JPS6035143A - Engine - Google Patents

Abstract

PURPOSE:To enhance the starting characteristic of an engine having an air injection valve in its combustion chamber by stopping supply of compressed air from an air pump to said air injection valve while the engine is under starting procedure, and thereby preventing excessive supply of the air at the time of starting. CONSTITUTION:In an engine, in which a primary, a secondary suction port 13, 14 and an exhaust port 15 opening at the combustion chamber 7 of each cylinder are opened and closed by a primary, a secondary suction valve and an exhaust valve, respectively, and in which an ignition plug 20, fuel injection valve 21 and air injection valve 22 are arranged in each combustion chamber 7, a control unit 40 is provided, wherein the outputs of an accelerator opening sensor 51, crank angle sensor 52 and start sensor 53 are entered. When it is judged that the starting is completed, an electro-magnetic clutch 35 to transmit the power of engine to an air pump 30 is turned off to stop supply of the air to air injection valve 22. The appropriate actuator 12a is also controlled so as to shut a suction throttle valve 12 in the suction passage 2 to a specific degree of opening.

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to an engine equipped with an air injection valve that supplies air to a combustion chamber and an air pump that supplies pressurized air to the air injection valve. be.

(Prior Art) Conventionally, there has been an engine provided with an air injection valve for supplying air to a combustion chamber for the purpose of weighing.

For example, the method shown in Japanese Utility Model Application Publication No. 54-56006-1
- In the engine, an air injection valve with a narrow air flow opening was installed in the combustion chamber in order to increase the combustion speed, increase output, and enable smooth combustion. It is connected to an air pump (compressor) and listens to the air injection valve during the compression stroke.

By the way, when the engine is started, the required values for the intake air amount, air-fuel ratio, etc. are different from the normal operating state, but conventionally, no attention has been paid to the control at the time of clam i1+ when the air injection valve is activated.

(Purpose of the Invention) In view of these circumstances, the present invention is designed to supply air from an air injection valve to a combustion chamber when necessary depending on the purpose of use, while preventing excessive supply of air when starting an engine. The purpose is to avoid this and improve the startup time.

(Structure of the Invention) The present invention provides an engine equipped with an air injection valve for supplying air to an engine combustion chamber and an air pump for supplying pressurized air to the air injection q/l valve. The engine is equipped with a start sensor that detects the start of the engine, and a control means that receives the output of the start-2 sensor and stops the supply of pressurized air from the air pump at the time of start. The air injection valve may be placed inside the combustion chamber, or
It may be placed in the intake bow 1- near the combustion chamber.

(Example) The figure shows an example of an engine to which the present invention is applied. This shows an engine equipped with an air injection valve inside the combustion chamber to promote atomization and vaporization. In order to improve fuel efficiency, this stratified air charge engine is designed to supply fuel mainly to the vicinity of the spark plug for ignition and combustion, at least during low angle loads.

Fig. 1 shows an example of the overall structure of such a <k engine, and Fig. 2 shows a specific 1f4 of the combustion chamber and its vicinity.
In these figures, 1 is the engine body, 2 is an intake passage consisting of an intake pipe 3 and an intake manifold 4, 5 is an air cleaner installed in the upstream part of the intake passage 2, and 6 is an exhaust manifold. − It is a hold. The intake manifold 4 has a primary intake vent V for each combustion chamber 7 of each cylinder of the engine body 1.
#18 and a secondary intake passage 9 are provided, and the secondary intake passage 9 is provided with a swirl control valve 10 for adjusting the opening degree of the passage 9. This swirl control valve 10
The operation of the control unit 1 is controlled via an actuator 11 by an I/O to a control unit 1, which will be described later. Further, the intake pipe 3 is provided with an intake throttle valve 12 that is closed by a predetermined amount only at 8 o'clock in the morning. In addition, in the stratified air supply engine of this embodiment, there is no problem with excessive air being supplied at low load (excluding startup), as described below. The throttle valve (throttle valve linked to the accelerator pedal) installed in the engine is omitted, and the intake throttle valve 12 is equivalent to a choke valve5. , - the secondary intake port 13 communicating with the secondary intake passage 8, the secondary intake bow 1-14 communicating with the secondary intake passage 9, and the exhaust boat 15,
At the openings of these boats 13.1/1.15, there are a primary intake valve 16, a secondary intake valve 17, and an exhaust valve 18, which are respectively opened and closed at predetermined timing by a valve mechanism (not shown). In addition, a spark plug 20 is provided in the combustion chamber 7, and a fuel injection valve 21 and an air injection valve 22 are also provided. The fuel injection valve 21 is arranged toward the spark plug 20 so that stratified air supply can be performed during low load.

