JPH0436025A - Boost pressure control valve device of internal combustion engine - Google Patents
Boost pressure control valve device of internal combustion engineInfo
- Publication number
- JPH0436025A JPH0436025A JP14219890A JP14219890A JPH0436025A JP H0436025 A JPH0436025 A JP H0436025A JP 14219890 A JP14219890 A JP 14219890A JP 14219890 A JP14219890 A JP 14219890A JP H0436025 A JPH0436025 A JP H0436025A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- passage
- intake passage
- control valve
- valve
- 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.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 13
- 238000011144 upstream manufacturing Methods 0.000 claims description 5
- 238000005192 partition Methods 0.000 claims description 2
- 230000010349 pulsation Effects 0.000 abstract description 7
- 238000010586 diagram Methods 0.000 description 10
- 239000000446 fuel Substances 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 210000002445 nipple Anatomy 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000006837 decompression Effects 0.000 description 1
- 238000000605 extraction Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 239000006228 supernatant Substances 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
Landscapes
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は、特に車両の減速時に発生するスロットル弁
の上流側吸気路における気柱脈動を抑制するための内燃
機関の過給圧制御弁装置に関するものである。[Detailed Description of the Invention] [Field of Industrial Application] This invention relates to a boost pressure control valve device for an internal combustion engine for suppressing air column pulsation in an intake passage upstream of a throttle valve, which occurs particularly when a vehicle decelerates. It is related to.
第4図は本出願人が先に出願している特願昭63−15
8072号明細書に記載されている過給圧制御弁装置の
断面図であって、図において、1は外気を取入れるエア
クリーナ、2はこのエアクリーナ1からの吸気の通路と
なる吸気管、3はこの吸気管2の途中に接続された過給
機、4は過給4113の上流側の第1の吸気路、5は過
給機3の下流側の第2の吸気路、6はこの第2の吸気路
5に設けた吸気量を制御するスロットル弁、7はスロッ
トル弁6の下流側の第3の吸気路、8は上記第1および
第2の吸気路4.5を連通した減圧路、9はこの減圧路
8を開閉制御することで上記第2の吸気路5の過給圧を
制御する過給圧制御弁装置であり、以下上記過給圧制御
弁装置9の詳細を説明する。Figure 4 shows the patent application filed earlier by the applicant in 1986-15.
8072 is a cross-sectional view of the supercharging pressure control valve device described in the specification, in which 1 is an air cleaner that takes in outside air, 2 is an intake pipe that serves as a passage for intake air from the air cleaner 1, and 3 is an intake pipe. A supercharger is connected in the middle of this intake pipe 2, 4 is a first intake passage on the upstream side of the supercharger 4113, 5 is a second intake passage on the downstream side of the supercharger 3, and 6 is this second intake passage. a throttle valve for controlling the amount of intake air provided in the intake passage 5, 7 a third intake passage downstream of the throttle valve 6, 8 a pressure reducing passage communicating the first and second intake passages 4.5; Reference numeral 9 denotes a supercharging pressure control valve device that controls the supercharging pressure of the second intake passage 5 by controlling the opening and closing of this pressure reducing passage 8. Details of the supercharging pressure control valve device 9 will be described below.
11はハウジング10の下端部のフランジで、第2の吸
気路5の吸気管2に形成された開口部14に接続されて
いる。15は上記フランジ11の内周側の開口部周囲の
弁座、16は吸気の出入口となるニップル、17は上記
ハウジング10の上端開口部とケース18の下端開口部
とで周縁部が挟持されたダイヤフラム、19ばダイヤフ
ラム17とケース18とで形成される第1の圧力室、2
0は上記第3の吸気路7の圧力を第1の圧力室19に導
くため、第3の吸気路7の圧力取出しボート21および
ケース18のニップル22間に接続した第1の通路、2
3aおよび23bはそれぞれ上記ダイヤフラム17の中
央部を上下か心挾持するホルダ、24はロフトで、一端
がホルダ23a、23bに結合され、他端には上記弁座
15と対応し上記減圧路8を開閉する制御弁25が結合
されている。26は上記ロフト24を支承する軸受で、
軸受ホルダ27に支持されている。Reference numeral 11 denotes a flange at the lower end of the housing 10, which is connected to an opening 14 formed in the intake pipe 2 of the second intake path 5. Reference numeral 15 denotes a valve seat around the opening on the inner circumferential side of the flange 11, 16 a nipple serving as an inlet/outlet for intake air, and 17 a peripheral edge portion sandwiched between the upper end opening of the housing 10 and the lower end opening of the case 18. a diaphragm 19; a first pressure chamber formed by the diaphragm 17 and the case 18;
0 is a first passage connected between the pressure extraction boat 21 of the third intake passage 7 and the nipple 22 of the case 18 in order to guide the pressure of the third intake passage 7 to the first pressure chamber 19;
3a and 23b are holders that respectively support the central part of the diaphragm 17 above and below, and 24 is a loft, one end of which is connected to the holders 23a, 23b, and the other end of which corresponds to the valve seat 15 and connects the decompression path 8. A control valve 25 that opens and closes is coupled thereto. 26 is a bearing that supports the loft 24,
It is supported by a bearing holder 27.
