JPS5817334B2 - Atsuriyoku Houtou Bensouchi - Google Patents
Atsuriyoku Houtou BensouchiInfo
- Publication number
- JPS5817334B2 JPS5817334B2 JP12464275A JP12464275A JPS5817334B2 JP S5817334 B2 JPS5817334 B2 JP S5817334B2 JP 12464275 A JP12464275 A JP 12464275A JP 12464275 A JP12464275 A JP 12464275A JP S5817334 B2 JPS5817334 B2 JP S5817334B2
- Authority
- JP
- Japan
- Prior art keywords
- passage
- chamber
- negative pressure
- pressure
- 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.)
- Expired
Links
Landscapes
- Exhaust Gas After Treatment (AREA)
- Multiple-Way Valves (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Description
【発明の詳細な説明】
本発明は、圧力応答弁装置に関し、特に入力負圧に応じ
て大気を出力する圧力応答弁装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a pressure responsive valve device, and more particularly to a pressure responsive valve device that outputs atmospheric air in response to input negative pressure.
近年、自動車の排気ガスの浄化のためエンジンの排気管
に２次空気を噴射させたり、排気ガスをエンジンの吸気
管に再循環させたりするシステムが知られているが、こ
れらシステムの作用は例えばエンジンの吸気管に発生さ
れる負圧によって作動される弁手段で制御されるものが
ある。In recent years, systems that inject secondary air into the engine's exhaust pipe or recirculate the exhaust gas into the engine's intake pipe have become known to purify automobile exhaust gas, but the effects of these systems are, for example, Some are controlled by valve means actuated by negative pressure generated in the intake pipe of the engine.
しかし、自動車の運転性を低下させないために、自動車
の所定運転状態では上記システムを非作用とさせること
が望ましく、そのために、前記した弁手段作動用の負圧
通路に大気を出力させる圧力応答弁装置が既に知られて
いる。However, in order not to reduce the drivability of the automobile, it is desirable to make the above system inactive under a predetermined operating condition of the automobile, and for this purpose, a pressure-responsive valve that outputs atmospheric air to the negative pressure passage for operating the valve means described above is used. The device is already known.
しかしながら、従来のこの種の圧力応答弁装置は、エン
ジンの吸気管等の負圧源と負圧作動用の弁手段等を連結
する負圧通路を、大気源に連結する分岐通路中に配設さ
れる構成であった。However, in a conventional pressure responsive valve device of this type, a negative pressure passage connecting a negative pressure source such as an engine intake pipe and a valve means for negative pressure operation is disposed in a branch passage connecting to an atmospheric source. The configuration was as follows.
従って圧力応答弁装置により負圧通路に大気を出力させ
る場合、この負圧通路は依然として負圧源に連結されて
いるため負圧度の減少（大気圧に近くなる）において応
答性が悪いという欠点があった。Therefore, when the atmosphere is output to the negative pressure passage using a pressure response valve device, this negative pressure passage is still connected to the negative pressure source, which has the disadvantage of poor responsiveness when the degree of negative pressure decreases (becomes close to atmospheric pressure). was there.
又、この応答性を向上させるためには、分岐通路により
負圧通路に大気が出力される位置と負圧源の間にオリフ
ィスを配設させなけれはならないという欠点があった。Furthermore, in order to improve this responsiveness, there is a drawback that an orifice must be disposed between the negative pressure source and the position where the atmosphere is outputted to the negative pressure path by the branch path.
そこで本発明は、負圧通路への大気出力時には、この負
圧通路を遮断させて前述の欠点を解消することを目的と
する。SUMMARY OF THE INVENTION Therefore, an object of the present invention is to eliminate the above-mentioned drawbacks by blocking the negative pressure passage when outputting atmospheric air to the negative pressure passage.
