JPH03233166A - Oxygen enriching device for internal combustion engine - Google Patents
Oxygen enriching device for internal combustion engineInfo
- Publication number
- JPH03233166A JPH03233166A JP2026354A JP2635490A JPH03233166A JP H03233166 A JPH03233166 A JP H03233166A JP 2026354 A JP2026354 A JP 2026354A JP 2635490 A JP2635490 A JP 2635490A JP H03233166 A JPH03233166 A JP H03233166A
- Authority
- JP
- Japan
- Prior art keywords
- oxygen
- enriched air
- internal combustion
- combustion engine
- vehicle
- 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.)
- Pending
Links
- 239000001301 oxygen Substances 0.000 title claims abstract description 156
- 229910052760 oxygen Inorganic materials 0.000 title claims abstract description 156
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 title claims abstract description 150
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 85
- 150000002926 oxygen Chemical class 0.000 claims description 6
- 230000001133 acceleration Effects 0.000 abstract description 17
- 238000004891 communication Methods 0.000 abstract description 4
- 238000000034 method Methods 0.000 description 34
- 239000012528 membrane Substances 0.000 description 15
- 238000000926 separation method Methods 0.000 description 13
- 238000010586 diagram Methods 0.000 description 10
- 239000012530 fluid Substances 0.000 description 8
- 239000007789 gas Substances 0.000 description 5
- 239000000446 fuel Substances 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 239000012466 permeate Substances 0.000 description 2
- 241000945534 Hamana Species 0.000 description 1
- 241001590997 Moolgarda engeli Species 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Landscapes
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は内燃機関の酸素富化装置に係り、特に車両の
減速走行時の内燃機関の駆動力を利用して酸素富化空気
を生成し得るとともに車両の加速走行時にこの酸素富化
空気を内燃機関に供給して出力の向上を果たし得る内燃
機関の酸素富化装置に関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an oxygen enrichment device for an internal combustion engine, and in particular to an oxygen enrichment device for generating oxygen-enriched air by using the driving force of the internal combustion engine when a vehicle is decelerating. The present invention relates to an oxygen enrichment device for an internal combustion engine that can improve output by supplying oxygen-enriched air to the internal combustion engine during acceleration of a vehicle.
自動車等の車両は、走行中に常に一定速度で走行するも
のではなく、減速走行や加速走行が行われる。このため
、車両に搭載された内燃機関は、走行状態に応じて出力
される駆動力を変化させる必要がある。例えば、内燃機
関は、減速走行時には僅かの駆動力しか要求されず、一
方、加速走行時には大なる駆動力を要求される。2. Description of the Related Art Vehicles such as automobiles do not always travel at a constant speed, but instead decelerate or accelerate. Therefore, the internal combustion engine mounted on the vehicle needs to change the driving force output depending on the driving state. For example, an internal combustion engine requires only a small amount of driving force when the vehicle is decelerating, while a large amount of driving force is required when the vehicle is accelerating.
このように、要求される駆動力の変化する内燃機関につ
いて、そのエネルギを有効に利用する装置が各種提案さ
れている。例えば、減速走行時には制動時のエネルギを
利用して流体ポンプを駆動して油や空気等の流体を圧縮
し、生成した高圧の流体圧を貯留するとともに、加速走
行時には前記貯留した高圧の流体圧を解放し、内燃機関
の負荷を軽減して加速走行を補助する装置が提案されて
いる。As described above, various devices have been proposed for effectively utilizing the energy of internal combustion engines whose required driving force changes. For example, when driving at deceleration, the energy during braking is used to drive a fluid pump to compress fluid such as oil or air, and the generated high fluid pressure is stored, and when driving at acceleration, the stored high fluid pressure is stored. A device has been proposed that assists in accelerating driving by reducing the load on the internal combustion engine.
また、内燃機関には、例えば空気中の酸素を選択的に分
離して透過させる酸素分離膜等の酸素富化空気生成体を
設けるともにこの酸素富化空気生成体に吸引圧力を作用
させる吸引ポンプを設け、この吸引ポンプを常時駆動し
て前記酸素富化空気生成体に吸引圧力を作用させ、生成
された酸素富化空気を内燃機関に供給して出力向上を図
った内燃機関の酸素富化装置が提案されている。例えば
、特開昭６３−１８９６６６号公報には、内燃機関に設
けた過給機の過給圧力を利用して、酸素富化空気の生成
を促進させた内燃機関の酸素富化装置が開示されている
。Furthermore, internal combustion engines are provided with an oxygen-enriched air generator such as an oxygen separation membrane that selectively separates and permeates oxygen in the air, and a suction pump that applies suction pressure to the oxygen-enriched air generator. Oxygen enrichment of an internal combustion engine is provided in which the suction pump is constantly driven to apply suction pressure to the oxygen-enriched air generating body, and the generated oxygen-enriched air is supplied to the internal combustion engine to improve output. A device has been proposed. For example, Japanese Patent Laid-Open No. 189666/1989 discloses an oxygen enrichment device for an internal combustion engine that utilizes the boost pressure of a supercharger installed in the internal combustion engine to promote the production of oxygen-enriched air. ing.
〔発明が解決しようとする問題点〕
ところが、前記流体を利用する装置においては、流体を
圧縮して高圧の流体圧を貯留しているため、構造が複雑
になる不都合があるとともに流体として油を使用した場
合に漏洩により環境汚染を惹起する不都合がある。[Problems to be Solved by the Invention] However, in devices that use the fluid, the fluid is compressed and a high fluid pressure is stored, which has the disadvantage of complicating the structure and using oil as the fluid. When used, there is an inconvenience that it causes environmental pollution due to leakage.
また、前記内燃機関の酸素富化装置においては、酸素富
化空気生成体に吸引圧力を作用させる吸引ポンプを大型
としなければならない。このため、このような酸素富化
装置を自動車や自動二輪車等の車両に搭載された内燃機
関に適用する場合には、吸引ポンプの駆動源をどのよう
にするかという問題、即ち、大型の吸引ポンプにより消
費される駆動力をどのように確保するかという問題があ
った。Furthermore, in the oxygen enrichment device for the internal combustion engine, the suction pump that applies suction pressure to the oxygen-enriched air generator must be large-sized. Therefore, when applying such an oxygen enrichment device to an internal combustion engine installed in a vehicle such as a car or motorcycle, there is a problem of how to drive the suction pump. The problem was how to secure the driving force consumed by the pump.
そこでこの発明の目的は、車両の減速走行時の内燃機関
の駆動力を利用して酸素富化空気を生成し得るとともに
車両の加速走行時にこの酸素富化空気を内燃機関に供給
して出力の向上を果たし得て、これによりエネルギの有
効利用を図り得て、また、車両の減速走行時の内燃機関
の駆動力を酸素富化空気の生成に利用することによりエ
ンジンブレーキ性能を向上し得て、車両の加速走行時の
性能向上を果たし得る内燃機関の酸素富化装置を実現す
ることにある。Therefore, an object of the present invention is to generate oxygen-enriched air using the driving force of the internal combustion engine when the vehicle is decelerating, and to supply this oxygen-enriched air to the internal combustion engine when the vehicle is accelerating to increase the output. This enables effective use of energy, and improves engine braking performance by using the driving force of the internal combustion engine to generate oxygen-enriched air when the vehicle is decelerating. An object of the present invention is to realize an oxygen enrichment device for an internal combustion engine that can improve the performance of a vehicle during acceleration.