28は上記ケース18とホルダ23a間に張設されダイ
ヤフラム17を押出して制御弁25を閉弁方向に付勢す
るばね部材、29はハウジング10の壁内に形成された
第2の通路、30は上記ダイヤフラム17と軸受ホルダ
27との間の空間部の第2の圧力室で、上記第2の通路
29を介して第2の吸気路5と連通されている。31は
第2の通路29の出口に設けられ、この道路29による
圧力の伝達速度に時間遅れを与えるための通気抵抗とな
る絞りである。28 is a spring member that is stretched between the case 18 and the holder 23a and pushes out the diaphragm 17 and biases the control valve 25 in the closing direction; 29 is a second passage formed in the wall of the housing 10; 30 is a spring member that is stretched between the case 18 and the holder 23a; A second pressure chamber in the space between the diaphragm 17 and the bearing holder 27 communicates with the second air intake passage 5 via the second passage 29 . Reference numeral 31 denotes a constriction provided at the exit of the second passage 29 and serving as ventilation resistance to give a time delay to the speed of pressure transmission by the road 29.
上記のように構成した過給圧制御弁装置は、第1の圧力
室19と第2の圧力室3oとの差圧および制御弁25の
受圧による開弁力とばね部材28のばね力による開弁力
に応じて上記弁25が開閉動作する。また、この場合、
正圧通路は制御弁25の開弁側を入口とし、閉弁側を出
口とする。The supercharging pressure control valve device configured as described above has a valve opening force caused by the differential pressure between the first pressure chamber 19 and the second pressure chamber 3o and the pressure received by the control valve 25, and an opening force caused by the spring force of the spring member 28. The valve 25 opens and closes depending on the valve force. Also, in this case,
The positive pressure passage has an inlet on the open side of the control valve 25, and an outlet on the closed side of the control valve 25.
次に動作について説明する。Next, the operation will be explained.
エンジンへの過給運転からの急減速時には、第1の圧力
室19はアイドリング時と同等の高負圧となり、第2の
圧力室30は過給運転以上に昇圧し高正圧となることで
ダイヤフラム17の受圧力が大きくなり応答性をよくし
ている。また、開弁と同時に第2の吸気路5の過給圧が
急変するが、絞り31によって第2の圧力室30への圧
力伝達の時間遅れが生じ、これによって、上記第2の圧
力室30の圧力が同期して急変することを回避している
。When the engine suddenly decelerates from supercharging operation, the first pressure chamber 19 becomes a high negative pressure equivalent to that during idling, and the second pressure chamber 30 increases in pressure to a level higher than that during supercharging operation and becomes a high positive pressure. The pressure received by the diaphragm 17 is increased, improving responsiveness. Further, the supercharging pressure in the second intake passage 5 suddenly changes at the same time as the valve is opened, but the throttle 31 causes a time delay in transmitting the pressure to the second pressure chamber 30. This prevents sudden changes in pressure in synchronization.
次に弁の開弁式について説明する。Next, the valve opening method will be explained.