Further, the air injection valve 22 is disposed close to the fuel injection valve 21 and is oriented in a predetermined direction so as to inject air in a direction that interferes with the fuel injected from the fuel injection valve 21. In addition, for convenience of drawing, in FIG. 1, the arrangement of the fuel injection valve 21 and the air injection valve 22 is shown only for the rightmost cylinder, but the arrangement of the fuel injection valve 21 and the air injection valve 22 is shown for the other cylinders as well. An injection valve 22 is arranged.

The fuel injection valve 21 is in contact with the fuel injection pump 23 = 5
− Continued. This fuel injection pump 23 is driven by the crankshaft 27 of the engine via timing bells 1-24 and pulleys 25 and 26, and supplies fuel r1 to the fuel injection valves 21 of the famous cylinders for injection. J: Sea urchin]
Moreover, the structure is such that the start timing of the nozzle 1 and the end timing of the nozzle fJJ can be adjusted in accordance with electrical control signals. In addition, the air jet q4 valve 22 has a structure that can be electrically opened and closed, and air is supplied from the air pump 30 to the air IF-
Compressed air is supplied to the air injection valve 22 via a bar 29.

This air pump 30 includes bells 1 to 31 and a pulley 32.
．． 33, and by interposing an electromagnetic clutch 35 between the pulley 32 and the pump shaft 34 of the air pump 30, the electromagnetic clamp 35 is disconnected. When the air pump 3
The drive of 0 is made to stop at an angle of 11 degrees. 36 is a check valve installed in the air introduction passage 37 to the air pump 30, and 38 is a check valve installed in the air relief passage 39.
It is a relief valve that has been installed.

-〇- 51, 40 are control units for controlling each fili-if-reference, for example, a control unit 41 using a micro combi coater as shown in FIG. 3 and various conversion percentages:
Contains 42-4/I. The control section 41 receives an A//KEL 1; II α sensor 51 via an A/D converter '12 for air supply control during normal operation I). Similarly, Clan Ino Kaku 1! (15)
2 to F/V (frequency-voltage) converter 43 and 1: and A
, /D converter 44, the engine rotational speed signal from I-iλ et al. Furthermore, in order to control the start of the engine, when a starting operation is performed at the start of operation or during one shift, this is detected and reversed.
The start signal from
It is input to the control section 41 as follows. The control section 4
1, during normal operation, controls the operation of the fuel injection pump 23 and the opening/closing operation of the air injection valve 22 according to the legal zero load state based on the engine speed and the accelerator opening, and also controls the swirl adjustment. The actuator 11 of the valve 10 is controlled. In addition, the intermediate section 41 has an intermediate OL as a control means for stopping the supply of pressurized air from the air pump 30 at the time of startup, and as will be described in detail later, the intermediate section 41 has a In response to the signal, the electromagnetic clutch 35 is turned on to control the IT-U 12a of the intake throttle valve 12 and to control the starting fuel.