この目的を達成するためにこの発明は、車両に搭載され
た内燃機関に酸素富化空気を供給する内燃機関の酸素富
化装置において、酸素富化空気を生成する酸素富化空気
生成体を設け、この酸素富化空気生成体に吸引圧力を作
用させる吸引ポンプを設け、酸素富化空気を貯留する酸
素富化空気タンクを設け、この酸素富化空気タンクに貯
留された酸素富化空気を前記内燃機関に供給すべく開閉
される開閉弁を設け、前記車両の所定以上の減速走行時
にこの減速走行時の前記内燃機関の駆動力により前記吸
引ポンプを駆動させて前記酸素富化空気生成体の生成す
る酸素富化空気を前記酸素富化空気タンクに貯留させる
とともに前記車両の所定以上の加速走行時に前記開閉弁
を開放させて前記酸素富化空気タンクに貯留した酸素富
化空気を前記内燃機関に供給させるべく制御する制御手
段を設けたことを特徴とする。In order to achieve this object, the present invention provides an oxygen-enriched air generator that generates oxygen-enriched air in an oxygen enrichment device for an internal combustion engine that supplies oxygen-enriched air to an internal combustion engine mounted on a vehicle. , a suction pump that applies suction pressure to the oxygen-enriched air generator is provided, an oxygen-enriched air tank is provided to store the oxygen-enriched air, and the oxygen-enriched air stored in the oxygen-enriched air tank is An on-off valve that opens and closes the supply to the internal combustion engine is provided, and when the vehicle is decelerating to a predetermined level or more, the suction pump is driven by the driving force of the internal combustion engine during deceleration of the vehicle to supply the oxygen-enriched air to the oxygen-enriched air generator. The generated oxygen-enriched air is stored in the oxygen-enriched air tank, and the opening/closing valve is opened when the vehicle accelerates at a predetermined speed or higher, so that the oxygen-enriched air stored in the oxygen-enriched air tank is transferred to the internal combustion engine. The invention is characterized in that it is provided with a control means for controlling the supply of the water.
この発明の構成によれば、制御手段によって、車両の所
定以上の減速走行時にこの減速走行時の内燃機関の駆動
力により吸引ポンプを駆動させて酸素富化空気生成体の
生成する酸素富化空気を酸素富化空気タンクに貯留させ
るとともに車両の所定以上の加速走行時に開閉弁を開放
させて酸素富化空気タンクに貯留した酸素富化空気を内
燃機関に供給させるべく制御することにより、車両の減
速走行時の内燃機関の駆動力を利用して酸素富化空気を
生成し得るとともに車両の加速走行時にこの酸素富化空
気を内燃機関に供給して出力の向上を果たすことができ
る。According to the configuration of the present invention, when the vehicle is decelerated to a predetermined level or more, the control means drives the suction pump using the driving force of the internal combustion engine during deceleration to generate oxygen-enriched air produced by the oxygen-enriched air generator. By storing the oxygen-enriched air in the oxygen-enriched air tank and opening the on-off valve when the vehicle accelerates above a predetermined level, the oxygen-enriched air stored in the oxygen-enriched air tank is controlled to be supplied to the internal combustion engine. Oxygen-enriched air can be generated using the driving force of the internal combustion engine when the vehicle is running at deceleration, and this oxygen-enriched air can be supplied to the internal combustion engine when the vehicle is accelerating to improve output.
次にこの発明の実施例を図に基づいて詳細に説明する。 Next, embodiments of the present invention will be described in detail based on the drawings.
第１〜１３図は、この発明の実施例を示すものである。1 to 13 show embodiments of this invention.
第１図において、２は内燃機関、４はエアクリーナ、６
は吸気通路、８は気化器、１０はスロットルバルブ、１
２は排気通路である。図示しない車両に搭載された内燃
機関２は、エアクリーナ４から吸気通路６に取り入れら
れた空気に気化器８において燃料を混合し、混合気を生
成する。In Fig. 1, 2 is an internal combustion engine, 4 is an air cleaner, and 6 is an internal combustion engine.
is an intake passage, 8 is a carburetor, 10 is a throttle valve, 1
2 is an exhaust passage. An internal combustion engine 2 mounted on a vehicle (not shown) mixes fuel in a carburetor 8 with air taken into an intake passage 6 from an air cleaner 4 to generate an air-fuel mixture.
混合気は、スロットルバルブ１０により調量されて内燃
機関２に供給され、燃焼される。燃焼生成された排気は
、排気通路１２により外部に排出される。この混合気の
燃焼エネルギにより、図示しないピストン・クランク軸
を介してクランク軸１４を回転させ、車輪（図示せず）
を駆動して車両を走行させる。The air-fuel mixture is metered by the throttle valve 10 and supplied to the internal combustion engine 2, where it is combusted. Exhaust gas produced by combustion is exhausted to the outside through the exhaust passage 12. The combustion energy of this mixture rotates the crankshaft 14 via a piston/crankshaft (not shown), and rotates the crankshaft 14 (not shown).
to drive the vehicle.
このような車両に搭載された内燃機関２に酸素富化空気
を供給する酸素富化装置１６は、前記エアクリーナ４下
流側の吸気通路６に設けた分岐部１８に始端側を連通ず
るとともに、この分岐部１８よりも下流側の吸気通路６
に設けた合流部２０に終端側を連通ずる酸素富化空気通
路２２を設けている。前記分岐部１８及び合流部２０は
、気化器８上流側の吸気通路６に設けられている。The oxygen enrichment device 16 that supplies oxygen-enriched air to the internal combustion engine 2 mounted on such a vehicle has its starting end communicating with a branch portion 18 provided in the intake passage 6 downstream of the air cleaner 4, and Intake passage 6 downstream of branch part 18
An oxygen-enriched air passage 22 is provided that communicates the terminal end with the confluence section 20 provided in the merging section 20 provided in the merging section 20 . The branching portion 18 and the merging portion 20 are provided in the intake passage 6 upstream of the carburetor 8 .
この酸素富化空気通路２２には、分岐部１８側から順次
に、切換弁２４と酸素富化空気生成体たる酸素分離膜２
６と吸引ポンプ２８と逆止弁３０と酸素富化空気タンク
３２とレギュレータ３４と開閉弁３６と混合器３８と、
が設けられている。In this oxygen-enriched air passage 22, a switching valve 24 and an oxygen separation membrane 2 serving as an oxygen-enriched air generator are sequentially arranged from the branch part 18 side.
6, a suction pump 28, a check valve 30, an oxygen enriched air tank 32, a regulator 34, an on-off valve 36, a mixer 38,
is provided.
