JPH071018B2 - Exhaust control device for internal combustion engine with mechanical supercharger - Google Patents
Exhaust control device for internal combustion engine with mechanical superchargerInfo
- Publication number
- JPH071018B2 JPH071018B2 JP59196551A JP19655184A JPH071018B2 JP H071018 B2 JPH071018 B2 JP H071018B2 JP 59196551 A JP59196551 A JP 59196551A JP 19655184 A JP19655184 A JP 19655184A JP H071018 B2 JPH071018 B2 JP H071018B2
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- exhaust
- valve
- supercharger
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/32—Engines with pumps other than of reciprocating-piston type
- F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
- F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
- F02B33/38—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type of Roots type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は機械式過給機を備えた内燃機関における排気制
御装置に関する。The present invention relates to an exhaust control device for an internal combustion engine equipped with a mechanical supercharger.
機械式過給機は機関吸気系に設けられた機関クランク軸
に連結される。機械式過給機の過給特性はターボ式過給
機と比較し、低回転側から高過給が行われ高出力が得ら
れることになる。反面低回転より過給が行われることか
らバルブオーバラップ時に混合気の吹き抜けによる排気
エミッションの悪化及び燃料消費率の低下の問題があ
る。The mechanical supercharger is connected to an engine crankshaft provided in the engine intake system. The supercharging characteristics of the mechanical type supercharger are higher than those of the turbo type supercharger, that is, high supercharging is performed from the low rotation side and high output is obtained. On the other hand, since supercharging is performed from a low rotation speed, there is a problem of deterioration of exhaust emission and reduction of fuel consumption rate due to blown air-fuel mixture during valve overlap.
そこで、過給機内燃機関において排気管に絞り弁を設
け、エンジンの低回転時に絞り弁を絞り、エンジンの回
転数の増大と共に絞り弁を開放するものが提案されてい
る。ターボ過給機について特開昭57−13233号公報参
照。Therefore, it has been proposed to provide a throttle valve in the exhaust pipe in a supercharger internal combustion engine, throttle the throttle valve when the engine is running at low speed, and open the throttle valve as the engine speed increases. For the turbocharger, refer to JP-A-57-13233.
従来技術ではエンジンの低回転時にも負荷に係わらず絞
り弁を絞っている。ところが、機械式過給機ではエンジ
ンの低回転時はクラッチを切ることによって完全に停止
しており、吸気管に設けたスロットル弁の開度が小さく
吸気管内の圧力が低いことから絞り弁を閉鎖することに
よる背圧の増大が相まって、燃焼室側への排気ガスの吹
き返しのおそれがある。In the prior art, the throttle valve is throttled regardless of the load even when the engine is running at low speed. However, the mechanical supercharger is completely stopped by disengaging the clutch when the engine is running at low speed, and the throttle valve installed in the intake pipe is small and the pressure in the intake pipe is low, so the throttle valve is closed. Due to the increase in back pressure, exhaust gas may blow back to the combustion chamber side.
本発明の排気制御装置においては、内燃機関の排気管内
に排気絞り弁を設け、絞り弁はエンジンの作動を可能と
する最少排気ガス流量位置から排気ガス流の抵抗になら
ない全開位置との間で流量制御可能であり、回転数の増
大に応じて排気絞り弁の開度を大きくする第１制御手段
と、負荷が小さいとき前記第１制御手段の作動を禁止
し、回転数に係わらず排気絞り弁を開放させる第２制御
手段を有している。In the exhaust control device of the present invention, the exhaust throttle valve is provided in the exhaust pipe of the internal combustion engine, and the throttle valve is located between the minimum exhaust gas flow rate position that enables the engine operation and the fully open position that does not become a resistance to the exhaust gas flow. Flow control is possible, and the first control means for increasing the opening degree of the exhaust throttle valve in response to an increase in the number of revolutions, and the operation of the first control means when the load is small, prohibiting the operation of the first throttle control means, regardless of the revolution speed It has a second control means for opening the valve.