ダイヤフラム17の有効受圧面積をAcj、制御弁25
の有効受圧面積をBd、ばね部材28のセット荷重を第
1の圧力室19へ負圧を印加した場合(弁25上下は大
気圧とする)の開弁圧力に換算しCwnHgとする。ま
た、第1の圧力室19の圧力をP1+aHg、過給13
下流の減圧路8の圧力をP1論H,とじた場合、開弁式
は、
A+B
Ps = −pA+ C−−−−−−Il)とな
る、ここで、−船釣な弁においてはA:B=2〜3:1
に設計されるのが多く、ここで、A:B−2,5:1と
し、第5図に示したエンジン負荷状態とP、、P、圧の
関係を示す特性図におけるaゾーンとの干渉(重なり)
をなくし、P、を可能な限り高圧側に設定できるように
Cの値を決める。The effective pressure receiving area of the diaphragm 17 is Acj, and the control valve 25 is
The effective pressure receiving area is converted to Bd, and the set load of the spring member 28 is converted to the valve opening pressure when a negative pressure is applied to the first pressure chamber 19 (the upper and lower sides of the valve 25 are atmospheric pressure), and is converted to CwnHg. Also, the pressure in the first pressure chamber 19 is set to P1+aHg, and the pressure in the supercharging 13
When the pressure in the downstream pressure reducing path 8 is P1 theory H, the valve opening formula becomes A+B Ps = -pA+ C-----Il), where - in a boat fishing valve, A: B=2~3:1
In this case, A:B-2, 5:1 is often designed, and interference with zone a in the characteristic diagram showing the relationship between engine load condition and P, P, and pressure shown in Figure 5. (overlapping)
The value of C is determined so that P can be set as high as possible while eliminating P.
ここでは、 400wmHgとするとPm=1.4P
。Here, if 400wmHg, Pm=1.4P
.
400となる。これをエンジン負荷のグラフに表わすと
第5図のdラインの特性を示す。この図でeラインに示
すのは自動車での急減速時圧力変化である。It will be 400. When this is expressed in a graph of engine load, it shows the characteristic of line d in FIG. In this figure, line e shows the pressure change during sudden deceleration in an automobile.
従来の内燃機関の過給圧制御弁装置は以上のように構成
されているので、高地等の大気圧が低下した条件下、あ
るいは内燃機関のアイドル時、負荷アップ等の要因でア
イドル時のスロットル上清負荷が大気圧に近づくため、
減速運転時の圧力変化は第5図のfのように過給圧制御
弁装置9はg点で開弁じたのちh点で再び閉弁するので
、残留している第2吸気路の圧力P&が気柱脈動を発生
し過給11a3を1!ll遇してエアクリーナ1に吸気
の吹き返しを生し、エアクリーナ1内に図示しない吸入
空気量センサを設けである電子制御式燃料噴射装置付内
燃機関の場合、その吹き返しを空気愛憎と判断し、燃料
の噴射が行われるため、空気と燃料の混合比が最適値よ
りかなり燃料が多くなり最悪の場合、内燃機関の停止の
原因となるといった問題があった。The conventional boost pressure control valve device for an internal combustion engine is configured as described above, so it is possible to adjust the throttle during idling under conditions of low atmospheric pressure such as at high altitudes, when the internal combustion engine is idling, or due to factors such as an increase in load. As the supernatant load approaches atmospheric pressure,
The pressure change during deceleration operation is as shown in Fig. 5 f, since the supercharging pressure control valve device 9 opens at point g and then closes again at point h, so the remaining pressure in the second intake path P& generates air column pulsation and supercharging 11a3 to 1! In the case of an internal combustion engine with an electronically controlled fuel injection device, which generates intake air blowback in the air cleaner 1 and is equipped with an intake air amount sensor (not shown) in the air cleaner 1, the blowback is judged to be air pressure and the fuel is Since the fuel is injected, the mixture ratio of air and fuel becomes much larger than the optimum value, which in the worst case can cause the internal combustion engine to stop.
この発明は上記のような問題点を解消するためになされ
たもので、スロットル弁下流負圧が通常よりもかなり大
気圧に近づいた場合でも減速時の吸気管気柱脈動の発生
を防止することのできる内燃機関の過給圧制御弁装置を
得ることを目的とする。This invention was made in order to solve the above-mentioned problems.It is an object of this invention to prevent the occurrence of air column pulsation in the intake pipe during deceleration even when the negative pressure downstream of the throttle valve is much closer to atmospheric pressure than usual. The object of the present invention is to obtain a boost pressure control valve device for an internal combustion engine that can perform the following steps.