In the control unit 41, the injection start timings and injection end timings of fuel and air corresponding to various operating conditions are stored in advance as a data map, and the characteristics as shown in FIG. 4 are stored in advance. The above map is created so that each of the above periods is controlled. Four Zuna, in Figure 4, Fs O J
ζ and "e indicate the fuel injection start time and injection end time, respectively, A S ;J3 and Ae indicate the air injection start time and injection end time +111, respectively, and ■ indicates the ignition timing. As shown in this figure, in the low load region, fuel and air are injected at the back of the compressor culm to perform stratified air supply, and these injection end timings Fe and Ae coincide with the ignition timing (J). Then, the fuel and air injection 1 (fi depends on the injection 1 interval, so the fuel and air are Air injection start Rtl [lFs, As is set. At high load when the fuel injection amount is increased, stratified air supply is required.
,/, Rather, in order to increase the air utilization rate and improve the output, it is better to ignite the fuel in a dispersed state, so when the load is high on the culm, it is necessary to In the high load range, fuel is injected at one point in the intake culm.

Further, although not shown in this characteristic diagram, when the engine is started, the fuel injection timing is set earlier than in the above-mentioned low f'J load region, and the amount of the fuel injection OA group is increased to some extent.

Further, in the control section 41, the opening degrees of the swirl B1 control valve 100 under various load conditions are stored in advance as a data map, and the swirl control valve 10 is closed when the load is low.
The above map is created so that when the load becomes high, the swirl control valve 10 is opened to an opening degree corresponding to the drop.

Control executed by J: to the above control unit 1/IO
9- is shown in 70-dia-1- as shown in Figure 5 and J: and Figure 6.
; become angry.

Except when the engine is started, control is performed according to the main routine shown in Fig. 5. First, a detection signal of engine rotation speed R such as mA between accelerators and engine speed R, which determines the load condition, is input (step x 1). Based on the signal, 6 injections of fuel and air, Q.
1As, Fs and each injection end timing Ae, Fe are calculated (steps X2, X3). Next, while repeatedly inputting the detection signal of the crank angle θ, after the crank angle θ reaches the injection start timing Δs, s, the fuel
Control is performed to start l and air nozzle j (steps x4 to xs). Subsequently, while repeatedly inputting the detection signal of the crank angle θ, the crank angle θ reaches the above value! After reaching light Δe and Fe at the end of J1, control is performed to end fuel and air injection (step X7).
=X9). Roughly, depending on the accelerator opening A and the engine speed R, the swirl adjustment scale 10 is adjusted according to the 10 degrees of the accelerator opening A and the engine speed R. J, (S valve position) So is set, and a control signal for controlling the opening So is output to the actuator 11 (steps X1a, Xη)1. After that, return to step x1 and repeat the above flow.
i! 1G 'l' 17) r9i constant I+51111
21'l I'CI')l jt 21 h'
La H', i '9 (7 lag 20 to be injected with fuel INl at +1 J:su, -1- to ignition l lag ζ 1) 1
Ignition is performed when fuel is present in the first place, making it possible to burn four flames even with a small amount of fuel. In this case, when the load is low, not much high output is produced and the engine is already in operation, so the stratified air charge combustion causes the T engine to operate. There is no problem, and in this case, there is no problem with excessive intake of air from the primary intake passage 8, so the pumping loss is also reduced.
Air is injected from the air 1I11 injection valve 22 toward the injected fuel, thereby promoting atomization and vaporization of the injected fuel, thereby improving its performance and combustibility.

On the other hand, when the load is high, the amount of fuel injection is increased.
- In 1), the fuel is extracted in the first half of the intake stroke, and the swirl control valve 10 is activated at 31 degrees, and the swirl in the combustion chamber 7 is increased by the intake air from the secondary intake passage 9.
Ignition is performed after the fuel v1 is sufficiently diffused within the combustion chamber 7.

Also, when operating for 9 hours, the interrupt routine shown in FIG.
control is performed. Is this control before 8d start 1? Nsa 53
is started by a signal from the electromagnetic clap 3.
5 to OFF and 1 no (step Y+), then preset fuel for fetal movement +1fi161 timing and fuel r1 injection fabric-)-(fuel for paddy injection (step Y2), and then intake The actuator 12a is controlled to open the throttle valve 12 for a predetermined period of time (step Y3).Then, it is determined whether the fetal movement has ended or not (step Y4), and the start is completed. :1. Now, step Y1 to Y3 above.
Repeat this, and when the first O1 is completed, turn on the electromagnetic clutch 35.
Step Ys, which closes the intake throttle valve 12 as soon as possible.
After Ye) and -'P, the process returns to the main routine shown in FIG.