第１制御手段によって排気絞り弁は低回転時は排気絞り
弁の開度を小さく保持する。そのため絞り弁上流の背圧
が高くなり過給圧が高くても新規の吹き抜けが防止され
る。The first control means keeps the opening of the exhaust throttle valve small when the engine speed is low. Therefore, the back pressure upstream of the throttle valve becomes high, and new blow-through is prevented even if the supercharging pressure is high.
第２制御手段は機関の負荷が小さいときに第１制御手段
の前記作動を禁止し、絞り弁は回転数に係わらず開放さ
れる。The second control means prohibits the operation of the first control means when the load of the engine is small, and the throttle valve is opened regardless of the rotation speed.
第１図において、10はエンジン本体であり、ピストン1
2、コネクティングロッド14、クランク軸16、吸気ポー
ト18、排気ポート20、吸気弁22、排気弁24、排気管25等
の構成要素より成る。吸気ポート18は吸気管26に接続さ
れ、吸気管26中にスロットル弁28があり、スロットル弁
28の上流のエアフロメータ30が設けられ、その上流の空
気クリーナ32が位置する。In FIG. 1, 10 is an engine body, and piston 1
2. Constituting elements such as a connecting rod 14, a crankshaft 16, an intake port 18, an exhaust port 20, an intake valve 22, an exhaust valve 24 and an exhaust pipe 25. The intake port 18 is connected to the intake pipe 26, and there is a throttle valve 28 in the intake pipe 26.
An air flow meter 30 upstream of 28 is provided, and an air cleaner 32 upstream thereof is located.
この実施例では内燃機関は燃料噴射式であり、吸気管26
の燃料インジェクタ33が設けられている。In this embodiment, the internal combustion engine is a fuel injection type, and the intake pipe 26
Fuel injector 33 is provided.
スロットル弁28の下流において吸気管26に機械式過給機
としてのルーツポンプ34が接続される。ルーツポンプ34
は一対のまゆ型のロータ38より成る。一対のロータ38は
この回転軸上に図示しない相互に噛合う歯車が設けられ
る。そのためロータ38は反対方向に回転する。ロータ38
の一方の回転軸上にプーリ付クラッチ40が設けられ、ク
ラッチ40のプーリ部はベルト42を介してクランク軸16上
のプーリ44に連結される。プーリ付クラッチ40は、図示
しないクラック制御回路によって過給の必要な運転時
（例えば所定回転数以上でかつ所定負荷以上）に係合さ
れ、プーリ44即ちクランク軸16の回転が過給機34に伝達
される。そのような制御回路としては燃料噴射制御用の
マイクロコンピュータシステムに同居させることができ
るがこの出願の特徴とは関連が薄いので詳細説明を省略
する。A roots pump 34 as a mechanical supercharger is connected to the intake pipe 26 downstream of the throttle valve 28. Roots pump 34
Is composed of a pair of eyebrows-shaped rotors 38. The pair of rotors 38 are provided with gears (not shown) meshing with each other on their rotation shafts. Therefore, the rotor 38 rotates in the opposite direction. Rotor 38
A pulley clutch 40 is provided on one of the rotating shafts, and the pulley portion of the clutch 40 is connected to a pulley 44 on the crankshaft 16 via a belt 42. The clutch with pulley 40 is engaged by a crack control circuit (not shown) during supercharging-requiring operation (for example, at a predetermined rotation speed or higher and a predetermined load or higher), and the rotation of the pulley 44, that is, the crankshaft 16 is transmitted to the supercharger 34. Transmitted. As such a control circuit, a microcomputer system for controlling fuel injection can coexist, but the detailed description thereof is omitted because it is not related to the features of this application.
