KR19990051284A - Variable Intake System for Automotive - Google Patents

Abstract

The present invention relates to a vehicle variable intake system, a power valve (7) provided to open and close an auxiliary intake passage (6) of an intake manifold (4), an actuator (12) for operating the power valve, and the intake stroke of the engine. The vacuum tank 11 connected to the surge tank 3 to store the negative pressure generated in the intake manifold, the actuator 12 to operate the power valve in accordance with the engine rotational speed of any one of the negative pressure and atmospheric pressure of the vacuum tank. And a solenoid valve 10 to communicate with the engine, and outputs a driving signal of the solenoid valve 10 in response to engine rotation input from a separate electronic control unit to operate the actuator 12 in conjunction with the negative pressure of the vacuum tank. By including the control means, the vehicle equipped with the existing electronic control unit can be easily additionally mounted without changing its logic to control the intake of the vehicle. Therefore, it is possible to reduce the load of the electronic control unit and to easily obtain the effect of improving the output of the car in the high-speed rotation range, and by using a separate control unit that does not use the logic of the existing electronic control unit. Since it can be applied without particularity, it is not necessary to set the logic for the variable intake in the electronic control unit, and thus there is an advantage that it is easier to perform tests when developing the engine of the vehicle.

Description

Variable Intake System for Automotive

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a variable intake system for automobiles, and more particularly, to a variable intake system for easily and automatically controlling a necessary air intake amount according to a vehicle speed without using logic of an electronic control unit (CPU) that electronically controls an engine. It's about the system.

In a conventional automotive internal combustion engine, the air supply filtered through the air cleaner 1 as shown in FIG. 1 in order to variably increase the amount of intake so as to obtain an air-fuel ratio suitable for engine speeds ranging from low speed to medium speed and high speed is A throttle valve is introduced into each cylinder of the engine through the provided throttle body 2 and the surge tank 3 and the intake manifold 4. The intake manifold is a power valve (7) so that the intake passage is composed of the main intake passage (5) and the auxiliary intake passage (6) to control the intake air flow into the engine cylinder by opening and closing the auxiliary intake passage (6) in accordance with the engine speed ) Is provided. The main intake passage 5 is controlled to be opened and closed by the throttle valve 8 over the entire rotational speed of the engine, and appropriately opens and closes the auxiliary intake passage 6 to satisfy an increase in the amount of intake required for high speed rotation of the engine. The main intake passage is formed thin and long so that the intake pipe is preferably operated to improve torque, and is formed thick and short so that the intake resistance decreases so that the increase in the intake amount is quickly responded to it when the engine speed is high.

In this way, in order to control the opening and closing of the auxiliary intake passage (6) in conjunction with the engine speed, as shown in Fig. 1 and 2 equipped with a power valve (7) in the auxiliary intake passage (6) and the electronic control unit of the vehicle By operating the actuator 12 in accordance with the engine speed using the solenoid valve 10 controlled by (9) and the atmospheric pressure and the negative pressure of the vacuum tank 11 in communication with the surge tank to drive the power valve (7) It is configured to open and close the auxiliary intake passage.

The solenoid valve 10 is controlled by the electronic control unit 9, the electronic control unit 9 is not shown in the figure, but the engine speed detection sensor, the engine load state detection sensor of the vehicle, the air-fuel ratio detection sensor of the engine and From the data inputted from multiple sensors such as water temperature sensors, it controls the optimal intake, fuel supply and ignition timing to minimize the emission of pollutants in the current engine output and exhaust gas. In particular, the rotation speed of the input engine is checked at a predetermined time interval, and when compared with a reference value, and exceeds a preset speed range, an electrical control signal is output to the solenoid valve 10 as programmed so that the intake air is optimally supplied. The solenoid valve 10 is controlled. In the figure, reference numeral 13 denotes a battery power source.

However, in the conventional variable intake system as described above, as the control signal for varying the intake amount is generated in the electronic control unit 9, a routine of continuously checking whether the engine speed to which the variable intake is applied should be repeatedly performed. The microprocessor is deprived of load and the microprocessor is always loaded with a large amount of load. In particular, the provision of a variable intake system that variably adjusts the intake air amount according to the engine speed in order to improve output rather than exhaust gas regulation is an engine development. This is a difficult problem to consider in the process.