この発明に係る内燃機関の過給圧制御弁装置は、過給機
の上流側の第1吸気路と、上記過給機とスロットル弁と
の間の第2吸気、路とを連通したバイパス通路を開閉す
る制御弁、上記スロットル弁の下流側の第3吸気路にそ
の圧力を導く第1通路で連通された第1圧力室、上記第
2吸気路にその圧力を導きかつ、計量される第2道路で
連通された第2圧力室、上記第1および第2圧力室を仕
切り、上記弁に連通されたダイヤフラム、このダイヤフ
ラムを上記弁の開弁方向に付勢する弾性部材を備え、上
記第2圧力室は上記第1吸気路の圧力を導きかつ、計量
される第3道路で連通されたことを特徴とする。A boost pressure control valve device for an internal combustion engine according to the present invention provides a bypass passage that communicates a first intake passage on the upstream side of a supercharger with a second intake passage between the supercharger and a throttle valve. a control valve that opens and closes; a first pressure chamber that communicates with a first passage that leads the pressure to a third intake passage downstream of the throttle valve; a first pressure chamber that leads the pressure to the second intake passage and that is measured; a second pressure chamber communicating with the first and second pressure chambers, a diaphragm communicating with the valve, an elastic member biasing the diaphragm in the opening direction of the valve; The two pressure chambers are characterized in that they communicate with each other through a third road through which the pressure of the first intake passage is guided and metered.
この発明においては、第2圧力室を第1吸気路および第
2吸気路に圧力を計量して導かれるオリフィス構造とし
たので、開弁特性を自由に設定することができる。In this invention, since the second pressure chamber has an orifice structure in which the pressure is metered and guided to the first intake passage and the second intake passage, the valve opening characteristic can be freely set.
以下、この発明の一実施例を図について説明する。第1
図はこの発明による内燃機関の過給圧制御弁装置の構成
図を示し、図において、第4図で説明した従来例装置と
同一部分は同一符号を付して重複する説明は省略する。An embodiment of the present invention will be described below with reference to the drawings. 1st
The figure shows a configuration diagram of a boost pressure control valve device for an internal combustion engine according to the present invention. In the figure, the same parts as those of the conventional device explained in FIG.
32はこの発明における過給圧制御弁装置で、33は軸
受ホルダ27に設けられた第3通路で、これによって第
2圧力室30と第1吸気路4間の圧力伝達を計量してい
る。32 is a boost pressure control valve device according to the present invention, and 33 is a third passage provided in the bearing holder 27, which measures the pressure transmission between the second pressure chamber 30 and the first intake passage 4.
次に動作について説明する。第2図に示す開弁特性図に
おいて、通常時(スロットル負圧がアイドル時、−60
0〜−400諺H8程度)および高地等、非通常時(ス
ロットル負圧がアイドル時、200 mug程度)に全
域での減速(吸気路2および3の高正圧時〜低正圧時)
時に発生する吸気管内気柱脈動の発生および気柱脈動に
伴なう脈動音の発生防止を効果的に実施できる開弁ライ
ンは第2図のhラインであることが理想的である。Next, the operation will be explained. In the valve opening characteristic diagram shown in Figure 2, under normal conditions (when the throttle negative pressure is idling, -60
0 to -400 (about H8) and at high altitudes, deceleration in the entire area (at high positive pressure to low positive pressure in intake passages 2 and 3) during unusual times (throttle negative pressure at idle, about 200 mg)
Ideally, the valve opening line that can effectively prevent the occurrence of air column pulsation in the intake pipe that sometimes occurs and the generation of pulsation noise accompanying air column pulsation is ideally line h in FIG.
しかし、hラインはスロットル弁下流の第3吸気路7内
圧力P、と第2吸気路5内圧力P1の増加量が一定値に
近い(つまり傾きが1に近い)だめ、従来の過給圧制御
弁装置ではその量弁式がA+B
A+Bps = pm+cであり、
を1に近づけA
Aるためにはバルブ有効面積Bに対するダイヤ
フラム有効面積Aを非常に大きく設定しなければならず
、< A ” B == 1にするためにはAは無限大
にする必要がある)実質的に不可能である。However, in the h line, the amount of increase in the pressure P in the third intake passage 7 downstream of the throttle valve and the pressure P1 in the second intake passage 5 is close to a constant value (that is, the slope is close to 1), and the conventional boost pressure In the control valve device, the quantity valve type is A+B.
A+Bps=pm+c,
A closer to 1
In order to achieve A, the diaphragm effective area A must be set very large relative to the valve effective area B, and in order to make < A '' B == 1, A must be made infinite) In effect, It's impossible.