本発明によれば排気管25に排気絞り弁50が設けられる。
この実施例では排気絞り弁は弁軸52の回りで回動自在な
スイング弁である。排気絞り弁50のアーム50-1は、ロッ
ド54を介してダイヤフラムアクチュエータ56によって駆
動される。アクチュエータ56はダイヤフラム58と、スプ
リング60と、ダイヤフラム室62とを備える。ダイヤフラ
ム58にアーム54が連結される。ダイヤフラム室62は負圧
チューブ64を介し、スロットル弁28の下流であって過給
機34の上流の負圧ポート66に接続される。アクチュエー
タ56のスプリング60は排気絞り弁50が図に示す閉位置を
とるように付勢している。この位置は閉状態ではあるが
排気管25を全閉するのではなく排気ガスの流れは許容し
つつ必要な背圧上昇は得られるように選定される。ま
た、排気絞り弁50はその閉位置では排気ガスの流れに対
し後方に傾斜していて、そのため排気ガス流の作用によ
ってバルブ50が自然に開放付勢されるように配向されて
いる。According to the present invention, the exhaust pipe 25 is provided with an exhaust throttle valve 50.
In this embodiment, the exhaust throttle valve is a swing valve that is rotatable around the valve shaft 52. The arm 50-1 of the exhaust throttle valve 50 is driven by a diaphragm actuator 56 via a rod 54. The actuator 56 includes a diaphragm 58, a spring 60, and a diaphragm chamber 62. The arm 54 is connected to the diaphragm 58. The diaphragm chamber 62 is connected to a negative pressure port 66 downstream of the throttle valve 28 and upstream of the supercharger 34 via a negative pressure tube 64. A spring 60 of the actuator 56 urges the exhaust throttle valve 50 to take the closed position shown in the figure. Although this position is in the closed state, the exhaust pipe 25 is not fully closed but selected so that the required back pressure increase can be obtained while allowing the flow of exhaust gas. Also, the exhaust throttle valve 50 is inclined rearward with respect to the flow of exhaust gas in its closed position, so that it is oriented such that the action of the exhaust gas flow naturally urges the valve 50 to open.
この実施例の作動を述べると機関低負荷運転時には吸気
スロットル弁28は第１図の破線のように開度が小さい。
このときポート66に生ずる負圧は強いので、エンジン回
転数に係わらずダイヤフラム58は第２図（ロ）のように
ばね260に抗して引っ張られ絞り弁50は排気管25を全開
する。低負荷時は通常過給機34はクラッチを切ることに
よって作動しておらず空まわりしているだけあり、過給
機の下流も負圧であるからこのような状態で排気絞り弁
50を絞ると排気ガスの燃焼室への吹き返しが生ずるおそ
れがあるが、この実施例のように過給機34の作動しない
低負荷時排気絞り弁250を開けることによりそのような
おそれが解消される。To describe the operation of this embodiment, the intake throttle valve 28 has a small opening as indicated by the broken line in FIG. 1 during engine low load operation.
At this time, since the negative pressure generated in the port 66 is strong, the diaphragm 58 is pulled against the spring 260 as shown in FIG. 2B so that the throttle valve 50 fully opens the exhaust pipe 25 regardless of the engine speed. When the load is low, the supercharger 34 does not normally operate by disengaging the clutch and is idle, and the downstream side of the supercharger is also under negative pressure.
When the throttle valve 50 is throttled, exhaust gas may be blown back into the combustion chamber.However, such a fear is eliminated by opening the exhaust throttle valve 250 when the supercharger 34 does not operate at low load as in this embodiment. It
スロットル弁28が第１図の実線のように開放される高負
荷運転時は、過給機34はクラッチ40の係合により過給作
動を行う。スロットル弁28の開放でポート66の圧力は大
気圧に近くなるからダイヤフラム室62の圧力はも早ばね
60には打ち勝つことができない。機関が低回転であれば
絞り弁50に作用する排気ガスの勢いは弱くばね60に打ち
勝てないことから同絞り弁50は第１図のように位置しこ
のときその上、下流の圧力P1,P2の差は大きくなり、背
圧増による過給に伴う吹き抜けが防止される。During high load operation in which the throttle valve 28 is opened as indicated by the solid line in FIG. 1, the supercharger 34 performs supercharging operation by engaging the clutch 40. When the throttle valve 28 is opened, the pressure in the port 66 becomes close to the atmospheric pressure, so the pressure in the diaphragm chamber 62 is early spring.