In addition, the engine control system is modularized by setting the optimum control logic in the engine through the testing process during engine development and developing the car family model together.In this case, the variable intake system is applied to the vehicle according to the output of each displacement. In this case, the optimum control logic program setting is required for each electronic control unit according to the vehicle, which requires a lot of manpower, equipment, and work time, resulting in a decrease in productivity.

The present invention is a variable to control the amount of intake supplied to the cylinder variably in accordance with the engine speed without using the logic of the electronic control unit to solve the problem of the conventional variable intake system for vehicles described above An object of the present invention is to provide an intake system.

In addition, the present invention controls the actuator for operating the power valve to open and close the auxiliary intake passage of the intake manifold in conjunction with the engine speed by using a solenoid valve using the negative pressure generated in the intake pipe during the intake stroke of the engine, It is an object of the present invention to provide a variable intake system that variably controls the amount of intake caused by engine leakage change by simply applying the program setting of the electronic control unit in a vehicle.

1 is a schematic block diagram showing the overall configuration of a conventional variable intake system.

2 is a cross-sectional view of a state in which a throttle valve is mounted in the auxiliary intake passage;

Figure 3 is a schematic cross-sectional view showing the configuration of a variable intake system for automobiles according to the present invention.

4 is a cross-sectional view showing a state in which the solenoid valve is driven to open the power valve of FIG.

5 is a circuit diagram showing the configuration of the control unit of FIG.

<Description of the code | symbol about the principal part of drawing>

DESCRIPTION OF SYMBOLS 1 Air cleaner 3 Surge tank 4 Intake manifold

5: main intake passage 6: auxiliary intake passage 7: power valve

9 electronic control unit 10 solenoid valve 11 vacuum tank

12: actuator 15: control unit 30: buffer

31: counter 32: timer 33: comparator

34: memory

In order to achieve the above objects, the vehicle variable intake system according to the present invention is a power valve provided to open and close the auxiliary intake passage of the intake manifold, an actuator for operating the power valve, the intake stroke of the engine occurs in the intake manifold A vacuum tank connected to the surge tank to store the negative pressure, and a solenoid valve for controlling the actuator to communicate with either the negative pressure of the vacuum tank or the atmosphere to operate the power valve in accordance with the engine speed. And control means for outputting a signal for driving the solenoid valve in response to the number, wherein the control means receives information on the engine speed from the electronic control unit and the actuator when the input engine speed is less than a preset reference value. Is in communication with atmospheric pressure, and the power valve closes the Controls the lock solenoid valve and moves the actuator to the position communicating with the vacuum tank when the input engine speed exceeds the preset reference value, and the actuator is operated by the negative pressure of the vacuum tank to open the auxiliary intake passage. And a vehicle variable intake system configured to control the solenoid valve.

The control means is configured to receive a signal output from the electronic control unit to the engine rev counter, and may be a microprocessor or a TTL (transistor-transistor logic). The control means may receive a signal from a crankshaft angle sensor or a cam angle sensor instead of a signal output to the engine speedometer, for example, to change the calculated engine speed. May be configured to control the solenoid valve accordingly.

Hereinafter, with reference to the accompanying drawings showing an embodiment of the present invention will be described in detail the present invention. 3 to 5, the same reference numerals denote the same parts.

The variable intake system of the present invention for increasing the intake air amount as the engine speed increases so as to obtain an air-fuel ratio suitable for the engine speed (rpm) to the low speed, medium speed and high speed of the automobile engine, the air cleaner as shown in FIG. Secondary intake passage (6) of the intake manifold (4) having a main intake passage (5) and an auxiliary intake passage (6), through which air filtered through (1) enters each cylinder from the surge tank (3). Is generated in the power valve (7), the actuator (12) for driving the power valve (7), and the surge tank (3) during the intake stroke, in order to increase and decrease the amount of intake to the cylinder by opening and closing the engine in response to the increase in the engine speed. The vacuum tank 11 connected to the surge tank 3 through a one-way valve 14, such as a check valve, to store the negative pressure, and the actuator 12 and the vacuum tank 11 communicate with each other when the engine speed increases. In response to the negative pressure of the tank, the actuator opens the power valve. And a control unit 15 for generating a signal in accordance with an increase in the engine speed and controlling the solenoid valve 10 to operate. The control unit 28 receives the engine speed by the signal from the electronic control unit 9 to the speedometer of the instrument panel 28.

