JPS6153540B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an auxiliary air control device for an internal combustion engine.

Conventionally, in automotive electronically controlled fuel injection internal combustion engines, an auxiliary air control device is installed in each auxiliary air passage that bypasses the throttle valve in order to supplementally control the amount of air when the engine starts at low temperatures and when idling. It is provided.

In the auxiliary air control device during cold start, the wax pellets displaced by a heating element such as a heater actuate the control valve provided in the auxiliary air flow path to increase the amount of air supplied during cold start and increase the engine speed. Also, as the engine warms up, the amount of air supplied is reduced.

On the other hand, during idling, the auxiliary air control device utilizes manifold negative pressure.The diaphragm, which is displaced by the negative pressure, operates a control valve installed in an auxiliary air passage that is different from the one used during low-temperature starting. In order to keep the engine speed at a predetermined speed, the amount of air is auxiliary controlled.

As described above, in the conventional auxiliary air control device, the control valves have different driving methods, and each control valve is provided in a different auxiliary air path.

However, the conventional auxiliary air control device described above has 1
There was a problem in that the costs were increased because they were not compiled into a single system. Also, poor connection of the heating element,
Another problem was that if a malfunction such as wax leakage or diaphragm damage occurred, the control valve would be unable to control the amount of auxiliary air, resulting in an abnormal increase in engine speed.

SUMMARY OF THE INVENTION An object of the present invention is to provide an auxiliary air control system for an internal combustion engine that solves the above-mentioned conventional problems and is integrated into a single system.

The auxiliary air control device for an internal combustion engine of the present invention includes first and second solenoid valves that are provided in a single auxiliary air passage, are integrally formed in parallel with each other, and are magnetically separated by a magnetic blocking member. The engine is characterized in that the first and second solenoid valves are individually driven by a drive circuit depending on the operating state of the engine.

Embodiments according to the present invention will be described below with reference to FIGS. 1 to 3.
This will be explained in detail with reference to the drawings.

Figures 1a and 1b show integrally formed first and second solenoid valves for use in an auxiliary air control device according to the invention. In the first and second solenoid valves, the case 1 forms a part of an auxiliary air passage that bypasses the throttle valve, and has inside thereof identical first and second control valves and first and second solenoid valve driving means. and is provided. The auxiliary air passage of the case 1 consists of sliding holes 2 and 2' that communicate directly with each other from the downstream opening to the inside with the same diameter, and first and second sliding holes that communicate with each other at right angles to the middle of the sliding holes 2 and 2' from the upstream opening. It consists of a control hole 3 (the other is not shown) which is a second opening. The first electromagnetic valve driving means movably supports a solenoid 4 that generates magnetic force, iron cores 5 and 5' that are magnetic core members, a plunger 6 that is a movable magnetic member that moves according to the magnetic force, and the plunger 6. It also includes bearings 7, 7' provided at both central ends of the iron cores 5, 5', and a return spring 8 that always biases the plunger 6 in a direction opposite to the direction of movement by the magnetic field. The solenoid 4 is electrically connected to a terminal of a connector 9 provided on the outer wall of the case 1 by a lead wire 10. The iron cores 5, 5' are overlapped in a cylindrical shape, a solenoid 4 is provided inside the cores, and a movement hole 11 defining the movement range of the plunger 6 is provided between the bearings 7, 7' in the center. The plunger 6 has a larger diameter at the center, and this portion moves within the movement hole 11. One end of the plunger 6 projects into the sliding hole 2, a return spring 8 is provided in this part, and a valve body 12 is connected to the tip. Valve body 1
2 is slidably provided in the sliding hole 2 and forms a first control valve that cooperates with the control hole 3 to control the air flow rate. In addition, the valve body 12 has a sliding hole 2 as shown in FIG.
The valve body 12 has one or more through holes 13 in order to equalize the pressure inside and outside the valve body 12.

The second electromagnetic valve drive means, just like the first electromagnetic valve drive means, includes a solenoid 14 and iron cores 15, 15'.
, a plunger 16, bearings 17, 17', and a return spring 18, and a valve body 19 is connected to the plunger 16. Like the valve body 12, the valve body 19 also has a through hole (not shown), and cooperates with the other control hole to form a second control valve that controls the air flow rate. Further, a magnetic shielding member 21 is provided between the iron cores 5, 5' and the iron cores 15, 15' so that the magnetic fields generated by the solenoids 4, 14' do not influence each other.

