By the way, when P-+P+S switching occurs, the bypass valve opening is controlled to be increased by temporarily adding the corrected opening Px. As a result, the output is adjusted to compensate for the output loss that occurs during operation in the P-1-S region (this loss is caused by exhaust gas flowing back into the sub-intake passage 8 due to the tappet valve opening/closing timing as described above). As a result, the shock at the time of switching between P-+P+s can be sufficiently prevented.

Note that after switching, the output loss is not compensated for.

However, as described above, the output loss may be supplemented even after switching.

During operation in the p+s region, the P throttle valve 10
As shown by the symbol d in Fig. 7(,), when switching from area C to area b by closing suddenly,
), the third solenoid valve 38 instantly
is open [expressed as on in FIG. 7(c). ] Therefore, the bypass valve 20 becomes almost fully open as shown by the symbol f in FIG. 7(e). As a result, even when the throttle valve opens suddenly, the amount of intake air does not decrease significantly, and as a result, an overrich condition is prevented, so even during this transition, smooth operation can be maintained. .

After that, the opening/closing rate of the first solenoid valve 34 is set to the seventh
The opening degree P of the bypass valve 2o is gradually decreased by controlling as shown in Figs.
) Set to 1.

Further, according to the above embodiment, means for A/D converting the output of the position sensor 42 corresponding to the initial opening position (fully closed position) of the bypass valve 2o and reading it into the computer 44 as initial position information of the bypass valve 20. Since the opening of the bypass valve 20 is controlled based on this initial position information, the initial position information of the bypass valve 20 is not required for each engine during engine manufacturing as in the past. There is no need to input data into a computer, which has the effect of greatly reducing the labor involved in assembling the engine.

Further, according to the above embodiment, the address A00 of the RAM 56
φm i n
and φmax, and the opening degree of the bypass valve 20 is slightly smaller than the mechanically set minimum opening degree (fully closed state). It is configured to be controlled within the range of slightly closed φ+11ax, and the opening degree of the bypass valve 20 is determined by the balance between the negative pressure of the pressure chamber 260 of the pressure response device 22 and the biasing force of the spring 40. Therefore, even when the bypass valve 20 is displaced from any opening position to the pond opening position, the displacement is quickly performed by the slide/id control. This has the effect of preventing delays in opening degree control.

Further, in the above embodiment, the manifold negative pressure conducted to the pressure chamber 26 is controlled by the MSl solenoid valve 34, the atmospheric pressure conducted to the same pressure chamber 26 is controlled by the second strain/id valve 36, and the bypass valve Since the pressure inside the pressure chamber 26 corresponding to the opening degree of the solenoid valve 20 is set based on the difference in the driving time of both the solenoid valves 34 and 36, there is no problem when driving with a single solenoid valve. The limit on the minimum drive time that had been set is removed, and even if the deviation in opening degree is minute, the pressure in the pressure chamber 26, that is, the opening degree of the bypass valve 20, can be accurately controlled in response to the minute deviation. In ISC, the rotational speed can be stabilized quickly, and even if opening control is used, the opening degree of the bypass valve 20 can be optimized quickly.

In addition, it is preferable that the control to open the bypass valve 20 and increase the output at the time of P→P+S switching is not only canceled when the idle switch is turned on, but also canceled in the extremely low load region and the fuel cut region during deceleration.

By the way, it is also possible to use a pressure-responsive device that drives the bypass valve 20 to the open side when the atmosphere acts on the pressure chamber. An atmospheric passage is provided in the same manner as in the above embodiment, and this auxiliary atmospheric passage (second pressure passage)
A third solenoid valve is interposed therein.

Further, as shown by the chain line in FIG.
The negative pressure reaching the third solenoid valve 38 may be taken out from '.

Furthermore, when the throttle valve is suddenly closed in a region other than P10S, the bypass valve 20 may be controlled to be temporarily wide open. In this case, the bypass valve 20 may be controlled to be temporarily wide open when the throttle valve is suddenly opened. In either case, smooth operation can be maintained as in the previous embodiment.

As described in detail above, according to the engine intake air amount control device of the present invention, when transitioning from the operating range of only the primary intake valve to the operating range of both the primary intake valve and the secondary intake valve, Since a control means is provided for outputting a signal to the actuator to open the control valve, there is no shock during the switching transition as described above, and this has the advantage that smooth operation can be maintained.

[Brief explanation of the drawing]

The figures show an intake air amount control device for an engine as an embodiment of the present invention. Fig. 1 is a schematic explanatory diagram showing its overall configuration, and Fig. 2 shows the main parts of an engine equipped with this device. Figures 3 and 4 are 7t7-charts for explaining its effects, Figure 5 is its Ennon output characteristic diagram, and Figures 6 (a) to (e) are its effects. Characteristic diagrams for explanation, FIGS. 7(a) to (e) are all timing diagrams for explaining the effect, and FIG. 8 is a schematic diagram for explaining the effect. 2. Engine body, 4. Exhaust manifold, 4a...
Branch part, 6... Main intake passage, 8... C11 intake passage,
10...Primary throttle valve, 12...Secondary throttle valve, 14...Fuel injection device, 15...Solenoid valve, 16°16
', 16''... Air cleaner, 18... Bypass passage, 20... Bypass valve as control valve, 22... Pressure response device as actuator, 24... Diaphragm, 2G... Pressure chamber as working chamber, 28 ...first negative pressure passage (first pressure passage), 29...orifice, 30.
・Second negative pressure passage (second pressure passage), 30'... passage, 32... atmospheric passage, 33... orifice, 34...
1st solenoid valve, 36... 2nd solenoid valve, 38...
- Third solenoid valve, 40... Spring 42... Control unit, 44... Computer constituting the control means, 46... Throttle opening sensor, 48... Engine rotation speed sensor, 50... Cooling water temperature sensor, 52 ...Idle switch, 54...CPU, 56...RAM, 58
ROM, 60... Input waveform shaping circuit 1. 62... Output waveform shaping circuit, 64... Torque/bent valve, 66... Passage, 67... Orifice, 68... 69... Passage, 70...
Pressure response device, 72...Diaphragm, 74...Working chamber, 76...Spring, 78...Piston, 79...Combustion chamber, 80...Spark plug, 81...Primary intake valve, 82
・・2*Intake valve, 83・・Exhaust valve, 84・・Link mechanism, 85・・Surge tank, E・・Engine, Ml, M2
...ff1JI Beniso tM. Sub-Agent Patent Attorney Yoshihiko Iinuma Figure 7 Figure 8

Claims (1)

[Claims] A main intake passage having a primary throttle valve in the middle and a primary intake valve at the end on the combustion chamber side, and a secondary intake passage having a secondary throttle valve in the middle and a secondary intake valve at the end on the combustion chamber side. an intake passage, the secondary throttle valve closes when the opening is below a predetermined opening of the primary throttle valve, and opens when the opening is above the same predetermined opening, and the secondary intake valve can operate only in a predetermined operating range. In an engine configured as shown in FIG. and a control valve that controls the intake flow rate of the bypass passage, and when the operation area of only the primary intake valve changes to the operation area of both the primary intake valve and the secondary intake valve, the actuator controls the intake air flow rate. An intake air amount control device for an engine, comprising a control means for outputting a signal for opening a control valve.