前記切換弁２４は、電磁弁により構成され、吸気通路６
の分岐部１８に設けられ、吸気通路６を常時連通すると
ともに車両の減速走行時に吸気通路６に酸素富化空気通
路２２を連通して酸素分離膜２６側に空気を導入すべく
切換えられる。前記酸素分離膜２６は、空気中の酸素を
選択的に分離して透過させることにより酸素分離膜２６
の下流側に酸素富化空気を生成する。前記吸引ポンプ２
８は、後述の如く内燃機関２により駆動され、酸素富化
膜２６に吸引圧力を作用させる。前記逆止弁３０は、吸
引ポンプ２８側から酸素富化空気タンク３２側への流通
を許容する。The switching valve 24 is constituted by a solenoid valve, and is connected to the intake passage 6.
The oxygen enriched air passage 22 is connected to the intake passage 6 at all times, and when the vehicle is decelerating, it is switched to communicate with the oxygen enriched air passage 22 to introduce air into the oxygen separation membrane 26 side. The oxygen separation membrane 26 selectively separates and permeates oxygen in the air.
produces oxygen-enriched air downstream of the The suction pump 2
8 is driven by the internal combustion engine 2 as described later, and applies suction pressure to the oxygen enrichment membrane 26. The check valve 30 allows flow from the suction pump 28 side to the oxygen enriched air tank 32 side.
また、前記酸素富化空気タンク３２は、生成された酸素
富化空気を貯留する。前記レギュレータ３４は、酸素富
化空気タンク３２から内燃機関２に供給される酸素富化
空気を設定圧（例えば、大気圧程度）に調圧する。前記
開閉弁３６は、電磁弁により構成され、酸素富化空気タ
ンク３２に貯留された酸素富化空気を内燃機関２に供給
すべく開閉される。前記混合器３８は、吸気通路６の合
流部２０に設けられ、エアクリーナ４から吸入された空
気に酸素富化空気を良好に混合させる。Further, the oxygen-enriched air tank 32 stores the generated oxygen-enriched air. The regulator 34 regulates the oxygen-enriched air supplied from the oxygen-enriched air tank 32 to the internal combustion engine 2 to a set pressure (for example, about atmospheric pressure). The on-off valve 36 is constituted by a solenoid valve, and is opened and closed to supply the internal combustion engine 2 with oxygen-enriched air stored in the oxygen-enriched air tank 32 . The mixer 38 is provided at the confluence section 20 of the intake passage 6, and mixes oxygen-enriched air with the air taken in from the air cleaner 4.
前記吸引ポンプ２８は、ポンプ軸４０にポンプ側プーリ
４２を設け、このポンプ側ブーＩＪ４２と前記内燃機関
２のクランク軸１４に設けた機関側プーリ４４とにベル
ト４６を捲掛けている。クランク軸１４には、機関側プ
ーリ４６への駆動力を断続する電磁クラッチ４８が介設
されている。The suction pump 28 is provided with a pump-side pulley 42 on a pump shaft 40, and a belt 46 is wound around this pump-side boot IJ42 and an engine-side pulley 44 provided on the crankshaft 14 of the internal combustion engine 2. An electromagnetic clutch 48 is interposed on the crankshaft 14 to connect and disconnect the driving force to the engine-side pulley 46.
前記切換弁２４、開閉弁３６、電磁クラッチ４８は、制
御手段たる制御部５０に接続されている。この制御部５
０には、前記気化器８のスロットルバルブｌＯに設けた
スロットル開度センサ５２と前記酸素富化空気タンク３
２に設けた圧力センサ５４とが接続されている。The switching valve 24, the on-off valve 36, and the electromagnetic clutch 48 are connected to a control section 50, which is a control means. This control section 5
0, the throttle opening sensor 52 provided on the throttle valve lO of the carburetor 8 and the oxygen enriched air tank 3
A pressure sensor 54 provided at No. 2 is connected thereto.
この制御部５０は、スロットル開度センサ５２から入力
するスロットル開度の変化状態より走行状態を判断し、
車両の所定以上の減速走行時にこの減速走行時の内燃機
関２の駆動力により吸引ポンプ２８を駆動させて酸素分
離膜２６の生成する酸素富化空気を酸素富化空気タンク
３２に貯留させるとともに前記車両の所定以上の加速走
行時に開閉弁３６を開放させて酸素富化空気タンク３２
に貯留した酸素富化空気を内燃機関２に供給させるべく
制御する。The control unit 50 determines the driving state based on the state of change in the throttle opening input from the throttle opening sensor 52,
When the vehicle is decelerating more than a predetermined value, the suction pump 28 is driven by the driving force of the internal combustion engine 2 during this deceleration, and the oxygen-enriched air produced by the oxygen separation membrane 26 is stored in the oxygen-enriched air tank 32. When the vehicle accelerates beyond a predetermined level, the on-off valve 36 is opened to open the oxygen-enriched air tank 32.
The oxygen-enriched air stored in the internal combustion engine 2 is controlled to be supplied to the internal combustion engine 2.
また、前記開閉弁３６は、酸素富化空気タンク３２に貯
留した酸素富化空気がすべて消費され、圧力センサ５４
の検出する酸素富化空気タンク３２内の圧力Ｐが最低値
である圧力ＰＡ （大気圧）未満になると閉鎖され、
酸素富化空気タンク３２に内燃機関２の負圧が作用しな
いようにする。Further, the on-off valve 36 is activated when all the oxygen-enriched air stored in the oxygen-enriched air tank 32 is consumed, and the pressure sensor 54
When the pressure P in the oxygen-enriched air tank 32 detected by the sensor becomes less than the lowest pressure PA (atmospheric pressure), it is closed.
Negative pressure of the internal combustion engine 2 is prevented from acting on the oxygen-enriched air tank 32.
なお、符号５６は、圧力弁である。この圧力弁５６は、
酸素富化空気タンク３２内が過剰圧力とならないように
、最高値である圧力ＰＲ（例えば、９．９ｋｇ／ｃｄ程
度）を越えると開放し、酸素富化空気タンク３２内の圧
力Ｐを圧力ＰＲ以下に維持させる。In addition, the code|symbol 56 is a pressure valve. This pressure valve 56 is
In order to prevent the inside of the oxygen-enriched air tank 32 from becoming overpressure, it is opened when the maximum pressure PR (for example, about 9.9 kg/cd) is exceeded, and the pressure P inside the oxygen-enriched air tank 32 is reduced to the pressure PR. Maintain below.
なお、この酸素富化空気タンク３２内の圧力Ｐは、圧力
センサ５４から信号を入力する制御部５０によって、酸
素富化空気タンク３２内の圧力Ｐを最低値である圧力Ｐ
Ａ以上、且つ、最高値である圧力ＰＢ以下に制御するこ
ともできる。即ち、圧力弁５６を電磁弁で構成して制御
部５０に接続し、この制御部５０によって、内燃機関２
の負圧が酸素富化空気タンク３２に作用しないように、
最低値である圧力ＰＡ （例えば、大気圧程度）未満
の場合は開閉弁３６を閉鎖するように制御し、一方、酸
素富化空気タンク３２内が過剰圧力とならないように、
最高値である圧力ＰＢ （例えば、９．９に＋ｒ／ｃ
ｄ程度）を越える場合は圧力弁５６を開放するよう制御
することもできる。Note that the pressure P in the oxygen-enriched air tank 32 is controlled by the control unit 50 which inputs a signal from the pressure sensor 54, so that the pressure P in the oxygen-enriched air tank 32 is adjusted to the lowest value.
