JPS5823973Y2 - Internal combustion engine exhaust gas recirculation control device - Google Patents
Internal combustion engine exhaust gas recirculation control deviceInfo
- Publication number
- JPS5823973Y2 JPS5823973Y2 JP1977150972U JP15097277U JPS5823973Y2 JP S5823973 Y2 JPS5823973 Y2 JP S5823973Y2 JP 1977150972 U JP1977150972 U JP 1977150972U JP 15097277 U JP15097277 U JP 15097277U JP S5823973 Y2 JPS5823973 Y2 JP S5823973Y2
- Authority
- JP
- Japan
- Prior art keywords
- negative pressure
- exhaust gas
- valve
- gas recirculation
- way 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 Circulating Devices (AREA)
Description
【考案の詳細な説明】
本考案は、内燃機関の排気浄化装置、特に排気ガス還流
装置における還流制御装置に関するものである。[Detailed Description of the Invention] The present invention relates to an exhaust gas purification device for an internal combustion engine, and particularly to a recirculation control device in an exhaust gas recirculation device.
排気ガスの一部を吸気系に還流して（以”ＦＥＧＲと称
す）窒素酸化物（ＮＯｘ）の発生を抑制する装置では、
排気ガス還流を制御するＥＧＲパルプを設け、該ＥＧＲ
を作動させる負圧装置を、吸入管ノスロットルバルブの
アイドリンク位置’）直上流に設けられた開口と連通し
、スロットルバルブを開いた時に生ずる開口部の負圧に
より負圧装置を作動させ、ＥＧＲバルブを開いて排気ガ
スを還流するようにしている。In a device that suppresses the generation of nitrogen oxides (NOx) by recirculating a portion of exhaust gas to the intake system (hereinafter referred to as "FEGR"),
An EGR pulp for controlling exhaust gas recirculation is provided, and the EGR
A negative pressure device for operating the intake pipe is communicated with an opening provided immediately upstream of the idle link position of the throttle valve, and the negative pressure device is operated by the negative pressure generated at the opening when the throttle valve is opened. The EGR valve is opened to recirculate exhaust gas.
ところが、スロットルバルブを高開度にして加速する時
には、開口部の負圧が抜けてし１つて負圧装置が作動せ
ずＥＧＲが行われないことになる。However, when accelerating by opening the throttle valve at a high opening, the negative pressure at the opening is released and the negative pressure device does not operate, resulting in no EGR.
そのため、ＮＯｘの排出量が多く出て所期の排気浄化を
達成できなくなると言う問題を生ずる。Therefore, a problem arises in that a large amount of NOx is emitted, making it impossible to achieve the desired exhaust gas purification.
本考案は、上記のような間須を解消したＥＧＲ制御装置
を提供せんとするもので、吸入管内の負圧を蓄積する負
圧タンクを設け、ＥＧＲバルブ作動用負圧室を電磁三方
弁を介して一方はスロットルバルブ上流側に、他方は負
圧タンクに連通し、電磁三方弁の励磁コイルをブースト
スイッチを介して電源に接続し、該ブーストスイッチの
負圧室を気化器のベンチュリ内に連通し、スロットルバ
ルブが高開度になるに従い高くなるベンチュリ負圧でブ
ーストスイッチを閉じ、三方弁を切り換えて負圧タンク
内の負圧をＥＧＲバルブ負圧室に連通し、ＥＧＲパルプ
を開いて充分なＥＧＲを行うようにしたことを特徴とす
るものである。The present invention aims to provide an EGR control device that eliminates the above-mentioned problems, and includes a negative pressure tank that accumulates negative pressure in the suction pipe, and a negative pressure chamber for operating the EGR valve that is connected to an electromagnetic three-way valve. One side is connected to the upstream side of the throttle valve and the other side is connected to the negative pressure tank, and the excitation coil of the electromagnetic three-way valve is connected to the power source through the boost switch, and the negative pressure chamber of the boost switch is connected to the venturi of the carburetor. The boost switch is closed by the venturi negative pressure which increases as the throttle valve opens higher, the three-way valve is switched to communicate the negative pressure in the negative pressure tank to the EGR valve negative pressure chamber, and the EGR pulp is opened. This system is characterized by sufficient EGR.