本発明は、入力負圧が導入される第１室と出力ポートを
連通させる第１通路と、大気圧が導入される第２室と出
力ポートを連通させる第２通路をパワーピストンに夫々
形成し、該パワーピストンがスプリングにより通常位置
にあるとき第１通路を開く常開バルブと第２通路を閉じ
る常閉バルブを有し、入力負圧が所定値以上となりスプ
リングの附勢力に抗してパワーピストンが移動したとき
、常開バルブが第１通路を閉じ、常閉バルブが第２通路
を開くものであり、出力ポートに大気を出力するときは
出力ポートへの入力負圧が遮断されるので所期の目的が
達成できる。In the present invention, a power piston is formed with a first passage that communicates a first chamber into which input negative pressure is introduced and an output port, and a second passage which communicates a second chamber into which atmospheric pressure is introduced and an output port. , has a normally open valve that opens the first passage and a normally closed valve that closes the second passage when the power piston is in the normal position due to a spring, and when the input negative pressure exceeds a predetermined value, the power is applied against the urging force of the spring. When the piston moves, the normally open valve closes the first passage, and the normally closed valve opens the second passage, and when outputting atmospheric air to the output port, the negative pressure input to the output port is cut off. The intended purpose can be achieved.
また本発明は、入力負圧を出力ポートに伝達させる負圧
通路中に大気圧の出力を制御する圧力応答弁装置を設け
たので、従来のように負圧通路へ大気を出力するための
分岐通路のための配管を必要とせず、自動車のエンジン
ルーム等の限定された空間内への配設が容易になるとい
う実用上の効果がある。Furthermore, the present invention provides a pressure response valve device that controls the output of atmospheric pressure in the negative pressure passage that transmits the input negative pressure to the output port, so that there is no branching for outputting atmospheric pressure to the negative pressure passage as in the conventional case. This has the practical effect of not requiring any piping for a passage, and making it easy to install it in a limited space such as the engine room of an automobile.
以下添付図面に従って本発明装置を排気ガス浄化装置に
応用した場合の一例を説明する。An example of the application of the device of the present invention to an exhaust gas purification device will be described below with reference to the accompanying drawings.
１００は本発明の主要部をなす圧力応答弁装置で、該装
置の入力信号圧力ポート１０１は、エンジン１０の吸気
管１１と、又その出力ポート１０２は、エアーポート２
０の後述するポート２６と夫々連通している。Reference numeral 100 denotes a pressure responsive valve device which is a main part of the present invention.The input signal pressure port 101 of this device is connected to the intake pipe 11 of the engine 10, and the output port 102 is connected to the air port 2.
0 and ports 26, which will be described later.
１０３は大気に露呈したエアーポートを示す。103 indicates an air port exposed to the atmosphere.
前記エアー切替弁２０は、前記圧力応答弁装置１００か
らの圧力変化を感知して往復動するダイヤフラム２１を
有しており、そのダイヤフラム２１を境に第１室２２と
第２室２３とを形成し、又その第１室２２には前記ダイ
ヤフラム２１と連動して通路を開閉するバルブ２４が設
けられ、一方前記第２室２３には前記ダイヤフラム２１
を同図で見て上方へ即ち前記バルブ２４を閉じる方向へ
附勢するスプリング２５が設けられている。The air switching valve 20 has a diaphragm 21 that reciprocates by sensing pressure changes from the pressure responsive valve device 100, and forms a first chamber 22 and a second chamber 23 with the diaphragm 21 as a boundary. Further, the first chamber 22 is provided with a valve 24 that opens and closes a passage in conjunction with the diaphragm 21, while the second chamber 23 is provided with a valve 24 that opens and closes a passage in conjunction with the diaphragm 21.
A spring 25 is provided which biases the valve 24 upward, that is, in the direction of closing the valve 24 as seen in the figure.
２６．２７及び２８はポートを示す。26, 27 and 28 indicate ports.