It is also possible to control the pressure to be above A and below the maximum pressure PB. That is, the pressure valve 56 is constituted by an electromagnetic valve and connected to the control section 50, and the internal combustion engine 2 is controlled by the control section 50.
to prevent negative pressure from acting on the oxygen-enriched air tank 32.
When the pressure PA is lower than the minimum value (for example, about atmospheric pressure), the on-off valve 36 is controlled to be closed, and on the other hand, to prevent the inside of the oxygen enriched air tank 32 from becoming overpressure,
Pressure PB which is the highest value (for example, +r/c at 9.9
d), the pressure valve 56 can be controlled to be opened.
次に作用を説明する。Next, the action will be explained.
この酸素富化装置１６の制御部５０は、スロットル開度
センサ５２から入力するスロットル開度の変化状態より
走行状態を判断する。このスロットル開度による走行状
態の判定は、第２〜５図に示す如く行われる。The control unit 50 of the oxygen enrichment device 16 determines the driving state based on the changing state of the throttle opening input from the throttle opening sensor 52. This determination of the running state based on the throttle opening is performed as shown in FIGS. 2 to 5.
第２図に示す如く、気化器８のスロットルバルブ１０に
設けたスロットル開度センサ５２の出力するスロットル
開度の信号は、制御部５０に一定時間毎に電圧■として
入力される。制御部５０は、この電圧Ｖの時間Ｔに対す
る変化率から走行状態を判断する。As shown in FIG. 2, the throttle opening signal output from the throttle opening sensor 52 provided on the throttle valve 10 of the carburetor 8 is inputted to the control section 50 as a voltage ■ at regular intervals. The control unit 50 determines the running state from the rate of change of the voltage V with respect to time T.
第３図に示す如く、運転者が加速走行すべくアクセルペ
ダルを踏み込むと、スロットルバルブ１０が開動されて
スロットル開度センサ５２の出力する電圧Ｖが上昇する
。このとき、Ｔ１時の電圧をＶＡ 、Ｔ２時の電圧をＶ
Ｂとすると、変化時間ΔＴ＝７２−Ｔｌ 、変化電圧Δ
Ｖ＝ＶＢ −ＶＡであるので、電圧Ｖの時間Ｔに対する
変化率はΔ■／ΔＴとなる。この変化率ΔＶ／ΔＴが一
定値を越えている場合、例えば（ΔＶ／ΔＴ）＞Ｋの場
合には、変化率が大であるので所定以上の加速走行状態
と判断する。なお、この定数には、走行フィーリングに
よって決定される値である。As shown in FIG. 3, when the driver depresses the accelerator pedal to accelerate the vehicle, the throttle valve 10 is opened and the voltage V output by the throttle opening sensor 52 increases. At this time, the voltage at T1 is VA, and the voltage at T2 is V
B, change time ΔT=72−Tl, change voltage Δ
Since V=VB -VA, the rate of change of voltage V with respect to time T is Δ■/ΔT. If the rate of change ΔV/ΔT exceeds a certain value, for example (ΔV/ΔT)>K, the rate of change is large and it is determined that the vehicle is in an accelerated driving state exceeding a predetermined value. Note that this constant is a value determined by the driving feeling.
また、第４図に示す如く、運転者が減速走行すべく踏み
込んだアクセルペダルを戻すと、スロットルバルブ１０
が閉動されてスロ７）ル開度センサ５２の出力する電圧
Ｖが低下する。このとき、Ｔ１時の電圧をＶＡ 、７２
時の電圧をＶＢとすると、変化時間ΔＴ＝Ｔ２−ＴＩ
、変化電圧Δ■＝ＶＢ−ＶＡであるので、電圧Ｖの時間
Ｔに対する変化率はΔＶ／ΔＴとなる。この変化率Δ■
／ΔＴが一定値に達していない場合、例えば（Δ■／Δ
Ｔ）＜−Ｊの場合には、変化率が大であるので所定以上
の減速走行状態と判断する。なお、この定数Ｊは、前記
定数にと同様に、走行フィーリングによって決定される
値である。In addition, as shown in FIG.
is closed, and the voltage V output from the throttle opening sensor 52 decreases. At this time, the voltage at T1 is VA, 72
If the voltage at the time is VB, the change time ΔT=T2-TI
Since the changing voltage Δ■=VB−VA, the rate of change of the voltage V with respect to time T is ΔV/ΔT. This rate of change Δ■
/ΔT has not reached a certain value, for example (Δ■/Δ
If T)<-J, the rate of change is large, so it is determined that the vehicle is in a deceleration running state of a predetermined level or higher. Note that this constant J is a value determined by the driving feeling, similar to the above-mentioned constants.
一方、第５図に示す如く、運転者がアクセルペダルを踏
み込み、あるいは戻した際に、スロットル開度センサ５
２の出力する電圧Ｖの時間Ｔに対する変化率ΔＶ／ΔＴ
が、前記定数Ｊ−Ｋに対して、−Ｊ〈（Δ■／ΔＴ）＜
Ｋ、となっている場合は、変化率が小さいので通常走行
状態と判断する。On the other hand, as shown in FIG. 5, when the driver depresses or releases the accelerator pedal, the throttle opening sensor 5
Rate of change ΔV/ΔT of voltage V output by No. 2 over time T
However, for the constant J-K, -J〈(Δ■/ΔT)〉
K, the rate of change is small, so it is determined that the vehicle is in a normal running state.
酸素富化装置１６の制御部５０による制御は、第６図に
示す如く、内燃機関２を始動させてスタート（１００）
すると、スロットル開度センサ５２の検出するスロット
ル開度の信号を入力する処理（１０２）を行い、減速走
行状態と加速走行状態と通常走行状態とのいずれの走行
状態であるかの判断（１０４）を行う。As shown in FIG. 6, the control by the control unit 50 of the oxygen enrichment device 16 starts by starting the internal combustion engine 2 (100).
Then, a process (102) is performed to input a signal of the throttle opening detected by the throttle opening sensor 52, and it is determined whether the vehicle is in a decelerating traveling state, an accelerating traveling state, or a normal traveling state (104). I do.
この判断（１０４）が減速走行状態である場合は、後述
の減速走行における処理（２００）を行う。前記判断（
１０４）が加速走行状態である場合は、後述の加速走行
における処理（３００）を行う。前記判断（１０４）が
通常走行状態である場合は、後述の通常走行における処
理（４００）を行う。If this determination (104) indicates that the vehicle is in a decelerated traveling state, processing for decelerating traveling (200), which will be described later, is performed. The above judgment (
104) is in an accelerated running state, a process (300) for accelerated running, which will be described later, is performed. If the judgment (104) is that the vehicle is in a normal running state, a process (400) for normal running, which will be described later, is performed.