The one-way valve 14 is provided in the conduit in which the surge tank 3 communicates with the vacuum tank 11 so that the air in the surge tank is sucked into the cylinder during the intake stroke of the engine, so that the chamber 15 of the vacuum tank 11 is provided. Inner air is also sucked together to form a negative pressure in the chamber 15. That is, the engine speed is supported by the spring 16 against the negative pressure of the surge tank up to 2000 rpm, but when it exceeds the membrane 17 is deformed by overcoming the spring force of the surge tank by the increased negative pressure of the surge tank. A negative pressure corresponding to 15) is formed. However, the standard for the high speed in the engine speed can be changed as needed, and at this time, it can be appropriately adjusted by adjusting the elastic force of the spring 16.

The actuator 12 which drives the opening and closing of the power valve 7 is a membrane type, and the other end of the rod 19 provided with a poppet valve 18 for closing the auxiliary intake passage 6 is provided at the membrane 20. Coupled to open and close the auxiliary intake passage in accordance with the deformation of the membrane by the negative pressure, the spring 21 is provided in the chamber 21 formed on the opposite side of the rod so that the poppet valve 18 closes the auxiliary intake passage at all times Function.

The solenoid valve 10 is a two-position three-port valve in which the first port 23 communicates with the chamber 21 of the actuator 12, and the second port 24 communicates with the vacuum tank 11. The port 25 communicates with atmospheric pressure, for example, the air cleaner 1. The solenoid valve 10 is provided with a spring 27 on the bottom surface of the valve body 26 so that the valve body 26 always closes the second port 24 and the first port 23 and the first port 23. An elastic force acts so that the third port 25 communicates with each other. The chamber 21 of the actuator 12 is provided with a spring 22 through which atmospheric pressure acts through the third port 25 and acts on its membrane 20.

The solenoid valve 10 is driven by the control unit 15 to move the valve body 26 downward as shown in FIG. 4, and the second port 24 is opened to close the chamber of the vacuum tank 11. The first port 23 is in communication with the chamber 21 of the actuator 12 to apply a negative pressure of the vacuum tank to the membrane 20 to retract the poppet valve while the third port 25 is closed. Accordingly, the membrane 20 is deformed by the negative pressure formed in the chamber 15 of the actuator 12 to overcome the elastic force of the spring 22, and the poppet valve 18 is raised as shown by the dotted line in the drawing to assist. The intake passage 6 is opened to increase the amount of intake air required as the engine speed increases.

Control of the solenoid valve 10 by the control unit 15 according to the present invention will be described in detail with reference to FIG. The control unit 15 receives the clock pulse signal for the engine speed output from the electronic control unit 9 and scales it to the TTL level of 5V using a clamping circuit composed of a diode and a 5V power supply from the buffer 30. Next, it passes through the Schmitt trigger and outputs it as a clean square wave and inputs it to the counter part 31.

The counter unit 31 counts the number of square waves input to the timer 32 for a preset time from the moment when it is triggered, and passes the counted number to the comparator when triggered again, and the counted square wave number is set to the timer. It is proportional to engine speed because engine speed during time. The comparator 33 compares the reference engine speed at the moment when the variable intake is to be applied and the engine speed inputted through the counter unit 33 with the current calculated in advance through an appropriate test and stored in the memory 34. If the input engine speed is greater, the base drive current of the switching means 35 is output, and the battery current connected to the collector flows to the emitter, down to the ground level, and current flows to the electromagnet of the solenoid valve 10 so that the valve body 26 ) Moves downward so that the first port 23 and the second port 24 communicate with each other. If the current engine speed is not greater than the reference engine speed, since the base drive current is not output, no current flows to the electromagnet and the second port 24 remains closed.