前記バルブ２４で開閉される前記ポート２７は、エアー
供給源たるエアーポンプ３０と連通し、前記バルブ２４
の作動により前記ポート２７を介して前記エアーポンプ
３０と連通し得る前記ポート２８は、排気管１２のリア
クター１３と連通している。The port 27, which is opened and closed by the valve 24, communicates with an air pump 30 that is an air supply source, and the port 27 is opened and closed by the valve 24.
The port 28, which can communicate with the air pump 30 via the port 27 by operation of the reactor 13 of the exhaust pipe 12, communicates with the reactor 13 of the exhaust pipe 12.
次に前記圧力応答弁装置１００について第２図に於て詳
述する。Next, the pressure responsive valve device 100 will be described in detail with reference to FIG.
前記装置１００は、前記入力信号圧力ポート１０１を有
するハウジング１１１と、前記出力ポート１０２を有す
るハウジング１１２と、前記エアーポート１０３を有す
るハウジング１１３とを一体的に結合することにより、
その外形を形成する。The device 100 integrally combines a housing 111 having the input signal pressure port 101, a housing 112 having the output port 102, and a housing 113 having the air port 103.
form its outer shape.
前記第１ハウジング１１１と前記第２ハウジング１１２
との間には、ダイヤフラム１１４がその外周部を密着さ
れており、そのダイヤフラム１１４を境に同図で見て上
方に第１室１１５と、その下方に第２室１１６とを夫々
形成している。the first housing 111 and the second housing 112
A diaphragm 114 is in close contact with the outer periphery of the diaphragm 114, and a first chamber 115 is formed above the diaphragm 114 and a second chamber 116 is formed below the diaphragm 114 as seen in the figure. There is.
前記ダイヤフラム１１４の中心部には、プレッシャプレ
ート１１７が一体的に固着されており、該プレート１１
７はスプリング１１８により前記ダイヤフラム１１４と
共に同図で見て下方へ附勢されている。A pressure plate 117 is integrally fixed to the center of the diaphragm 114.
7 is urged downward together with the diaphragm 114 by a spring 118 as seen in the figure.
又前記第１室１１５には、略し字形断面形状で且つ底部
を開口させたガイド部材１１９が、その開口部を前記プ
レッシャプレート１１７と対向する様に取付けられてお
り、そのガイド部材１１９内にはスプリング１２０によ
り下方へ附勢された常開バルブ部材１２１が前記ガイド
部材１１９の底辺部１１９ａと通常時に当接するように
設けられている。A guide member 119 having an abbreviated cross-sectional shape and an open bottom is attached to the first chamber 115 so that the opening faces the pressure plate 117. A normally open valve member 121 urged downward by a spring 120 is provided so as to come into contact with the bottom portion 119a of the guide member 119 under normal conditions.
前記プレッシャプレート１１７には、その中心部の厚さ
方向に前記第１室１１５と前記出力ポート１０２とを連
通させ得る第１通路１１７ａが形成され、一方前記第２
室１１６と前記出力ポート１０２とを連通させ得る第２
通路１１７ｂを形成する様に、前記第１通路１１７ａへ
長手方向の一端部が挿着された常閉バルブ部材として機
能するパイプ部材１２２に半径方向の孔１２２ａが形成
されている。A first passage 117a that allows communication between the first chamber 115 and the output port 102 is formed in the pressure plate 117 in the thickness direction of the center thereof, and
A second chamber capable of communicating the chamber 116 and the output port 102
A radial hole 122a is formed in a pipe member 122 which functions as a normally closed valve member and has one longitudinal end inserted into the first passage 117a so as to form a passage 117b.
１２３は前記パイプ部材１２２のガイドをなし、且つ前
記プレッシャプレート１１７の下方へのストッパとなる
ブツシュ状のガイドシール部材であり、該部材は前記第
２ハウジング１１２に挿着されている。Reference numeral 123 designates a bush-shaped guide seal member that serves as a guide for the pipe member 122 and a downward stopper for the pressure plate 117, and is inserted into the second housing 112.