そして、この種の先行技術として実公昭５３−１７３７
３号公報（実開昭５１−１３４１２４号公報）に記載さ
れている上記負圧タンク内の負圧のＥＧＲバルブ負圧室
への連通な、スロットルバルプ高開時の該バルブ下流の
吸入管内の負圧により作動する圧力スイッチを介して切
換弁を切り換えて行っているものがある。As a prior art of this kind, Utility Model Publication No. 53-1737
3 (Utility Model Application Publication No. 51-134124), the communication of the negative pressure in the negative pressure tank to the negative pressure chamber of the EGR valve, and the communication in the suction pipe downstream of the valve when the throttle valve is wide open. Some types use a pressure switch operated by negative pressure to switch the switching valve.
以下図面を参照して説明する。This will be explained below with reference to the drawings.
図は本考案を水平対向エンジンに適用した例を示し、１
ｖ′ｉエンジン、２はエアクリーナ、３は気化器のベン
チュリ、４Ｖｉスロツトルバルブ、５ｖｉ吸入管で、ス
ロットルバルブ４のアイドリング開度の直上流にＥＧＲ
。The figure shows an example in which the present invention is applied to a horizontally opposed engine.
v'i engine, 2 is the air cleaner, 3 is the venturi of the carburetor, 4Vi throttle valve, 5vi intake pipe, and the EGR is installed immediately upstream of the idling opening of throttle valve 4.
.
用負圧取出口６が設けられ、そこよ導管７により電磁三
方弁８を介してＥＧＲバルブ９を作動させる負圧室９ｂ
に連通している。A negative pressure chamber 9b is provided with a negative pressure outlet 6 for operating the EGR valve 9 via a conduit 7 and an electromagnetic three-way valve 8.
is connected to.
該ＥＧＲバルブ９の弁装置９ａは排気管１０と吸入管５
とを連通ずるＥＧＲ通路１１を開閉し、ＥＧＲ量を制御
できるようになっている。The valve device 9a of the EGR valve 9 includes an exhaust pipe 10 and an intake pipe 5.
The EGR amount can be controlled by opening and closing the EGR passage 11 that communicates with the engine.
前記電磁三方弁８の他方のポートは、導管１２により負
圧タンク１３、ダンパーバルブ１４を介してｔｉ入管５
のスロットルバルブ下流側に連通している。The other port of the electromagnetic three-way valve 8 is connected via a conduit 12 to a negative pressure tank 13 and a damper valve 14 to an inlet pipe 5.
It communicates with the downstream side of the throttle valve.
ダンパーパルプ１４は負圧タンク側より吸入管側への流
通を許すワンウェイバルブ１４ａと絞り弁１４ｂとより
なる。The damper pulp 14 includes a one-way valve 14a and a throttle valve 14b that allow flow from the negative pressure tank side to the suction pipe side.
更に電磁三方弁の励磁コイル１５はブーストスイッチ１
６を経てバッテリ又はオルタネータのチャージ電源１８
に接続されている。Furthermore, the excitation coil 15 of the electromagnetic three-way valve is connected to the boost switch 1.
6 to the battery or alternator charging power source 18
It is connected to the.
ブーストスイッチ１６の負圧室１９は管２０によりベン
チュリ３内に連通し、車速が高速でスロットルバルブが
高開度になる時高くなるベンチュリ負圧によりスイッチ
が閉じるようになっている。The negative pressure chamber 19 of the boost switch 16 is communicated with the venturi 3 through a pipe 20, and the switch is closed by the venturi negative pressure which increases when the vehicle speed is high and the throttle valve is opened to a high degree.
則ち、ベンチュリにおける負圧は車速に応じ、高速にな
る程、負圧が高く、又スロットル？くルブの開度によっ
ても負圧が変化する。In other words, the negative pressure in the venturi depends on the vehicle speed; the higher the speed, the higher the negative pressure. Negative pressure also changes depending on the opening degree of the valve.
従ってスロットルバルブ高開度における高速時の負圧が
設定できることになる。Therefore, it is possible to set a negative pressure at high speed with a high opening degree of the throttle valve.
以上のような構成であるから、吸入管５内の負圧が高い
時、その負圧はダンパーバルブ１４を経て負圧タンク１
３内に蓄積されると共にベンチュリ負圧は低くブースト
スイッチ１６が開き、電磁三方弁８Ｖ′ｉ導管７をＥＧ
Ｒバルブ９に連通している。With the above configuration, when the negative pressure inside the suction pipe 5 is high, the negative pressure is transferred to the negative pressure tank 1 through the damper valve 14.
3, the venturi negative pressure is low and the boost switch 16 opens, causing the electromagnetic three-way valve 8V′i conduit 7 to
It communicates with R valve 9.