Elements such as the timer 32, the counter 31, the comparator 33, the memory 34, and the like may be configured with a standard TTL, and a microprocessor may be used to improve reliability. Although the control unit 15 has been described as an example of receiving data on the engine speed increase from the electronic control unit 9, in the case of using a microprocessor, the relationship is proportional to the engine speed differently. Data from other sensors, such as crank angle sensors or cam angle sensors, can be directly input to check the engine speed change and output a signal to control the solenoid valve. Degree

In addition, although the valve closing the auxiliary intake passage 6 is shown in FIG. 3 in the form of a poppet valve, a throttle valve 40 may be used as shown in FIG. 2, in which case the diaphragm of the actuator 12 may be used. The rod end connected to 20 is connected to the rotating shaft of the throttle valve 40 by a link so that the linear movement of the rod 19 is converted to rotate the throttle valve.

In the variable intake system for controlling the intake amount in accordance with the engine speed of the vehicle, according to the present invention, various kinds of data or engine speed from the electronic control unit 9 can be obtained or the engine speed can be calculated. Do not change the logic in the vehicle equipped with the conventional electronic control unit 9 by controlling the power valve to open and close the auxiliary intake passage to the cylinder by driving the solenoid valve according to the engine speed obtained indirectly from the signals of the sensors. It is possible to control the amount of intake of the vehicle by simply attaching it in addition, thus reducing the load of the electronic control unit 9 and easily obtaining the effect of improving the output of the vehicle in the high-speed rotation region. By using a separate control unit that does not use logic, it is not limited to vehicles such as displacement Method can be applied without setting the logic for the variable intake to the electronic control unit 9, so there is an advantage that can perform such testing when the engine is developing a vehicle more easily.

Claims (5)

To store the power valve 7 provided to open and close the auxiliary intake passage 6 of the intake manifold 4, the actuator 12 for operating the power valve, and the negative pressure generated in the intake manifold during the intake stroke of the engine. A vacuum tank 11 connected to the surge tank 3, a solenoid valve 10 for causing the actuator 12 to communicate with any one of the negative pressure and the atmospheric pressure of the vacuum tank in order to operate the power valve according to the engine rotation speed; And a vehicle comprising control means for operating the actuator 12 in conjunction with the negative pressure of the vacuum tank by outputting a solenoid valve 10 driving signal in response to the engine speed input from the separate electronic control unit 9. Variable Intake System The engine speed according to claim 1, wherein the control means receives a data signal proportional to the engine speed directly from the sensors and calculates the engine speed instead of the data about the engine speed from the electronic control unit (9). Variable intake system for a vehicle, characterized in that for controlling the solenoid valve (10) in response. The variable intake system of claim 2, wherein the sensors are sensors that output data signals proportional to the engine speed, such as a crankshaft angle sensor and a cam angle sensor. 3. The control means according to claim 1 or 2, wherein the control means is held in a position where the actuator 12 communicates with atmospheric pressure when the engine speed is equal to or less than a preset reference value, so that the power valve 7 closes the auxiliary intake passage 6. When the solenoid valve 10 is operated so that the engine speed exceeds a preset reference value, the actuator 12 is communicated with the vacuum tank 11 so that the actuator is operated by the negative pressure of the vacuum tank, so that the power valve 7 is operated. A variable intake system for a vehicle, characterized in that for driving the solenoid valve (10) to open the auxiliary intake passage (6). 4. The control apparatus according to claim 1 or 3, wherein the control means comprises: a buffer 30 for scaling a signal having a waveform proportional to the engine speed to a TTL level and outputting a signal output from the buffer by a timer 32; A counter unit 31 counting at a predetermined time interval, a storage unit 34 storing reference data for the engine speed at the moment when the variable intake is to be applied, and a counter signal from the counter unit and an output from the storage unit Comparing means 33 for outputting a control signal by comparing the reference data, and driving the solenoid valve 10 when the current engine speed is greater than the reference engine speed according to the control signal output from the comparing means. Vehicle variable intake system characterized in that it comprises a switching means for energizing the power supply (35).