JPH0214526B2 - - Google Patents

Info

Publication number
JPH0214526B2
JPH0214526B2 JP15010682A JP15010682A JPH0214526B2 JP H0214526 B2 JPH0214526 B2 JP H0214526B2 JP 15010682 A JP15010682 A JP 15010682A JP 15010682 A JP15010682 A JP 15010682A JP H0214526 B2 JPH0214526 B2 JP H0214526B2
Authority
JP
Japan
Prior art keywords
supercharging
bypass valve
engine
boost pressure
air supply
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP15010682A
Other languages
Japanese (ja)
Other versions
JPS5939926A (en
Inventor
Akihiko Sato
Akira Watanabe
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hino Motors Ltd
Original Assignee
Hino Motors Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hino Motors Ltd filed Critical Hino Motors Ltd
Priority to JP57150106A priority Critical patent/JPS5939926A/en
Publication of JPS5939926A publication Critical patent/JPS5939926A/en
Publication of JPH0214526B2 publication Critical patent/JPH0214526B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0205—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the charging effect
    • F02B27/021—Resonance charging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0242—Fluid communication passages between intake ducts, runners or chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0247—Plenum chambers; Resonance chambers or resonance pipes
    • F02B27/0252—Multiple plenum chambers or plenum chambers having inner separation walls, e.g. comprising valves for the same group of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0268—Valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1824—Number of cylinders six
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Characterised By The Charging Evacuation (AREA)

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は慣性過給の同調点をずらすために２本
の給気通路をバイパス連絡させるようにしたバイ
パス弁の制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for a bypass valve that connects two air supply passages by bypass in order to shift the tuning point of inertial supercharging.

（従来の技術） 慣性過給は、吸気弁の締切時に生ずる圧力波を
利用して他のシリンダーへの給気の充填効率（体
積効率）を高めるものであり、従来、多数使用さ
れている。(Prior Art) Inertial supercharging uses pressure waves generated when an intake valve is closed to increase the filling efficiency (volume efficiency) of air supply to other cylinders, and has been widely used in the past.

慣性過給は圧力波を利用するものであるため、
圧力波の振動数とエンジン回転数とが一致した時
に最も充填効率が高くなり、この点を同調点と言
う。 Since inertial supercharging uses pressure waves,
The charging efficiency is highest when the frequency of the pressure wave and the engine speed match, and this point is called the tuning point.

（発明が解決しようとする課題） ところが、慣性過給装置では、同調点以外では
充填効率が低くなつてしまう。(Problems to be Solved by the Invention) However, in the inertial supercharging device, the charging efficiency becomes low outside the tuning point.

従つて、慣性過給では、エンジン回転数によつ
て同調点を変えることが望ましい。 Therefore, in inertial supercharging, it is desirable to change the tuning point depending on the engine speed.

一方、ターボ過給と慣性過給とを組み合わせた
過給方式では高回転域ではターボ過給を行わせ、
低回転では慣性過給に頼ると言うのが一般的であ
る。 On the other hand, in a supercharging system that combines turbo supercharging and inertia supercharging, turbo supercharging is performed in the high rotation range,
At low speeds, it is common to rely on inertial supercharging.

従つて、このような組み合わせ過給では慣性過
給の同調点がエンジンの低回転域となつている。 Therefore, in such combination supercharging, the tuning point of inertia supercharging is in the low rotational speed range of the engine.

上記の如き、エンジンの低回転域に同調点を有
する慣性過給においては、エンジン回転の急上昇
時にブースト圧が追従できず、空気不足となつて
燃焼効率が低下するおそれがあつた。 In the above-mentioned inertial supercharging which has a tuning point in the low rotational speed range of the engine, when the engine rotational speed suddenly increases, the boost pressure cannot follow it, leading to a risk of air shortage and lowering the combustion efficiency.

本発明の目的は、エンジン回転の急上昇時に慣
性過給の同調点をずらせて過給効率を上げ、以て
空気不足に基づく燃焼効率の低下を防止したバイ
パス弁の制御装置を提供するにある。 SUMMARY OF THE INVENTION An object of the present invention is to provide a bypass valve control device that increases supercharging efficiency by shifting the tuning point of inertial supercharging when the engine speed rapidly increases, thereby preventing a decrease in combustion efficiency due to air shortage.

（課題を解決するための手段） 本発明では、ブースト圧によつてバイパス弁を
開閉させるところに特徴があり、エンジン回転急
上昇時にはブースト圧が急激に低下するところに
着目し、この圧力を利用してバイパス弁を開閉さ
せんとしたものである。(Means for Solving the Problems) The present invention is characterized in that the bypass valve is opened and closed using boost pressure, and focusing on the fact that boost pressure drops rapidly when the engine speed increases, this pressure is utilized. The intention was to open and close the bypass valve.