１２４は前記第２室１１６に設けられた荒目・細目のフ
ィルタで、該フィルタは大気に露呈した前記エアポート
１０３から入ってくるエアーの浄化作用をなすものであ
る。Reference numeral 124 denotes a coarse/fine filter provided in the second chamber 116, and this filter purifies the air entering from the air port 103 exposed to the atmosphere.
以上の構成よりその作用を説明する。The operation will be explained based on the above configuration.
先ず自動車の通常走行時には、吸気管１１内の負圧が一
定で低く、又急変することがない為、圧力応答弁装置１
００のプレッシャプレート１１７はスプリング１１９に
より下方へ押圧されて、ガイドシール部材１２３と当接
するまで変位し、第２図示の状態を保持することになる
。First, during normal driving of a car, the negative pressure in the intake pipe 11 is constant and low, and does not change suddenly.
The pressure plate 117 of 00 is pressed downward by the spring 119 and is displaced until it comes into contact with the guide seal member 123, and maintains the state shown in the second figure.
従って吸気管１１に発生した負圧は、圧力応答弁装置１
００の入力信号圧力ポート１０１から第１室１１５・第
１通路１１７ａを通って出力ポート１０２からエアー切
替弁２０のポート２６を介してその第２□室２３に伝達
され、そのことによりダイヤフラム２１がスプリング２
５の附勢力に抗して第１図で見て下方へ引張られること
からバルブ２４も一体的に下方へ移動させられ、ポート
２７と２８とが連通し、従ってエアーポンプ３０からの
エアーがポート２７及び２８を介して排気管１２のリア
クター１３へ噴射されることになり、その結果エンジン
１０から排出される排気ガスは再燃焼されて排気ガスの
浄化が計られることになる。Therefore, the negative pressure generated in the intake pipe 11 is
The input signal of 00 is transmitted from the pressure port 101 through the first chamber 115 and the first passage 117a, and from the output port 102 to the second □ chamber 23 of the air switching valve 20 via the port 26, thereby causing the diaphragm 21 to spring 2
Since the valve 24 is pulled downward as seen in FIG. 1 against the biasing force of the air pump 5, the valve 24 is also moved downward, and the ports 27 and 28 communicate with each other, so that the air from the air pump 30 flows through the port. It will be injected into the reactor 13 of the exhaust pipe 12 via 27 and 28, and as a result, the exhaust gas discharged from the engine 10 will be re-burned to purify the exhaust gas.
次に自動車を急に減速させた場合即ち異常時には、吸気
管１１内の負圧が急に高くなる為、圧力応答弁装置１０
０に伝達された負圧は、入力信号圧力ポート１０１から
第１室１１５へ入り、そしてその負圧が設定圧よりも高
くなると、スプリング１１８の附勢力に抗してプレッシ
ャプレート１１７・ダイヤフラム１１４及びパイプ部材
１２２を上方へ吸引し、従ってプレッシャプレート１１
７の上端部がバルブ部材１２１のシート面１２１ａと当
接して第１通路１１７ａを遮断し。Next, when the car suddenly decelerates, that is, when an abnormality occurs, the negative pressure inside the intake pipe 11 suddenly increases, so the pressure response valve device 10
The negative pressure transmitted to 0 enters the first chamber 115 from the input signal pressure port 101, and when the negative pressure becomes higher than the set pressure, the pressure plate 117, diaphragm 114 and The pipe member 122 is sucked upward, and therefore the pressure plate 11
7 comes into contact with the seat surface 121a of the valve member 121 to block the first passage 117a.