You can't beat 60. Engine momentum of the exhaust gas acting on the throttle valve 50 if the low rotation the throttle valve 50 since no one can defeat the weak spring 60 is located so that the first view thereon this time, the pressure downstream of P 1, The difference in P 2 becomes large, and blow-through due to supercharging due to increased back pressure is prevented.
過給機の作動域による高回転側では排気ガス流によって
ダイヤフラム58はばね60に抗して押戻され、その結果第
３図のように排気絞り弁50は全開となりその上下流の圧
力P1,P2を実質上等しくする。In the high rotation side by the operation range of the turbocharger diaphragm 58 is pushed back against the spring 60 by the exhaust gas stream, the pressure P 1 of the upstream and downstream result Figure 3 exhaust throttle valve 50 as is fully opened , P 2 are substantially equal.
第４図に示す第２実施例では排気絞り弁350はバタフラ
イ型であって、その弁軸に固定されたレバー353はリン
グ354、ロッド355を介してダイヤフラムアクチュエータ
356に連結される。アクチュエータ356のダイヤフラム室
362は負圧チューブ364を介してスロットル弁28の上流の
負圧ポート366に接続される。ダイヤフラム室362の反対
側にもう一つのダイヤフラム室362′が形成され、この
ダイヤフラム室362′はチューブ365,367によって、過給
機34の下流の過給圧ポート366′に接続される。370は制
御弁であってダイヤフラム372、ロッド374、弁体376、
ばね378を有し、ダイヤフラム372の上側ダイヤフラム室
380は大気開方、その下側のダイヤフラム室382は負圧ポ
ート366に接続される。In the second embodiment shown in FIG. 4, the exhaust throttle valve 350 is a butterfly type, and the lever 353 fixed to the valve shaft of the exhaust throttle valve 350 is a diaphragm actuator via a ring 354 and a rod 355.
It is connected to 356. Diaphragm chamber of actuator 356
362 is connected to a negative pressure port 366 upstream of the throttle valve 28 via a negative pressure tube 364. Another diaphragm chamber 362 'is formed on the opposite side of the diaphragm chamber 362, and this diaphragm chamber 362' is connected to the supercharging pressure port 366 'downstream of the supercharger 34 by the tubes 365, 367. A control valve 370 includes a diaphragm 372, a rod 374, a valve body 376,
Upper spring chamber of diaphragm 372 with spring 378
380 is open to the atmosphere, and the diaphragm chamber 382 below it is connected to the negative pressure port 366.
