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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