前記処理（２００）（３００）（４００）の後に、走行
が継続しているか否かの判断（１０６）を行う。この判
断（１０６）がＹＥＳの場合は、前記処理（１０２）に
リターンする。また、この判断（１０６）がＮＯの場合
は、内燃機関２の駆動を停止してストップ（１０８）す
る。After the processes (200), (300), and (400), it is determined whether or not the vehicle continues to travel (106). If this determination (106) is YES, the process returns to the process (102). Further, if the determination (106) is NO, the internal combustion engine 2 is stopped and stopped (108).
前記減速走行における処理（２００）は、第７図に示す
如く行われる。The process (200) in the deceleration traveling is performed as shown in FIG.
処理がスタート（２０２）すると、スロットル開度セン
サ５２の検出するスロットル開度の信号を入力する処理
（２０４）を行い、所定以上の減速走行状態であるか否
かの判断（２０６）を行う。When the process starts (202), a process (204) is performed to input a signal of the throttle opening detected by the throttle opening sensor 52, and a determination is made (206) as to whether or not the vehicle is in a deceleration traveling state of a predetermined level or more.
この判断（２０６）がＮＯの場合は、エンド（２１８）
になる。If this judgment (206) is NO, end (218)
become.
前記判断（２０６）がＹＥＳの場合は、電磁クラッチ４
８をＯＮして結合させることにより内燃機関２の駆動力
を機関側プーリ４４、ベルト４６、ポンプ側ブーＩＪ４
２を介して伝達させ、吸引ポンプ２８を駆動させる処理
（２０Ｂ）を行い、吸気通路６に酸素富化空気通路２２
を連通して酸素分離膜２６側に空気を導入するように切
換弁２４をＯＮして開放する処理（２１０）を行い、酸
素富化空気通路２２の連通を阻止するように開閉弁３６
をＯＦＦして閉鎖する処理（２１２＞を行う。If the judgment (206) is YES, the electromagnetic clutch 4
8 is turned ON and connected, the driving force of the internal combustion engine 2 is transferred to the engine side pulley 44, the belt 46, and the pump side boolean IJ4.
2 to drive the suction pump 28 (20B).
The switching valve 24 is turned on and opened (210) so as to communicate with the oxygen separation membrane 26 and introduce air into the oxygen separation membrane 26 side.
A process (212>) is performed to turn off and close the system.
これら処理（２０８）（２１０）（２１２）により、前
記所定以上の減速走行時にこの減速走行時の内燃機関２
の駆動力により吸引ポンプ２８を駆動させ、酸素分離膜
２６の生成する酸素富化空気を酸素富化空気タンク３２
に貯留させる。These processes (208), (210), and (212) cause the internal combustion engine 2 to
The suction pump 28 is driven by the driving force of
be stored in
前記処理（２０８） （２１０） （２１２）の後
に、圧力センサ５４の検出する信号により酸素富化空気
タンク３２内の圧力Ｐが最高値である圧力ＰＢを越えて
いるか圧力ＰＢ以下であるかの判断（２１４）を行う。After the processes (208), (210), and (212), it is determined whether the pressure P in the oxygen-enriched air tank 32 exceeds the maximum pressure PB or is below the pressure PB, based on the signal detected by the pressure sensor 54. A determination (214) is made.
この判断（２１４）において、圧力Ｐが最高値である圧
力ＰＢを越えている場合は、圧力弁５６により圧力が開
放され、レギュレータ３４をＯＮする処理（２１６）を
行う。また、この判断（２１４）において、圧力Ｐが最
高値である圧力ＰＲ以下の場合は、所定以上の減速走行
が終了するまで吸引ポンプ２８を駆動させて酸素分離膜
２６の生成する酸素富化空気を酸素富化空気タンク３２
に貯留させ、エンド（２１８）になる。In this judgment (214), if the pressure P exceeds the maximum pressure PB, the pressure is released by the pressure valve 56, and the process of turning on the regulator 34 (216) is performed. In addition, in this judgment (214), if the pressure P is lower than the maximum pressure PR, the suction pump 28 is driven until the deceleration running at a predetermined level or more is completed, so that the oxygen-enriched air generated by the oxygen separation membrane 26 is The oxygen enriched air tank 32
It is stored in the end (218).
このように、減速走行における処理（２００）は、第１
０図に示す如く、減速走行を示す信号と圧力を示す信号
とが制御部５０に入力し、切換弁２４をＯＮ（開放）し
、電磁クラッチ４８をＯＮ（結合）し、開閉弁３６をＯ
ＦＦ （閉鎖）する。In this way, the process (200) in deceleration running is performed in the first
As shown in FIG. 0, a signal indicating deceleration traveling and a signal indicating pressure are input to the control unit 50, which turns on (opens) the switching valve 24, turns on (connects) the electromagnetic clutch 48, and turns the on-off valve 36 to 0.
FF (close).
これにより、車両の減速走行時の内燃機関２の駆動力を
利用して酸素富化空気を生成することができ、また、減
速走行時の内燃機関２の駆動力を利用して吸引ポンプ２
８を駆動することによりエンジンブレーキ性能を向上す
ることができる。As a result, oxygen-enriched air can be generated using the driving force of the internal combustion engine 2 when the vehicle is decelerating, and the suction pump 2 can also be generated using the driving force of the internal combustion engine 2 when the vehicle is decelerating.
By driving 8, engine braking performance can be improved.
前記加速走行における処理（３００）は、第８図に示す
如く行われる。The process (300) in the acceleration traveling is performed as shown in FIG.
処理がスタート（３０２）すると、スロットル開度セン
サ５２の検出するスロットル開度の信号を入力する処理
（３０４）を行い、所定以上の加速走行状態であるか否
かの判断（３０６）を行う。When the process starts (302), a process (304) is performed to input a signal of the throttle opening detected by the throttle opening sensor 52, and a judgment is made (306) as to whether or not the vehicle is in an accelerated driving state exceeding a predetermined value.
この判断（３０６）がＮＯの場合は、エンド（３１８）
になる。If this judgment (306) is NO, end (318)
become.
前記判断（３０６）がＹＥＳの場合は、電磁クラッチ４
８をＯＦＦして離脱させることにより内燃機関２の駆動
力の伝達を遮断し、吸引ポンプ２８の駆動を停止させる
処理（３０８）を行い、吸気通路６への酸素富化空気通
路２２の連通を遮断して酸素分離膜２６側への空気の導
入を阻止するように切換弁２４をＯＦＦして閉鎖する処
理（３１０）を行い、酸素富化空気通路２２を連通ずる
ように開閉弁３６をＯＮして開放する処理（３１２）を
行う。If the judgment (306) is YES, the electromagnetic clutch 4
8 is turned off and separated, the transmission of the driving force of the internal combustion engine 2 is cut off, and the process of stopping the drive of the suction pump 28 (308) is performed, and the communication of the oxygen-enriched air passage 22 with the intake passage 6 is interrupted. A process (310) is performed to turn off and close the switching valve 24 so as to block and prevent the introduction of air to the oxygen separation membrane 26 side, and then turn on the on-off valve 36 so as to communicate the oxygen-enriched air passage 22. Then, a process (312) of releasing the data is performed.