この第４図の実施例の作動を述べると、過給機34の作動
しない、スロットル弁28の開度が実線のように小さい低
負荷時は負圧ポート366の負圧は強く、制御弁370のダイ
ヤフラム372はばね378に抗して下方に引張られ弁体376
はリフトが零となり、アクチュエータ356の第２のダイ
ヤフラム室362′は大気圧となる。負圧ポート366の負圧
はチューブ364を介してアクチュエータ356のアクチュエ
ータ356の第１ダイヤフラム室362にも伝達され、第２ダ
イヤフラム室362′が負圧であるから、ダイヤフラム358
はばね360に抗して引張られ、排気絞り弁350は図の開位
置をとる。このため、低負荷時における排気側から燃焼
室への吹き返しが防止される。スロットル弁28が点線の
ように開放される高負荷時は過給機34は作動する。この
とき、スロットル弁28の開放によって負圧ポート366の
負圧は弱くなり、制御弁370のダイヤフラム372はばね37
8によって上方に変位し、弁体376はリフトし、アクチュ
エータ356の第２ダイヤフラム室362′は過給圧ポート36
6′と連通する。もし、機関回転数が小さいとすれば、
過給圧ポート366′の圧力は未だ小さいのでばね360の力
が第２ダイヤフラム室362′の圧力より優勢となり排気
絞り弁350は破線のように閉鎖し、背圧増加し空気の吹
き抜けが防止される。高回転時には第２ダイヤフラム室
362′の圧力はばね360より優勢となるので排気絞り弁35
0は実線のように全開に戻る。The operation of the embodiment shown in FIG. 4 will be described. When the supercharger 34 does not operate and the opening of the throttle valve 28 is small as indicated by the solid line, the negative pressure of the negative pressure port 366 is strong and the control valve 370 is strong. The diaphragm 372 is pulled downward against the spring 378 and the valve body 376
Lifts to zero, and the second diaphragm chamber 362 'of the actuator 356 becomes atmospheric pressure. The negative pressure of the negative pressure port 366 is also transmitted to the first diaphragm chamber 362 of the actuator 356 of the actuator 356 via the tube 364, and the second diaphragm chamber 362 'is a negative pressure.
Is pulled against spring 360 and exhaust throttle valve 350 assumes the open position shown. For this reason, blowback from the exhaust side to the combustion chamber at a low load is prevented. The supercharger 34 operates at high load when the throttle valve 28 is opened as shown by the dotted line. At this time, the negative pressure in the negative pressure port 366 becomes weak due to the opening of the throttle valve 28, and the diaphragm 372 of the control valve 370 becomes the spring 37.
8, the valve body 376 is lifted, and the second diaphragm chamber 362 ′ of the actuator 356 is displaced by the supercharging pressure port 36.
Communicate with 6 '. If the engine speed is low,
Since the pressure of the boost pressure port 366 'is still small, the force of the spring 360 becomes more dominant than the pressure of the second diaphragm chamber 362', and the exhaust throttle valve 350 is closed as shown by the broken line to increase the back pressure and prevent the air from passing through. It The second diaphragm chamber at high speed
Since the pressure of 362 'becomes more dominant than the spring 360, the exhaust throttle valve 35
0 returns to full open as shown by the solid line.
第５図に示す第３実施例では排気絞り弁450はバタフラ
イ型であり、またアクチュエータ456は負圧式である。
一方制御弁470は３方電磁弁であって、白抜きの、第１
ダイヤフラム室462を大気フイルタ90に連通する位置
と、黒塗りの第１ダイヤフラム室462を過給機下流の過
給ポート466に連通する位置とで切替る。３方電磁弁470
は回転数センサ100によって以下のように駆動される。In the third embodiment shown in FIG. 5, the exhaust throttle valve 450 is a butterfly type, and the actuator 456 is a negative pressure type.
On the other hand, the control valve 470 is a three-way solenoid valve,
The diaphragm chamber 462 is switched between a position communicating with the atmosphere filter 90 and a position communicating the black-painted first diaphragm chamber 462 with a supercharging port 466 downstream of the supercharger. 3-way solenoid valve 470
Is driven by the rotation speed sensor 100 as follows.
低回転時は回転数センサ100はHigh（１″）信号を出力
する。そのため３方弁470は黒塗りのポート位置をと
り、過給ポート466はダイヤフラム室462に連通する。も
し、過給機の働かない低負荷時とすればスロットル弁28
は実線のように開度が小さく、また過給圧ポート466は
過給機34が働かないことから負圧になり、ダイヤフラム
45はばね460に抗し引張られ、排気絞り弁450は実線のよ
うに開放する。When the engine speed is low, the rotation speed sensor 100 outputs a High (1 ″) signal. Therefore, the three-way valve 470 takes a black-painted port position and the supercharging port 466 communicates with the diaphragm chamber 462. Throttle valve 28
Indicates a small opening as indicated by the solid line, and the supercharging pressure port 466 has a negative pressure because the supercharger 34 does not work.