従って、スロットルバルブの開度に応じて生ずる負圧取
出口６の負圧が負圧室９ｂに至り・ダイヤフラムを偏位
させて弁装置９ａを開きスロットルバルブの開度に応じ
たＥＧＲを行う。Therefore, the negative pressure in the negative pressure outlet 6 generated in accordance with the opening degree of the throttle valve reaches the negative pressure chamber 9b, and the diaphragm is deflected to open the valve device 9a and perform EGR in accordance with the opening degree of the throttle valve.
車速が早くなっても、スロットルバルブが高開度になら
ない限り、ベンチュリの負圧は設定圧に達しない。Even if the vehicle speed increases, the negative pressure in the venturi will not reach the set pressure unless the throttle valve is opened to a high degree.
従ってブーストスイッチ１６は開いた一ｉｔで、電磁三
方弁の励磁コイルは励磁されず、ＥＧＲ制御に変化はな
い。Therefore, the boost switch 16 is left open, the excitation coil of the electromagnetic three-way valve is not excited, and there is no change in EGR control.
高速でスロットルバルブが高開度になると、ベンチュリ
負圧が所定値に達し、スイッチ１６が閉じ、コイル１５
が励磁し、三方弁が切換られる。When the throttle valve opens at high speed, the venturi negative pressure reaches a predetermined value, the switch 16 closes, and the coil 15 closes.
is energized and the three-way valve is switched.
これにより負圧タンク１３がＥＧＲバルブの負圧室９ｂ
に連通し、ＥＧＲが継続される。As a result, the negative pressure tank 13 becomes the negative pressure chamber 9b of the EGR valve.
EGR is continued.
更に全開状態が続くと絞り１４ｂを通って負圧タンク内
の負圧が吸入管に俸けてＥＧＲバルブが閉じ、ＥＧＲが
停止する。When the fully open state continues, the negative pressure in the negative pressure tank passes through the throttle 14b and is released into the suction pipe, closing the EGR valve and stopping EGR.
即ち本装置においては、高開度による加速時にのみＥＧ
Ｒが行われ、所期の排気浄化を達成することができる。In other words, in this device, EG is activated only during acceleration due to high opening.
R is performed, and the desired exhaust gas purification can be achieved.
以上で明かなように、本考案によれば、スロットルバル
ブ高開度時に負圧が低下してＥＧＲ制御が不能になるの
を防ぐことができ、高開度にして加速するときには特に
ＥＧＲを充分行って、所期の排気ガス浄化効果を上げる
ことができる。As is clear from the above, according to the present invention, it is possible to prevent EGR control from becoming impossible due to a drop in negative pressure when the throttle valve is opened at a high opening. By doing so, you can increase the desired exhaust gas purification effect.
更に、車速を検出する特別の装置を必要とせず簡単な装
・。Furthermore, it is easy to install and does not require any special device to detect vehicle speed.
置で構成することができる。It can be configured at any location.
図は本考案の一実施例を示す系統図である。
１・・・エンジン、２・・・エアクリーナ、３・・・ベ
ンチュリ、４・・・スロットルバルブ、５・・・吸入管
、６・・・負圧取出口、７・・・導管、８・・・電磁三
方弁、９・・・ＥＧＲバルフ、１０・・・排気管、１１
・・・ＥＧＲ通路、１２・・・導管、１３・・・負圧タ
ンク、１４・・・ダンパーバルブ、１５・・・励磁コイ
ル、１６・・・ブーストスイッチ、１８・・・電源、２
０・・・管。The figure is a system diagram showing an embodiment of the present invention. DESCRIPTION OF SYMBOLS 1... Engine, 2... Air cleaner, 3... Venturi, 4... Throttle valve, 5... Suction pipe, 6... Negative pressure outlet, 7... Conduit, 8...・Electromagnetic three-way valve, 9... EGR valve, 10... Exhaust pipe, 11
... EGR passage, 12 ... Conduit, 13 ... Negative pressure tank, 14 ... Damper valve, 15 ... Excitation coil, 16 ... Boost switch, 18 ... Power supply, 2
0...tube.