The auxiliary air control device having the above configuration is attached to the auxiliary air passage 23 that bypasses the throttle valve 22 in the air intake passage of the internal combustion engine, as shown in FIG. The magnetic force generated by the solenoid 4 moves the plunger 6, and the valve body 12 interlocking with the plunger 6 opens the control hole 3 to allow auxiliary air to pass through. Similarly, in response to the second drive pulse supplied to the terminal of the connector 9, the valve body 19 opens the other control hole to allow auxiliary air to pass through.

Further, in the auxiliary air control device according to the present invention, in the event of a failure due to disconnection or the like, the solenoid 4 is connected to the valve body 12.
When not driven, the return spring 8 biasing the plunger 6 moves the valve body 12 to completely close the passage of the first control valve. The same applies to the second control valve.

Note that the solenoids 4 and 14' are the valve bodies 12 and 19.
The generating circuits for the first and second driving pulses that respectively drive the circuits are constructed as shown in the block diagram of FIG. In FIG. 4, the speed sensor 24 is connected to the engine 25.
Detects frequency pulses according to the number of rotations. This frequency pulse is pulse-shaped by a waveform shaping circuit 26 and further converted into a voltage signal by an FV conversion circuit 27. On the other hand, the temperature sensor 28
detects the cooling water temperature and generates a temperature signal. The comparison circuit 29 compares the output voltage of the F-V conversion circuit 27 and the voltage of the temperature signal, and based on the output, P-
The I conversion circuit 30 superimposes the integral and proportional components to P-
The I signal is generated, and the P-I signal is sent to the pulse conversion circuit 3.
1 is converted into a first drive pulse that operates the solenoid 4. In addition, the temperature signal is sent to the logarithmic conversion circuit 332.
The signal is logarithmically converted at , and further converted into a second drive pulse for actuating the solenoid 14 by a pulse conversion circuit 33 . The first signal generated by such a generating circuit
The drive pulse controls the amount of air supplied to the engine 25 during idle, and the second drive pulse controls the amount of air supplied to the engine 25 during cold start.

As described above, according to the auxiliary air flow control device for an internal combustion engine according to the present invention, the auxiliary air control device for cold start and the auxiliary air control device for idling, which were conventionally provided separately, can be integrated into one device. As a result, costs can be reduced. Furthermore, in the event of a failure such as a wire breakage, the control valve is fully closed, which prevents an increase in engine speed and improves safety. Further, since the device according to the present invention has a through hole in the valve body, it is possible to prevent the valve body from being drawn by the manifold negative pressure.

[Brief explanation of the drawing]

FIG. 1a is a sectional view showing the first and second solenoid valves of the auxiliary air control device for an internal combustion engine according to the present invention;
Figure b is a cross-sectional view of the A-A section in Figure 1a, Figures 2a and b are enlarged views of the valve body, Figure 3 is an installation diagram of the device according to the present invention, and Figure 4 is a cross-sectional view of the valve body. 2 is a block diagram of a two-drive pulse generation circuit. FIG. Explanation of symbols of main parts, 1...Case, 2, 2'
...Sliding hole, 3...Control hole, 4, 14'... Solenoid, 6, 16... Plunger, 12, 19... First and second valve bodies.

Claims (1)

[Scope of Claims] 1. A single auxiliary air passage bypassing a throttle valve provided in an intake system of an internal combustion engine, and a magnetic shielding member provided in the auxiliary air passage and integrally formed in parallel with each other. An auxiliary air control device comprising first and second solenoid valves that are magnetically separated from each other, and a drive circuit that individually drives the first and second solenoid valves depending on the operating state of the engine. . 2. The first solenoid valve includes a first solenoid, a first movable magnetic member inserted through the first solenoid,
The second solenoid valve includes a first valve body coupled to the first movable magnetic member, and a first opening provided in the auxiliary air passageway and cooperating with the first valve body. , a second movable magnetic member inserted through the second solenoid, a second valve body coupled to the second movable magnetic member, and a second valve body provided in the auxiliary air passage and cooperating with the second valve body. 2. The auxiliary air control device for an internal combustion engine according to claim 1, further comprising an opening. 3. The auxiliary air control device for an internal combustion engine according to claim 2, wherein the first and second valve bodies each have a through hole therein. 4. The auxiliary air control device for an internal combustion engine according to claim 2, wherein the magnetic blocking member is provided between the first solenoid and the second solenoid. 5. A patent characterized in that the drive circuit drives the first solenoid valve to control the amount of auxiliary air during idle, and drives the second solenoid valve to control the amount of auxiliary air during cold start. An auxiliary air control device for an internal combustion engine according to claim 1.