一方パイプ部材１２２の上方への移動により、プレッシ
ャプレート１１７と第２ハウジング１１２との間には隙
間が生じると共にその隙間はパイプ部材１２２の孔１２
２ａと連通し、即ち第２通路１１７ｂが連通し、従って
大気に連通した第２室１１６と出力ポート１０２とが連
通ずることから、エアー切替弁２０の第２室２３番とは
大気が導入され、そのことによりダイヤフラム２１はス
プリング２５の附勢力で第１図示の位置に変位させら札
従ってバルブ２４はポート２７を閉じてエアーポンプ３
０から排気管１２のリアクター１３へのエアーの噴射を
停止することから、自動車の急減速時、特にその初期に
於て、吸気管１１内に発生した高い負圧によってキャブ
レターや吸気管１１の内壁に耐着していたガソリンがエ
ンジン１０内へ吸引され、混合気中のガソリン比が高く
なった状態のままで排気管１２に導入された直後に、エ
アーを噴射した場合に生じる排気管１２内の大きな爆発
音とか、それに伴うエンジン本体等の損傷を、防止する
ことが出来ることになる。On the other hand, due to the upward movement of the pipe member 122, a gap is created between the pressure plate 117 and the second housing 112, and the gap is filled with the hole 12 of the pipe member 122.
2a, that is, the second passage 117b, and therefore the second chamber 116, which is in communication with the atmosphere, and the output port 102, the second chamber 23 of the air switching valve 20 is connected to the second chamber 23, through which the atmosphere is introduced. As a result, the diaphragm 21 is displaced to the position shown in FIG.
Since the injection of air from zero to the reactor 13 in the exhaust pipe 12 is stopped, when the car suddenly decelerates, especially at the beginning, the high negative pressure generated in the intake pipe 11 can damage the carburetor and the inner wall of the intake pipe 11. The inside of the exhaust pipe 12 that occurs when air is injected immediately after gasoline that has adhered to the engine 10 is sucked into the engine 10 and introduced into the exhaust pipe 12 while the gasoline ratio in the mixture remains high. This will prevent the loud explosion noise and the accompanying damage to the engine body, etc.
そしてこの急減速初期における排気ガスは、瞬間的にエ
アーの噴射を停止しても、急減速を行う前の段階で通常
エンジンの燃焼室内が暖まっていることから、未燃焼ガ
スの排出はわずかであり、心配する必要はない。Even if the air injection is momentarily stopped, the combustion chamber of the engine is usually warmed up before the sudden deceleration occurs, so the amount of unburned gas emitted is small. Yes, there is no need to worry.
その後再び自動車が通常の定速走行に変わった場合には
、前述の如く圧力応答弁装置１００が作動し、エアー切
替弁２０を介してリアクター１３へエアーを噴射し、排
気ガスの浄化が行われることになる。After that, when the car returns to normal constant speed driving, the pressure response valve device 100 operates as described above, injects air to the reactor 13 via the air switching valve 20, and purifies the exhaust gas. It turns out.
以上詳述したように本発明装置によれば、入力信号圧力
ポート及びエアーポートと出力ポートとに夫々連通する
第１通路及び第２通路を必要に応じて、その何れか一方
を開、その他方を閉に同時に切替えられる構造とするこ
とにより、排気ガス浄化装置の吸気管とエアー切替弁と
の間に設けて利用することができ、このようにすると、
自動車の通常走行時には、排気管のリアクターへ常時エ
アーを噴射して、未燃焼有害ガスたるＨＣ、ＣＯを再燃
焼させ、排気ガスの浄化を計り、一方急減速時特にその
初期には、前記通路の切替えを行ってエアーの噴射を停
止して、急減速時の吸気管に発生するガソリン比の高い
濃い混合気を燃焼室から排気管へ導入したときにエアー
の常時噴射により生じていた大きな爆発音による不快感
とかそれに伴うエンジン本体等の損傷をなくすことが出
来る。As described above in detail, according to the device of the present invention, one of the first passage and the second passage communicating with the input signal pressure port, the air port, and the output port, respectively, may be opened, and the other may be opened. By having a structure that allows both to be switched to closed at the same time, it can be used by being installed between the intake pipe and air switching valve of an exhaust gas purification device.