= 12 - This control improves the initial f'JJ +11. In other words, until the start of the engine is completed, a certain amount of fuel is surrounded and covered, and the fuel F1 is spread throughout the combustion chamber 7 and burned in order to promote the stomach temperature to -. Since this is more preferable, a fuel f++ of 1!0 can be expected during injection, and stratified air supply is not performed. In this case, if too much air is supplied, it will not be possible to obtain an appropriate air-fuel ratio at startup, so the intake throttle valve 12 is closed to a small opening to reduce the amount of intake air, and the electromagnetic clutch 35 is turned off. By doing so, the air cylinder 130 is stopped and the supply of pressurized air to the combustion chamber 7 is stopped, thereby improving startability.

7 and 8 show another embodiment. The J engine shown in this embodiment is also a stratified air charge engine, but the fuel injection valve 21' and the air injection valve 22 are provided in the primary intake boat 13. In this case as well, the fuel 1171 injection valve 21'
is arranged toward the spark plug 20 in the combustion chamber 7, and the air injection valve 22 injects air in a direction that interferes with the injected fuel r1.
-13- It is arranged so that it radiates %. ;1. In the embodiment of the octopus, fuel injection r1.1 valve 2
'1', like the air injection valve 22, is the control unit 1-4.
In this case, the fuel r1 injection valve 21' is connected to a fuel 1rl port/1 pump (not shown) used in a normal gasoline engine. Please leave it to me.

This J: Sea urchin connects each of the above injection valves 21' and 22 to the intake port.
1-13, it is necessary to inject fuel before the intake valve 16 closes, so as shown in Fig. 9,
In the low load region, at the end of the intake stroke, the fuel and air are
@Start As, FS of each jet 04 to be injected
and 1111 F e at the end of injection, Δe are set, but the other configurations are the same as in the first embodiment.

In the embodiment shown in the figure, the electromagnetic clutch 35 is turned OFF () to stop the operation of the air pump 30 when the engine is started, but the air pump 30 is also operated when the engine is started. However, the entire amount of pressurized air may be controlled so as to flow into the relief passage 39.Furthermore, the engine to which the present invention is applied is not limited to a stratified air supply engine; It may also be applied to engines equipped with air injection valves and air pumps to increase the combustion rate.
Even in this case, stopping the supply of pressurized air at startup has no effect on improving the starting speed.

(Effects of the Invention!!) As described above, the present invention provides a method for stopping the supply of pressurized air when starting the engine in an engine equipped with an air injection Q4 valve and an air pump that supply pressurized air to the combustion chamber. This prevents excessive air from being supplied during startup and improves startup performance.

[Brief explanation of the drawing]

Fig. 1 is an overall schematic diagram showing one embodiment of the present invention, Fig. 2 is an enlarged view of the combustion chamber part, J5 and its vicinity, Fig. 3 is a block diagram of the control system, and Fig. 4 is a block diagram of the control system. RF characteristic diagram of fuel and air flow chart 1 period, Figures 5 and 6 (t flowchart 1 to 7, Figure 7 shows another example, J overall schematic diagram,
FIG. 8 is a diagram corresponding to FIG. 2 of A, and FIG. 15-9 is a diagram equivalent to FIG. 4 in the case of this embodiment. 7... Combustion chamber, 22... Air injection valve, 30... Air pump, 35... Electromagnetic clutch, 40... Control unit l-. 1′! 1 Applicant: Toyo Kogyo Co., Ltd. Ne1-16 = Figure 2 Figure 3 Figure 8 Figure 9 Mussel cargo

Claims (1)

[Claims] 1. In an engine equipped with an air injection valve for supplying air to a combustion chamber of the engine and an air pump for supplying pressurized air to the air injection valve, a starting sensor for detecting engine starting; An engine characterized in that it is provided with a control means for receiving an output from a starting sensor and stopping the supply of pressurized air from the air pump at the time of starting.