これら処理（３０８） （３１０） （３１２）に
より、前記所定以上の加速走行時に開閉弁３６をＯＮＬ
で開放させ、酸素富化空気タンク３２に貯留した酸素富
化空気を内燃機関２に供給させる。Through these processes (308), (310), and (312), the on-off valve 36 is turned ON when the acceleration is higher than the predetermined speed.
The oxygen-enriched air tank 32 is opened to supply the oxygen-enriched air stored in the oxygen-enriched air tank 32 to the internal combustion engine 2.
即ち、酸素富化空気タンク３２に貯留した酸素富化空気
は、レギュレータ３４により設定圧に調圧され、内燃機
関２の負荷に応じて混合器３８から吸い出されてエアク
リーナ４から吸入された空気に混合され、気化器８にお
いて燃料と混合され、スロットルバルブｌＯにより調量
して内燃機関２に供給される。That is, the oxygen-enriched air stored in the oxygen-enriched air tank 32 is regulated to a set pressure by the regulator 34, and is sucked out from the mixer 38 according to the load of the internal combustion engine 2, and the air is drawn in from the air cleaner 4. It is mixed with fuel in the carburetor 8, metered by the throttle valve IO, and supplied to the internal combustion engine 2.
前記処理（３０Ｂ） （３１０） （３１２）の後
に、圧力センサ５４の検出する信号により酸素富化空気
タンク３２内の圧力Ｐが最低値である圧力ＰＡ未満であ
るか圧力ＰＡ以上であるかの判断（３１４）を行う。こ
の判断（３１４）において、酸素富化空気タンク３２に
貯留した酸素冨化空気がすべて消費されて圧力Ｐが圧力
ＰＡ未満である場合は、開閉弁３６をＯＦＦして閉鎖す
る処理（３１６）を行う。また、この判断（３１４）に
おいて、圧力Ｐが最低値である圧力ＰＡ以上の場合は、
所定の加速走行が終了するまで開閉弁３６をＯＮして酸
素富化空気を内燃機関２に供給させ、エンド（３１８）
になる。After the processes (30B), (310), and (312), it is determined whether the pressure P in the oxygen-enriched air tank 32 is less than the lowest pressure PA or more than the pressure PA, based on the signal detected by the pressure sensor 54. A judgment (314) is made. In this judgment (314), if all the oxygen-enriched air stored in the oxygen-enriched air tank 32 is consumed and the pressure P is less than the pressure PA, a process (316) is performed to turn off the on-off valve 36 and close it. conduct. In addition, in this judgment (314), if the pressure P is equal to or higher than the minimum value pressure PA,
The on-off valve 36 is turned on to supply oxygen-enriched air to the internal combustion engine 2 until the predetermined acceleration is completed, and the end (318)
become.
このように、加速走行における処理（３００）は、第１
１図に示す如く、加速走行を示す信号と圧力を示す信号
とが制御部５０に入力し、切換弁２４をＯＦＦ （閉鎖
）し、電磁クラッチ４８を０ＦＦ（離脱）し、開閉弁３
６をＯＮ（開放）する。In this way, the process (300) in acceleration driving is performed in the first
As shown in FIG. 1, a signal indicating acceleration traveling and a signal indicating pressure are input to the control unit 50, the switching valve 24 is turned OFF (closed), the electromagnetic clutch 48 is turned OFF (disengaged), and the on-off valve 3 is turned OFF (closed).
Turn on (open) 6.
これにより、車両の加速走行時に酸素富化空気を内燃機
関２に供給して出力を向上させ、加速性能を向上するこ
とができる。This makes it possible to supply oxygen-enriched air to the internal combustion engine 2 during acceleration of the vehicle to improve output and improve acceleration performance.
また、前記加速走行における処理（３００）において、
圧力センサ５４の検出する信号により酸素富化空気タン
ク３２内の圧力Ｐが最低値である圧力Ｐ＾未満となった
場合は、第１２図に示す如く、切換弁２４をＯＦＦ （
閉鎖）し、電磁クラブチ４８をＯＦＦ （離脱）し、開
閉弁３６を０ＦＦ（閉鎖）する。これにより、酸素富化
空気タンク３２内に内燃機関２の負圧が作用しないよう
にする。Further, in the process (300) in the acceleration traveling,
When the pressure P in the oxygen-enriched air tank 32 becomes less than the minimum pressure P^ according to the signal detected by the pressure sensor 54, the switching valve 24 is turned OFF (as shown in FIG. 12).
(closed), the electromagnetic clutch 48 is turned off (disengaged), and the on-off valve 36 is turned off (closed). This prevents the negative pressure of the internal combustion engine 2 from acting within the oxygen-enriched air tank 32.
前記通常走行における処理（４００）は、第９図に示す
如く行われる。The process (400) during the normal running is performed as shown in FIG.
処理がスタート（４０２）すると、スロットル開度セン
サ５２の検出するスロットル開度の信号を入力する処理
（４０４）を行い、通常行状態であるか否かの判断（４
０６）を行う。この判断（４０６）がＮｏの場合は、エ
ンド（４１４）になる。When the process starts (402), a process (404) is performed to input the throttle opening signal detected by the throttle opening sensor 52, and a judgment is made as to whether or not it is in the normal running state (404).
06). If this judgment (406) is No, the process ends (414).
前記判断（４０６）がＹＥＳの場合は、電磁クラッチ４
８をＯＦＦして離脱させることにより内燃機関２の駆動
力の伝達を遮断し、吸引ポンプ２８の駆動を停止させる
処理（４０Ｂ）を行い、吸気通路６への酸素富化空気通
路２２の連通を遮断して酸素分離膜２６側への空気の導
入を阻止するように切換弁２４をＯＦＦして閉鎖する処
理（４１０）を行い、酸素富化空気通路２２の連通を遮
断するように開閉弁３６をＯＦＦして閉鎖する処理（４
１２）を行い、エンド（４１４）になる。If the judgment (406) is YES, the electromagnetic clutch 4
8 is turned off and separated, the transmission of the driving force of the internal combustion engine 2 is cut off, and the process (40B) of stopping the drive of the suction pump 28 is performed, and the communication of the oxygen-enriched air passage 22 with the intake passage 6 is interrupted. A process (410) is performed to turn off and close the switching valve 24 so as to block the introduction of air to the oxygen separation membrane 26 side, and the on-off valve 36 is turned off so as to cut off communication with the oxygen-enriched air passage 22. Processing to turn off and close (4)
12) and reaches the end (414).
このように、通常走行における処理（４００）は、第１
３図に示す如く、通常走行を示す信号が制御部５０に入
力し、切換弁２４をＯＦＦ （閉鎖）し、電磁クラッチ
４８をＯＦＦ （離脱）し、開閉弁３６をＯＦＦ （閉
鎖）する。これにより、車両の通常走行時には、内燃機
関２にエアクリーナ４からの空気のみが供給され、通常
の燃焼が行われる。In this way, the process (400) during normal driving is the first
As shown in FIG. 3, a signal indicating normal running is input to the control unit 50, which turns off (closes) the switching valve 24, turns off (disengages) the electromagnetic clutch 48, and turns off (closes) the on-off valve 36. As a result, when the vehicle is running normally, only air from the air cleaner 4 is supplied to the internal combustion engine 2, and normal combustion is performed.