この発明による過給圧制御弁装置は第2圧力室30に第
1吸気路4との間に圧力を導きかつ、計量されるオリフ
ィス構造をもつ第3通路33を設けることにより、第2
圧力室30内圧pcを常に吸気路5内圧力P、より低く
設定することが可能である。しかも低下させる度合は第
2通路29および第3通路33に設けられたオリフィス
のバランスによって自由に設定することができ、その開
弁特性は第2図のhラインに近い開弁特性を得ることが
できる。この際の開弁条件式はp 、 =P [B ”
P c ’ A + cとなる。また、実験的にP^
とP、の関係は第3図の関係となり、具体的には第2通
路オリフィスφ2.2、第3週路オリフィスφ1.8、
バネセント荷重対応開弁圧Cを200mHgとした場合
(その他の条件は従来例と同一)、その開弁ラインは第
2図の!ラインとなり、はぼ理想値であるにラインに近
づけることができる。The supercharging pressure control valve device according to the present invention introduces pressure between the second pressure chamber 30 and the first intake passage 4 and provides a third passage 33 having an orifice structure for metering.
It is possible to always set the pressure chamber 30 internal pressure pc lower than the intake passage 5 internal pressure P. Moreover, the degree of reduction can be freely set by adjusting the balance of the orifices provided in the second passage 29 and the third passage 33, and the valve opening characteristic can be obtained close to line h in Fig. 2. can. The valve opening conditional expression at this time is p, =P[B''
It becomes P c ' A + c. Also, experimentally P^
The relationship between and P is as shown in FIG.
When the valve opening pressure C corresponding to the spring cent load is 200 mHg (other conditions are the same as the conventional example), the valve opening line is as shown in Figure 2! It becomes a line, and it can be brought closer to the line, which is the ideal value.
以上説明したようにこの発明によれば、第2圧力室と第
1吸気路間に第3通路を設けて圧力伝達を計量して行う
ことにより、弁の開弁特性を理想的なラインに設定する
ことができ、また、装置の大型化を伴なうことな〈実施
することができる。As explained above, according to the present invention, the third passage is provided between the second pressure chamber and the first intake passage, and the pressure transmission is measured and the opening characteristic of the valve is set to an ideal line. Moreover, it can be implemented without increasing the size of the device.
第1図はこの発明の一実施例による内燃機関の過給圧制
御弁装置の構成図、第2図はこの発明による装置のPA
、PI圧における開弁特性図、第3図はPlとPcにお
ける開弁特性図、第4図は従来の過給圧制御弁装置の構
成図、第5図は従来装置によるp、、p、圧の開弁特性
図である。
1・・・エアクリーナ、2・・・吸気管、3・・・過給
機、4・・・第1吸気路、5・・・第2吸気路、6・・
・スロットル弁、7・・・第3吸気路、8・・・減圧路
、17・・・ダイヤフラム、19・・・第1圧力室、2
0・・・第1通路、25・・・制御弁、29・・・第2
通路、30・・・第2圧力室、32・・・過給圧制御弁
装置、33・・・第3通路。
なお、図中同一符号は同−又は相当部分を示す。
代理人 大 岩 増 雄
第2
PA(mmHg)
第5
図
1、事件の表示
23発明の名称
3、補正をする者
平
特願昭2
142198号
内燃機関の過給圧制御弁装置
代表者
士
Iじ1
岐
守
哉
5゜
6゜
7゜
補正の対象
明細書の特許請求の範囲および発明の詳細な説明の各欄
補正の内容
(1) 明細書の特許請求の範囲を別紙のとおり訂正
する。
(2)6頁8行「負荷が大気圧に」を「負圧が大気圧に
」と訂正する。
(3)9頁3行、4行、10頁1行「hライン」を「k
ライン」と訂正する。
添付書類の目録
訂正特許請求の範囲 1通
2、特許請求の範囲
過給機の上流側の第1吸気路と、上記過給機とスロット
ル弁との間の第2吸気路とを連通したバイパス通路を開
閉する制御弁、上記スロットル弁の下流側の第3吸気路
にその圧力を導く第1通路で連通された第1圧力室、上
記第2吸気路にその圧力を導きかつ、計量される第2通
路で連通された第2圧力室、上記第1および第2圧力室
を仕切り、上記弁に連lされたダイヤフラム、このダイ
ヤフラムを上記弁の開弁方向に付勢する弾性部材を備え
、上記第2圧力室は上記第1吸気路の圧力を導きかつ、
計量される第3通路で連通されたことを特徴とする内燃
機関の過給圧制御弁装置。FIG. 1 is a configuration diagram of a boost pressure control valve device for an internal combustion engine according to an embodiment of the present invention, and FIG. 2 is a PA diagram of the device according to the present invention.