45 is pulled against the spring 460 and the exhaust throttle valve 450 opens as shown by the solid line.
負荷が大きくなると、スロットル弁28は破線のように開
放する。もし、回転数が低ければセンサ100はHigh信号
を出すので３方弁は黒塗りのポート位置をとる。過給機
34は作動しているため過給圧ポート466は今度は正圧と
なり、これがダイヤフラム室462に入るためダイヤフラ
ム458はばね460に抗して押され、排気絞り弁450は破線
のように閉じる。When the load increases, the throttle valve 28 opens as shown by the broken line. If the rotation speed is low, the sensor 100 outputs a high signal, so the three-way valve assumes the black port position. Supercharger
Since 34 is operating, the supercharging pressure port 466 becomes positive pressure this time, and this enters the diaphragm chamber 462 so that the diaphragm 458 is pushed against the spring 460 and the exhaust throttle valve 450 closes as shown by the broken line.
高負荷状態で回転数が高くなると、センサ100はLow
（０″）信号に切替り、白抜きのポート位置になり、ダ
イヤフラム室462は大気圧となる。従って、ばね460によ
ってダイヤフラム458は押戻され、排気絞り弁450は実線
のように再び全開となる。When the rotation speed becomes high under high load, the sensor 100 goes low.
The (0 ″) signal is switched to the white port position, and the diaphragm chamber 462 becomes atmospheric pressure. Therefore, the diaphragm 458 is pushed back by the spring 460, and the exhaust throttle valve 450 is fully opened again as shown by the solid line. Become.
過給機の作動域における抵回転時に排気を絞ることによ
って背圧を上昇させ、これによりバルブオーバラップ時
の吹き抜けが防止され、排気ガス中の有害成分の排出量
が減少すると共に、燃料消費率を向上することができる
ことに加え、機関低負荷時に絞り弁のこの作動を禁止
し、絞り弁を回転数に係わらず開放維持することで、排
気管内の圧力が低くなり、低負荷時に機械式過給機が停
止され、吸気管内が負圧になっていても、吸気管と排気
管との圧力差は大きくならず、燃焼室側への排気ガスの
吹き返しの防止を図ることができる。The back pressure is increased by throttling the exhaust during normal rotation in the turbocharger operating range, which prevents blow-through during valve overlap, reduces the emission of harmful components in the exhaust gas, and reduces the fuel consumption rate. In addition, the throttle valve is prohibited from operating when the engine load is low and the throttle valve is kept open regardless of the number of revolutions, which reduces the pressure in the exhaust pipe and reduces mechanical overload at low load. Even if the air supply is stopped and the inside of the intake pipe has a negative pressure, the pressure difference between the intake pipe and the exhaust pipe does not increase, and it is possible to prevent the exhaust gas from being blown back to the combustion chamber side.
第１図は第１実施例の構成を示す図、 第２図は第１図の排気絞り弁の部分図で低負荷域を示
す、 第３図は第２図と同様であるが高回転高負荷域を示すグ
ラフ、 第４図は第２実施例を示す図、 第５図は第３実施例。 25……排気管、26……吸気管、 34……過給機、50（350,450）排気絞り弁。FIG. 1 is a diagram showing the configuration of the first embodiment, FIG. 2 is a partial view of the exhaust throttle valve of FIG. 1 showing a low load region, and FIG. 3 is similar to FIG. A graph showing a load range, FIG. 4 is a diagram showing a second embodiment, and FIG. 5 is a third embodiment. 25 …… Exhaust pipe, 26 …… Intake pipe, 34 …… Supercharger, 50 (350,450) Exhaust throttle valve.