（実施例） 以下、図によつて説明する。(Example) This will be explained below using figures.

第１図は本発明の一実施例を示す概略断面図で
ある。 FIG. 1 is a schematic sectional view showing an embodiment of the present invention.

エンジン１には２個の吸気マニホルド２，３か
ら給気が供給され、２個のマニホルド２，３は
夫々一本の給気通路４，５を有している。給気通
路４，５の間には夫々を連絡するバイパス通路６
が設けられ、該バイパス通路はバイパス弁７によ
つて開閉される。バイパス弁７は２個のピストン
７1，７2とそれらを結ぶロツド７3からなり、ピ
ストン７1には大気P1及びスプリング８の押圧力
が作用し、ピストン７2には給気通路４，５のブ
ースト圧P2が作用している。 Air supply is supplied to the engine 1 from two intake manifolds 2 and 3, and each of the two manifolds 2 and 3 has one intake passage 4 and 5. A bypass passage 6 is provided between the air supply passages 4 and 5 to communicate with each other.
The bypass passage is opened and closed by a bypass valve 7. The bypass valve 7 consists of two pistons 7 1 and 7 2 and a rod 7 3 that connects them. The piston 7 1 is subjected to the pressing force of the atmosphere P 1 and the spring 8, and the piston 7 2 is connected to the air supply passage 4. , 5 boost pressure P 2 is acting.

ピストン７1に作用する大気圧P1及びスプリン
グ８の押圧力はバイパス弁７の解放作用を行わ
せ、ピストン７2に作用するブースト圧P2はバイ
パス弁７の閉鎖作用を行わせる。 The atmospheric pressure P 1 acting on the piston 7 1 and the pressing force of the spring 8 cause the bypass valve 7 to open, and the boost pressure P 2 acting on the piston 7 2 causes the bypass valve 7 to close.

給気通路４，５は上流側において一本に合流
し、ターボチヤージヤＳより過圧給気を導入され
る。 The air supply passages 4 and 5 merge into one on the upstream side, and overpressure air is introduced from the turbocharger S.

上記の如く構成された本発明の作用を説明す
る。 The operation of the present invention configured as described above will be explained.

エンジンの低回転域ではブースト圧P2がスプ
リング８及び大気圧P1よりも大きくなつており、
この状態では慣性過給を行つている。この時、慣
性過給の同調点は低回転域に設定されている。 In the low speed range of the engine, the boost pressure P2 is larger than the spring 8 and the atmospheric pressure P1 ,
In this state, inertial supercharging is performed. At this time, the tuning point of inertial supercharging is set in the low rotation range.

又、エンジンの高回転域では主としてターボチ
ヤージヤＳによつて過給され、ターボチヤージヤ
Ｓの同調点は高回転域となつている。 Further, in the high speed range of the engine, supercharging is mainly performed by the turbocharger S, and the tuning point of the turbocharger S is in the high speed range.

この時、ブースト圧P2は高いので前記と同様
バイパス弁７はバイパス通路６を閉じている。 At this time, since the boost pressure P2 is high, the bypass valve 7 closes the bypass passage 6 as described above.

今、エンジン回転数が低回転域の或る点から慣
性過給の同調点よりも高い回転数域まで急上昇し
たとすると、ターボチヤージヤＳは急追従でき
ず、空気不足を起こす。このため、ブースト圧が
下がつて、バイパス弁７がバイパス通路６を開放
する。 Now, if the engine speed suddenly increases from a certain point in the low speed range to a speed range higher than the tuning point of inertial supercharging, the turbocharger S will not be able to follow the sudden change, resulting in air shortage. Therefore, the boost pressure decreases and the bypass valve 7 opens the bypass passage 6.

既述の如く、慣性過給では同調点においては充
填効率が高いが、同調点をずれると、むしろ自然
給気よりも充填効率が悪化することもある。よつ
て、慣性過給の同調点から大きくずれた回転域で
は自然給気へ戻す方が良い。 As mentioned above, inertial supercharging has high charging efficiency at the tuning point, but when the tuning point is shifted, the charging efficiency may actually become worse than that of natural air supply. Therefore, in a rotation range that deviates significantly from the tuning point of inertial supercharging, it is better to return to natural air supply.