Claims (1)
する排気ガス還流装置に釦いて、上記排気ガス還流弁を
作動する負圧作動装置の負圧室を電磁三方弁を介して、
その一方は、アイドル開度ではスロットルバルブの上流
側で所定開度以上になると下流側になる位置の気化器混
合気通路に連通し、他方は、負圧タンク、ワンウェイバ
ルブを介シテスロットルバルブ下流の吸入管に連通サセ
た構成とし、上記電磁三方弁の励磁コイルを、ブースト
スイッチを介して電源に接続し、かつ上記ブーストスイ
ッチは、そのスイッチを作動させる負圧室を気化器のベ
ンチュリ内に連通して、ベンチュリ負圧が設定圧以上に
高いスロットル高開度時ニ、ブーストスイッチを作動さ
せて電磁三方弁を、前記排気ガス還流弁の負圧作動装置
の負圧室が負圧タンク側に連通ずるよう、切換え動作す
るように構成してなることを特徴とする内燃機関の排気
ガス還流制御装置。A button is pressed on an exhaust gas recirculation device that recirculates a portion of the exhaust gas to the intake system via an exhaust gas recirculation valve, and a negative pressure chamber of a negative pressure actuating device that operates the exhaust gas recirculation valve is connected via an electromagnetic three-way valve.
One side communicates with the carburetor mixture passage, which is upstream of the throttle valve at idle opening and downstream when the opening exceeds a predetermined opening, and the other is downstream of the throttle valve via a negative pressure tank and one-way valve. The excitation coil of the electromagnetic three-way valve is connected to the power source via a boost switch, and the boost switch connects the negative pressure chamber that operates the switch to the venturi of the carburetor. When the venturi negative pressure is higher than the set pressure and the throttle opening is high, the boost switch is activated to activate the electromagnetic three-way valve, and the negative pressure chamber of the negative pressure operating device of the exhaust gas recirculation valve is connected to the negative pressure tank side. 1. An exhaust gas recirculation control device for an internal combustion engine, characterized in that the exhaust gas recirculation control device for an internal combustion engine is configured to perform a switching operation so as to communicate with the
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1977150972U JPS5823973Y2 (en) | 1977-11-10 | 1977-11-10 | Internal combustion engine exhaust gas recirculation control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1977150972U JPS5823973Y2 (en) | 1977-11-10 | 1977-11-10 | Internal combustion engine exhaust gas recirculation control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5476426U JPS5476426U (en) | 1979-05-31 |
| JPS5823973Y2 true JPS5823973Y2 (en) | 1983-05-23 |
Family
ID=29135777
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1977150972U Expired JPS5823973Y2 (en) | 1977-11-10 | 1977-11-10 | Internal combustion engine exhaust gas recirculation control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5823973Y2 (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5281427A (en) * | 1975-12-29 | 1977-07-07 | Nissan Motor Co Ltd | Exhaust return controller |
-
1977
- 1977-11-10 JP JP1977150972U patent/JPS5823973Y2/en not_active Expired
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5281427A (en) * | 1975-12-29 | 1977-07-07 | Nissan Motor Co Ltd | Exhaust return controller |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5476426U (en) | 1979-05-31 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4700676A (en) | Intake control device | |
| JPH0243891B2 (en) | ||
| US4411228A (en) | Split type internal combustion engine | |
| US4464896A (en) | System for supplying secondary air for an internal combustion engine | |
| JPS5823973Y2 (en) | Internal combustion engine exhaust gas recirculation control device | |
| JPS6128033Y2 (en) | ||
| JPS6014894B2 (en) | Secondary air supply control device for exhaust gas purification of internal combustion engines | |
| JPS5823972Y2 (en) | Exhaust gas recirculation control device for internal combustion engines | |
| JPS5823974Y2 (en) | Exhaust gas recirculation control device for internal combustion engines | |
| JPS5922247Y2 (en) | spark ignition internal combustion engine | |
| JPS599074Y2 (en) | Pressure-responsive devices in internal combustion engines | |
| JPS597567Y2 (en) | Exhaust gas recirculation control device for internal combustion engines | |
| JPS6339413Y2 (en) | ||
| JP2612683B2 (en) | Engine intake control device | |
| JPS595174Y2 (en) | Lean mixture system for turbocharged engines | |
| JPS6320854Y2 (en) | ||
| JPH0113790Y2 (en) | ||
| JPS6332927Y2 (en) | ||
| JPS6030444Y2 (en) | Engine secondary air supply system | |
| JPS6021495Y2 (en) | Automatic temperature control air cleaner for engines using different fuels | |
| JPS597569Y2 (en) | Exhaust gas recirculation control device for internal combustion engines | |
| JPS6114610Y2 (en) | ||
| JPS6017946B2 (en) | Automotive engine control device | |
| JPH0141890Y2 (en) | ||
| SU1481452A1 (en) | Exhaust gas recycling system for ic-engine |