Claims (1)
関において、排気管内に排気絞り弁を設け、絞り弁はエ
ンジンの作動を可能とする最少排気ガス流量位置から排
気ガス流の抵抗にならない全開位置との間で流量制御可
能であり、回転数の増大に応じて排気絞り弁の開度を大
きくする第１制御手段と、負荷が小さいとき前記第１制
御手段の作動を禁止し、回転数に係わらず排気絞り弁を
開放させる第２制御手段とを有した排気制御装置。1. In an internal combustion engine having a mechanical supercharger in an engine intake system, an exhaust throttle valve is provided in an exhaust pipe, and the throttle valve controls an exhaust gas flow from a minimum exhaust gas flow rate position enabling engine operation. The flow rate can be controlled between the fully open position where resistance does not occur, and the opening of the exhaust throttle valve is increased according to the increase in the number of revolutions, and the operation of the first control unit is prohibited when the load is small. And an exhaust control device having second control means for opening the exhaust throttle valve regardless of the number of revolutions.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59196551A JPH071018B2 (en) | 1984-09-21 | 1984-09-21 | Exhaust control device for internal combustion engine with mechanical supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59196551A JPH071018B2 (en) | 1984-09-21 | 1984-09-21 | Exhaust control device for internal combustion engine with mechanical supercharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6176730A JPS6176730A (en) | 1986-04-19 |
| JPH071018B2 true JPH071018B2 (en) | 1995-01-11 |
Family
ID=16359615
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59196551A Expired - Lifetime JPH071018B2 (en) | 1984-09-21 | 1984-09-21 | Exhaust control device for internal combustion engine with mechanical supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH071018B2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6375538U (en) * | 1986-11-07 | 1988-05-19 | ||
| JPH0373629U (en) * | 1989-11-22 | 1991-07-24 | ||
| JP7121608B2 (en) | 2018-09-12 | 2022-08-18 | 株式会社クボタ | seat suspension |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5713233A (en) * | 1980-06-27 | 1982-01-23 | Honda Motor Co Ltd | Control system of engine with supercharger |
| JPS59128935A (en) * | 1983-01-12 | 1984-07-25 | Koji Kawai | Method of preventing lean mixture fuel from misfiring in automobile engine using gasoline |
-
1984
- 1984-09-21 JP JP59196551A patent/JPH071018B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6176730A (en) | 1986-04-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| GB2155996A (en) | Exhaust gas turbocharger supercharging pressure control | |
| JPS6237941Y2 (en) | ||
| CA1254459A (en) | Supercharge pressure control apparatus of a supercharged engine | |
| JPH071018B2 (en) | Exhaust control device for internal combustion engine with mechanical supercharger | |
| JPS5862319A (en) | Supercharger of internal-combustion engine | |
| JPH0526926B2 (en) | ||
| JPH0315784Y2 (en) | ||
| JPS60178933A (en) | Supercharging pressure control device for exhaust turbosupercharger | |
| JPH0563615B2 (en) | ||
| JPH02125930A (en) | Compound super-charging device for internal combustion engine | |
| JP2515812B2 (en) | Control device for engine with supercharger | |
| JPS6161918A (en) | Air intake device of internal-combustion engine | |
| JPS6291626A (en) | Compound supercharger of internal combustion engine | |
| JPH0229849B2 (en) | ||
| JPH065019B2 (en) | Exhaust turbocharged engine | |
| JP2526264B2 (en) | Exhaust turbocharged engine | |
| JPH0144743Y2 (en) | ||
| JPS58122318A (en) | Supercharger for engine | |
| JPS60204919A (en) | Suction device for internal-combustion engine | |
| JPS60224934A (en) | Suction system for exhaust turbocharged internal-combustion engine | |
| JPS5920851B2 (en) | Internal combustion engine with supercharger | |
| JPS58170827A (en) | Supercharging device for internal-combustion engine | |
| JPH0219609A (en) | Compound supercharger engine | |
| JPS6030445Y2 (en) | Acceleration improvement device for supercharged engines | |
| JPH0663456B2 (en) | Engine intake system |