上述の如くバイパス通路６が開放するというこ
とは、低回転で同調された慣性過給からはずれた
ということになり、結局充填効率が改善され、燃
焼効率が向上するものとなる。 As described above, when the bypass passage 6 is opened, it means that the inertia supercharging synchronized at low rotation speeds is removed, and the charging efficiency is improved and the combustion efficiency is improved.

尚、本発明は、第２図に示す如く圧力検出器９
を給気通路４又は給気通路５に設け、該圧力検出
器９によつて検出された圧力信号によつてON−
OFされるリレー１０を介して電磁式バイパス弁
７′を作動させる構成としてもよい。 Incidentally, the present invention includes a pressure detector 9 as shown in FIG.
is provided in the air supply passage 4 or the air supply passage 5, and is turned on by the pressure signal detected by the pressure detector 9.
The electromagnetic bypass valve 7' may be operated via the relay 10 which is turned off.

（発明の効果） 以上に説明した本発明の効果を上げると以下の
とおりである。(Effects of the Invention) The effects of the present invention explained above are as follows.

エンジン回転急上昇時の燃焼改善が得られる。 Improved combustion when the engine speed suddenly increases.

制御動作がブースト圧を利用するものであるか
らエンジンの状況を確実に伝えることができるも
のである。 Since the control operation uses boost pressure, the engine status can be reliably communicated.

ターボチヤージヤと慣性過給とを組み合わせた
デイーゼルエンジンであつて、慣性過給の同調点
を低回転域に設定したものでは、一層効果的な燃
焼改善が得られるものとなる。 In a diesel engine that combines turbocharging and inertia supercharging, and in which the tuning point of inertia supercharging is set in a low rotation range, even more effective combustion improvement can be obtained.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明の一実施例を示す概略断面図、
第２図は本発明の他の実施例を示す系統図であ
る。 １：エンジン、２：マニホルド、３：マニホル
ド、４：給気通路、５：給気通路、６：バイパス
通路、７：バイパス弁、７1，７2：ピストン、７
３：ロツド、８：スプリング、Ｓ：ターボチヤー
ジヤ。 FIG. 1 is a schematic sectional view showing an embodiment of the present invention;
FIG. 2 is a system diagram showing another embodiment of the present invention. 1: Engine, 2: Manifold, 3: Manifold, 4: Air supply passage, 5: Air supply passage, 6: Bypass passage, 7: Bypass valve, 7 1 , 7 2 : Piston, 7
3 : Rod, 8: Spring, S: Turbocharger.

Claims (1)

【特許請求の範囲】[Claims] １ ターボ過給と同時に慣性過給を組み合わせた
装置において、該慣性過給の同調点をずらすため
に給気通路を連絡するバイパス通路を設け、該バ
イパス通路にバイパス弁を設けて開閉作動させる
デイーゼルエンジンにおいて、前記バイパス弁を
ブースト圧によつて該ブースト圧が高いときには
閉じ、ブースト圧が低いときには開く如く制御動
作させることを特徴とする慣性過給装置における
バイパス弁制御装置。1 In a device that combines turbo supercharging and inertia supercharging, a diesel engine is provided with a bypass passage connecting the air supply passage to shift the tuning point of the inertia supercharging, and a bypass valve is provided in the bypass passage to open and close the diesel engine. A bypass valve control device for an inertial supercharging device in an engine, characterized in that the bypass valve is controlled by boost pressure so as to close when the boost pressure is high and open when the boost pressure is low.
JP57150106A 1982-08-31 1982-08-31 Bypass valve controller for inertia supercharger Granted JPS5939926A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP57150106A JPS5939926A (en) 1982-08-31 1982-08-31 Bypass valve controller for inertia supercharger

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP57150106A JPS5939926A (en) 1982-08-31 1982-08-31 Bypass valve controller for inertia supercharger

Publications (2)

Publication Number Publication Date
JPS5939926A JPS5939926A (en) 1984-03-05
JPH0214526B2 true JPH0214526B2 (en) 1990-04-09

Family

ID=15489627

Family Applications (1)

Application Number Title Priority Date Filing Date
JP57150106A Granted JPS5939926A (en) 1982-08-31 1982-08-31 Bypass valve controller for inertia supercharger

Country Status (1)

Country Link
JP (1) JPS5939926A (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59126128U (en) * 1983-02-14 1984-08-24 日産ディーゼル工業株式会社 Diesel engine resonance supercharging control device
US6932189B2 (en) * 2001-09-24 2005-08-23 Daimlerchrysler Ag Device for noise structuring in a motor vehicle

Also Published As

Publication number Publication date
JPS5939926A (en) 1984-03-05

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