, a valve opening characteristic diagram at PI pressure, FIG. 3 is a valve opening characteristic diagram at Pl and Pc, FIG. 4 is a configuration diagram of a conventional boost pressure control valve device, and FIG. 5 is a diagram of p, , p, It is a valve opening characteristic diagram of pressure. DESCRIPTION OF SYMBOLS 1... Air cleaner, 2... Intake pipe, 3... Supercharger, 4... First intake path, 5... Second intake path, 6...
- Throttle valve, 7... Third intake path, 8... Pressure reduction path, 17... Diaphragm, 19... First pressure chamber, 2
0...First passage, 25...Control valve, 29...Second
Passage, 30...Second pressure chamber, 32...Supercharging pressure control valve device, 33...Third passage. Note that the same reference numerals in the figures indicate the same or equivalent parts. Agent Masuo Oiwa No. 2 PA (mmHg) 5 Figure 1, Indication of the case 23 Title of the invention 3, Amended Patent Application No. 142198, Internal Combustion Engine Boost Pressure Control Valve System Representative I 1. Contents of amendments to each column of the claims and detailed description of the invention of the specification to be amended (1) The claims of the specification are corrected as shown in the attached sheet. (2) On page 6, line 8, "Load becomes atmospheric pressure" is corrected to "Negative pressure becomes atmospheric pressure." (3) Change the "h line" to "h line" on page 9, line 3 and line 4, and line 1 on page 10 to "k"
``Line'' is corrected. List of Attached Documents Revised Claims 1 2. Claims A bypass that communicates a first intake passage on the upstream side of a supercharger with a second intake passage between the supercharger and a throttle valve. A control valve that opens and closes the passage, a first pressure chamber communicating with a first passage that leads the pressure to a third intake passage downstream of the throttle valve, and a first pressure chamber that leads the pressure to the second intake passage and is metered. A second pressure chamber communicated through a second passage, a diaphragm that partitions the first and second pressure chambers and is connected to the valve, and an elastic member that biases the diaphragm in the opening direction of the valve; The second pressure chamber guides the pressure of the first intake path, and
A supercharging pressure control valve device for an internal combustion engine, characterized in that it communicates with a third passage through which metering is performed.
Claims (1)
トル弁との間の第2吸気路とを連通したバイパス通路を
開閉する制御弁、上記スロットル弁の下流側の第3吸気
路にその圧力を導く第1通路で連通された第1圧力室、
上記第2吸気路にその圧力を導きかつ、計量される第2
通路で連通された第2圧力室、上記第1および第2圧力
室を仕切り、上記弁に連通されたダイヤフラム、このダ
イヤフラムを上記弁の開弁方向に付勢する弾性部材を備
え、上記第2圧力室は上記第1吸気路の圧力を導きかつ
、計量される第3通路で連通されたことを特徴とする内
燃機関の過給圧制御弁装置。A control valve that opens and closes a bypass passage that communicates a first intake passage on the upstream side of the supercharger with a second intake passage between the supercharger and the throttle valve, and a third intake passage on the downstream side of the throttle valve. a first pressure chamber communicating with a first passageway that leads the pressure to the passageway;
The pressure is introduced into the second air intake passage and the second air is metered.
a second pressure chamber that communicates with each other through a passage; a diaphragm that partitions the first and second pressure chambers and communicates with the valve; and an elastic member that biases the diaphragm in the opening direction of the valve; A boost pressure control valve device for an internal combustion engine, characterized in that the pressure chamber is communicated with through a third passage through which the pressure of the first intake passage is guided and metered.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP14219890A JPH07103820B2 (en) | 1990-05-30 | 1990-05-30 | Supercharging pressure control valve device for internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP14219890A JPH07103820B2 (en) | 1990-05-30 | 1990-05-30 | Supercharging pressure control valve device for internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH0436025A true JPH0436025A (en) | 1992-02-06 |
JPH07103820B2 JPH07103820B2 (en) | 1995-11-08 |
Family
ID=15309674
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP14219890A Expired - Lifetime JPH07103820B2 (en) | 1990-05-30 | 1990-05-30 | Supercharging pressure control valve device for internal combustion engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH07103820B2 (en) |
-
1990
- 1990-05-30 JP JP14219890A patent/JPH07103820B2/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
JPH07103820B2 (en) | 1995-11-08 |
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