このように、酸素富化装置１６の制御部５０によって、
車両の減速走行時の内燃機関２の駆動力を利用して生成
した酸素富化空気を酸素富化空気タンク３２に貯留する
ことができ、車両の加速走行時にこの貯留した酸素富化
空気を内燃機関２に供給して出力の向上を果たすことが
できる。In this way, the control unit 50 of the oxygen enrichment device 16
Oxygen-enriched air generated using the driving force of the internal combustion engine 2 when the vehicle is decelerating can be stored in the oxygen-enriched air tank 32, and when the vehicle is accelerating, this stored oxygen-enriched air can be used for internal combustion. It can be supplied to the engine 2 to improve its output.
このため、エネルギの有効利用を図り得て、また、車両
の減速走行時の内燃機関２の駆動力を利用して吸引ポン
プ２８を駆動することによりエンジンブレーキ性能を向
上し得て、車両の加速走行時の性能向上を果たすことが
できる。Therefore, energy can be used effectively, and engine braking performance can be improved by driving the suction pump 28 using the driving force of the internal combustion engine 2 when the vehicle is decelerating, thereby accelerating the vehicle. It can improve performance when driving.
なお、この発明は、車両に搭載された内燃機関の酸素富
化装置として酸素分離膜を設けているが、この酸素分離
膜の交換は容易である。そこで、酸素以外のガス、例え
ば、内燃機関の排気中のＣ０１ＨＣ，ＮＯｘ等の有害成
分ガスを分離する分離膜に交換して設けることにより、
内燃機関の有害成分ガス除去装置として構成することも
でき、実用工大なる効果を奏し得るものである。In addition, although this invention provides an oxygen separation membrane as an oxygen enrichment device for an internal combustion engine mounted on a vehicle, this oxygen separation membrane can be easily replaced. Therefore, by replacing it with a separation membrane that separates gases other than oxygen, such as harmful component gases such as CO1HC and NOx in the exhaust gas of internal combustion engines,
It can also be configured as a device for removing harmful component gases from internal combustion engines, and can produce practical engineering effects.
このようにこの発明によれば、制御手段によって、車両
の所定以上の減速走行時にこの減速走行時の内燃機関の
駆動力により吸引ポンプを駆動させて酸素富化空気生成
体の生成する酸素富化空気を酸素富化空気タンクに貯留
させるとともに前記車両の所定以上の加速走行時に開閉
弁を開放させて酸素富化空気タンクに貯留した酸素富化
空気を内燃機関に供給させるべく制御することにより、
車両の減速走行時の内燃機関の駆動力を利用して酸素富
化空気を生成し得るとともに車両の加速走行時にこの酸
素富化空気を内燃機関に供給して出力の向上を果たすこ
とができる。As described above, according to the present invention, when the vehicle is decelerated to a predetermined level or more, the control means drives the suction pump using the driving force of the internal combustion engine during deceleration, so that the oxygen-enriched air produced by the oxygen-enriched air generator is controlled by the control means. By storing air in an oxygen-enriched air tank and opening an on-off valve when the vehicle accelerates above a predetermined value, the oxygen-enriched air stored in the oxygen-enriched air tank is controlled to be supplied to the internal combustion engine.
Oxygen-enriched air can be generated using the driving force of the internal combustion engine when the vehicle is decelerating, and this oxygen-enriched air can be supplied to the internal combustion engine when the vehicle is accelerating to improve output.
このため、エネルギの有効利用を図り得て、また、車両
の減速走行時の内燃機関の駆動力を酸素富化空気の生成
に利用することによりエンジンブレーキ性能を向上し得
て、車両の加速走行時の性能向上を果たすことができる
。Therefore, it is possible to use energy effectively, and by using the driving force of the internal combustion engine to generate oxygen-enriched air when the vehicle is decelerating, engine braking performance can be improved, and the engine braking performance can be improved when the vehicle is accelerating. It is possible to improve performance at times.
第１〜１３図はこの発明の実施例を示し、第１図は内燃
機関の酸素富化装置の概略構成図、第２図はスロットル
開度センサと制御部との概略構成図、第３図は減速走行
におけるスロットル開度センサの出力電圧と時間との関
係を示す図、第４図は加速走行におけるスロットル開度
センサの出力電圧と時間との関係を示す図、第５図は通
常走行におけるスロットル開度センサの出力電圧と時間
との関係を示す図、第６図は酸素富化装置の制御のフロ
ーチャート、第７図は減速走行における制御のフロ、−
チャート、第８図は加速走行における制御のフローチャ
ート、第９図は通常走行における制御のフローチャート
、第１０図は減速走行における制御のブロック図、第１
１図は加速走行における制御のブロック図、第１２図は
酸素富化空気タンクの圧力が最低値の圧力未満になった
際の制御のブロック図、第１３図は通常走行における制
御のブロック図である。
図において、２は内燃機関、４はエアクリーナ、６は吸
気通路、８は気化器、１０はスロットルバルブ、１２は
排気通路、１４はクランク軸、１６は酸素富化装置、１
８は分岐部、２０は合流部、２２は酸素富化空気通路、
２４は切換弁、２６は酸素富化膜、２８は吸引ポンプ、
３０は逆止弁、３２は酸素富化空気タンク、３４はレギ
ュレータ、３６は開閉弁、３８は混合器、４０はポンプ
軸、４２はポンプ側プーリ、４４は機関側プーリ、４６
はベルト、４８は電磁クラッチ、５０は制御部、５２は
スロットル開度センサ、５４は圧力センサ、５６は開閉
弁である。
図面の浄書
第１図
第２図
第６図
第７図
！！８図
第１０図
第１１図
箆１３図
手続士甫正書（方式）
平成２年 ３月２０日
１、事件の表示
特願平２−０２６３５４号
２、発明の名称
内燃機関の酸素富化装置
３、補正をする者
事件との関係 特許出願人
住 所 静岡県浜名郡可美村高塚３００番地名称（２
０８）鈴木自動車工業
株式会社
４、代 理 人 〒１０１ 置 ０３−２９２−４
４１１ （代表）住 所 東京都千代田区神田小川
町２丁目８番地西郷特許ビル
６、補正の対象
〔１） 図面1 to 13 show embodiments of the present invention, FIG. 1 is a schematic diagram of an oxygen enrichment device for an internal combustion engine, FIG. 2 is a schematic diagram of a throttle opening sensor and a control section, and FIG. is a diagram showing the relationship between the output voltage of the throttle opening sensor and time during deceleration driving, Figure 4 is a diagram showing the relationship between the output voltage of the throttle opening sensor and time during acceleration driving, and Figure 5 is a diagram showing the relationship between the output voltage of the throttle opening sensor and time during acceleration driving. A diagram showing the relationship between the output voltage of the throttle opening sensor and time, FIG. 6 is a flowchart of control of the oxygen enrichment device, and FIG. 7 is a flowchart of control during deceleration driving.