During normal driving of a car, air is constantly injected into the reactor in the exhaust pipe to re-burn unburned harmful gases such as HC and CO to purify the exhaust gas.On the other hand, during sudden deceleration, especially at the beginning, A large explosion occurred due to the constant injection of air when the switch was switched to stop air injection and the rich mixture with a high gasoline ratio, which occurs in the intake pipe during sudden deceleration, was introduced from the combustion chamber to the exhaust pipe. It is possible to eliminate the discomfort caused by noise and the damage to the engine body, etc. caused by it.
第１図は、本発明装置を排気ガス浄化装置に応用したシ
ステム図、第２図は本発明装置の詳細図。
１１８・・・・・・スプリング、１１４，１１７゜１２
２・・・・・・パワーピストン、１１５・・・・・・第
１室、１１７ａ・・・・・・第１通路、１１６・・・・
・・第２室、１１７ｂ・・・・・・第２通路、１１９，
１２０，１２１・・・・・・バルブ手段。FIG. 1 is a system diagram in which the device of the present invention is applied to an exhaust gas purification device, and FIG. 2 is a detailed diagram of the device of the present invention. 118... Spring, 114, 117°12
2...Power piston, 115...First chamber, 117a...First passage, 116...
...Second room, 117b...Second passage, 119,
120, 121...Valve means.
Claims (1)
に対抗するスプリングの力とによって往復動するパワー
ピストンを境に、前記入力負圧が導入される第１室と、
前記大気圧が導入される第２室とを夫々形成し、前記パ
ワーピストンに、前記第１室き出力ポートを連通させ得
る第１通路と、前記第２室と前記出力ポートとを連通さ
せ得る第２通路とを夫々形成し、通常時前記スプリング
の附勢力により前記パワーピストンが前記第２室側のス
トッパと当接されているとき、前記第１通路を開く常開
バルブと、前記第２通路を閉じる常閉バルブを有し、前
記入力負圧が所定値以上となり前記スプリングの附勢力
に抗して前記パワーピストンが移動したときに、前記常
開バルブが該ピストンのシート面と密接して前記第１通
路を閉じ、前記常閉バルブが前記第２通路を開く圧力応
答弁装置。1. A first chamber into which the input negative pressure is introduced, with a power piston reciprocating by a force determined by a pressure difference between human negative pressure and atmospheric pressure and a spring force opposing the nuclear force;
a second chamber into which the atmospheric pressure is introduced, and a first passage that allows the power piston to communicate with the first chamber and the output port; and a first passage that allows the second chamber and the output port to communicate with each other. a normally open valve that opens the first passage when the power piston is in contact with the stopper on the second chamber side due to the biasing force of the spring; It has a normally closed valve that closes the passage, and when the input negative pressure exceeds a predetermined value and the power piston moves against the urging force of the spring, the normally open valve comes into close contact with the seat surface of the piston. and the normally closed valve opens the second passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12464275A JPS5817334B2 (en) | 1975-10-16 | 1975-10-16 | Atsuriyoku Houtou Bensouchi |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12464275A JPS5817334B2 (en) | 1975-10-16 | 1975-10-16 | Atsuriyoku Houtou Bensouchi |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5248840A JPS5248840A (en) | 1977-04-19 |
| JPS5817334B2 true JPS5817334B2 (en) | 1983-04-06 |
Family
ID=14890449
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12464275A Expired JPS5817334B2 (en) | 1975-10-16 | 1975-10-16 | Atsuriyoku Houtou Bensouchi |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5817334B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59191322U (en) * | 1983-06-06 | 1984-12-19 | 昭和電工株式会社 | Assembly type pallet |
| JPH0330266Y2 (en) * | 1985-03-29 | 1991-06-26 |
-
1975
- 1975-10-16 JP JP12464275A patent/JPS5817334B2/en not_active Expired
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59191322U (en) * | 1983-06-06 | 1984-12-19 | 昭和電工株式会社 | Assembly type pallet |
| JPH0330266Y2 (en) * | 1985-03-29 | 1991-06-26 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5248840A (en) | 1977-04-19 |
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