8 is a flowchart of control during acceleration driving, FIG. 9 is a flowchart of control during normal driving, and FIG. 10 is a block diagram of control during deceleration driving.
Figure 1 is a block diagram of control during accelerated driving, Figure 12 is a block diagram of control when the pressure of the oxygen-enriched air tank becomes less than the minimum pressure, and Figure 13 is a block diagram of control during normal driving. be. In the figure, 2 is an internal combustion engine, 4 is an air cleaner, 6 is an intake passage, 8 is a carburetor, 10 is a throttle valve, 12 is an exhaust passage, 14 is a crankshaft, 16 is an oxygen enrichment device, 1
8 is a branching part, 20 is a merging part, 22 is an oxygen-enriched air passage,
24 is a switching valve, 26 is an oxygen enrichment membrane, 28 is a suction pump,
30 is a check valve, 32 is an oxygen enriched air tank, 34 is a regulator, 36 is an on-off valve, 38 is a mixer, 40 is a pump shaft, 42 is a pump side pulley, 44 is an engine side pulley, 46
48 is a belt, 48 is an electromagnetic clutch, 50 is a control unit, 52 is a throttle opening sensor, 54 is a pressure sensor, and 56 is an on-off valve. Engraving of the drawings: Figure 1, Figure 2, Figure 6, Figure 7! ! Figure 8 Figure 10 Figure 11 Figure 13 Figure 13 Procedures Officer Fusho (Method) March 20, 1990 1. Display of the incident Patent Application No. 2-026354 2. Name of the invention Oxygen enrichment device for internal combustion engine 3. Relationship with the case of the person making the amendment Patent applicant address 300 Takatsuka, Kami Village, Hamana District, Shizuoka Prefecture Name (2
08) Suzuki Motor Co., Ltd. 4, Agent 101 03-292-4
411 (Representative) Address: Saigo Patent Building 6, 2-8 Kanda Ogawamachi, Chiyoda-ku, Tokyo Subject of amendment [1] Drawings
Claims (1)
る内燃機関の酸素富化装置において、酸素富化空気を生
成する酸素富化空気生成体を設け、この酸素富化空気生
成体に吸引圧力を作用させる吸引ポンプを設け、酸素富
化空気を貯留する酸素富化空気タンクを設け、この酸素
富化空気タンクに貯留された酸素富化空気を前記内燃機
関に供給すべく開閉される開閉弁を設け、前記車両の所
定以上の減速走行時にこの減速走行時の前記内燃機関の
駆動力により前記吸引ポンプを駆動させて前記酸素富化
空気生成体の生成する酸素富化空気を前記酸素富化空気
タンクに貯留させるとともに前記車両の所定以上の加速
走行時に前記開閉弁を開放させて前記酸素富化空気タン
クに貯留した酸素富化空気を前記内燃機関に供給させる
べく制御する制御手段を設けたことを特徴とする内燃機
関の酸素富化装置。1. In an oxygen enrichment device for an internal combustion engine that supplies oxygen-enriched air to an internal combustion engine mounted on a vehicle, an oxygen-enriched air generator that generates oxygen-enriched air is provided, and this oxygen-enriched air generator A suction pump that applies suction pressure is provided, and an oxygen-enriched air tank that stores oxygen-enriched air is provided, and is opened and closed to supply the oxygen-enriched air stored in the oxygen-enriched air tank to the internal combustion engine. An on-off valve is provided, and when the vehicle is decelerating to a predetermined level or more, the suction pump is driven by the driving force of the internal combustion engine during deceleration, and the oxygen-enriched air generated by the oxygen-enriched air generator is transferred to the oxygen-enriched air. A control means for controlling the oxygen-enriched air stored in the oxygen-enriched air tank and to open the on-off valve when the vehicle accelerates above a predetermined value to supply the oxygen-enriched air stored in the oxygen-enriched air tank to the internal combustion engine. An oxygen enrichment device for an internal combustion engine, characterized in that:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2026354A JPH03233166A (en) | 1990-02-06 | 1990-02-06 | Oxygen enriching device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2026354A JPH03233166A (en) | 1990-02-06 | 1990-02-06 | Oxygen enriching device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH03233166A true JPH03233166A (en) | 1991-10-17 |
Family
ID=12191140
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2026354A Pending JPH03233166A (en) | 1990-02-06 | 1990-02-06 | Oxygen enriching device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH03233166A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20030055550A (en) * | 2001-12-27 | 2003-07-04 | 현대자동차주식회사 | Charge injection controlling device of vehicle and method thereof |
| KR100653881B1 (en) * | 2004-09-20 | 2006-12-05 | (주)한국환경기술 | Low-fuel comsumption and low-pollution combustion system for supplying an automobile engine with mixture of fuel and oxygen |
| ES2619905A1 (en) * | 2016-12-27 | 2017-06-27 | Seat, S.A. | Method and device for obtaining and managing an air enriched in oxygen in a vehicle, and control unit comprising means adapted to execute said procedure. (Machine-translation by Google Translate, not legally binding) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5729839U (en) * | 1980-07-25 | 1982-02-17 | ||
| JPS6296555U (en) * | 1985-12-06 | 1987-06-19 | ||
| JPH01138443A (en) * | 1987-08-22 | 1989-05-31 | Amersham Internatl Plc | Biological sensor |
| JPH0217431A (en) * | 1988-05-10 | 1990-01-22 | Amersham Internatl Plc | Surface plasmon resonance sensor |
| JPH02223847A (en) * | 1989-02-23 | 1990-09-06 | Shimadzu Corp | Infrared microscope |
| JPH02118247U (en) * | 1989-03-08 | 1990-09-21 |
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1990
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5729839U (en) * | 1980-07-25 | 1982-02-17 | ||
| JPS6296555U (en) * | 1985-12-06 | 1987-06-19 | ||
| JPH01138443A (en) * | 1987-08-22 | 1989-05-31 | Amersham Internatl Plc | Biological sensor |
| JPH0217431A (en) * | 1988-05-10 | 1990-01-22 | Amersham Internatl Plc | Surface plasmon resonance sensor |
| JPH02223847A (en) * | 1989-02-23 | 1990-09-06 | Shimadzu Corp | Infrared microscope |
| JPH02118247U (en) * | 1989-03-08 | 1990-09-21 |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20030055550A (en) * | 2001-12-27 | 2003-07-04 | 현대자동차주식회사 | Charge injection controlling device of vehicle and method thereof |
| KR100653881B1 (en) * | 2004-09-20 | 2006-12-05 | (주)한국환경기술 | Low-fuel comsumption and low-pollution combustion system for supplying an automobile engine with mixture of fuel and oxygen |
| ES2619905A1 (en) * | 2016-12-27 | 2017-06-27 | Seat, S.A. | Method and device for obtaining and managing an air enriched in oxygen in a vehicle, and control unit comprising means adapted to execute said procedure. (Machine-translation by Google Translate, not legally binding) |
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