JPS5929726A - Controller for turbocharger of engine - Google Patents
Controller for turbocharger of engineInfo
- Publication number
- JPS5929726A JPS5929726A JP57138484A JP13848482A JPS5929726A JP S5929726 A JPS5929726 A JP S5929726A JP 57138484 A JP57138484 A JP 57138484A JP 13848482 A JP13848482 A JP 13848482A JP S5929726 A JPS5929726 A JP S5929726A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- exhaust
- valve
- passage
- waste gate
- 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.)
- Pending
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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
- F02B37/183—Arrangements of bypass valves or actuators therefor
- F02B37/186—Arrangements of actuators or linkage for bypass valves
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は排気バイパスをしない区域での排気バイパスバ
ルブからの洩れを防止したエンジンのターボチャージャ
制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine turbocharger control device that prevents leakage from an exhaust bypass valve in areas where exhaust bypass is not performed.
第１図によって従来装置について説明する。１はエンジ
ン、２は吸気弁、３は排気弁である。コンプレッサ４よ
シのブースト圧をアクチュエータ（ウェス）、＋”−）
）５の圧力室６に導入し、ブースト圧が一定値以上にな
るとげね７の付勢力に抗して排気パイ・やスパルブ８を
押し開き、タービン９に供給する排気の一部をタービン
９の下流にバイパスさせてターピッ回転を押え、コンプ
レッサ４の発生するブースト圧を規定値以下に制御する
。A conventional device will be explained with reference to FIG. 1 is an engine, 2 is an intake valve, and 3 is an exhaust valve. The boost pressure of compressor 4 is applied to the actuator (waste), +”-)
) 5 into the pressure chamber 6 and when the boost pressure exceeds a certain value, the exhaust pipe and spur valve 8 are pushed open against the biasing force of the barb 7, and a part of the exhaust gas is supplied to the turbine 9. The boost pressure generated by the compressor 4 is controlled to be below a specified value by bypassing the compressor 4 to suppress the rotation of the compressor.
この方式では排気パイ・ぐ区域では問題がないが、過給
圧が排気パイ・ぞ区域に達しない低速全開運転では、ア
クチーエータにブースト圧が印加されウエストグートパ
ルグ８の閉鎖力が低下し、特にスラップ等がバルブ面、
シート面に付着した時にはシール性が悪化して排気洩れ
を起し、タービンの回収エネルギが減少し、ブースト圧
力とトルクが低下する。また低速では単位時間当シの排
気行程数が少く、排気マニホールド内の平均圧力は低い
が圧力変動は大きいので、この圧力変動を利用してター
ビン効率を上昇させる動圧過給が一般的に採られている
が、従来の上記ウェス１１”−１−バルブ制御方式では
このパルスのピーク付近で排気をパイノやスさせるウエ
ストケ゛−トバルプ８が開き、・ぞルス効果を減じる欠
点がある。With this method, there is no problem in the exhaust piping area, but in low-speed full-throttle operation where the boost pressure does not reach the exhaust piping area, boost pressure is applied to the actuator and the closing force of the waist gas valve 8 decreases. Especially when the slap etc. is on the valve surface,
When it adheres to the seat surface, the sealing performance deteriorates, causing exhaust leakage, reducing the recovery energy of the turbine, and reducing boost pressure and torque. Furthermore, at low speeds, the number of exhaust strokes per unit time is small, and although the average pressure in the exhaust manifold is low, pressure fluctuations are large, so dynamic pressure supercharging is generally adopted to utilize this pressure fluctuation to increase turbine efficiency. However, in the conventional waste 11''-1-valve control method, the waste valve 8 opens near the peak of this pulse, reducing the exhaust effect.
第２図は現行システムでの前記排気洩れを示す線図であ
る。横軸にはタービン膨張比π５、縦軸には修正ガス流
量をとると、実線で示した単体のり−ビン流過特性に対
し一点鎖線の実測値は、同一タービン膨張比に於て修正
ガス流量が図のように多い目の点となっている。これは
ガス洩れがあるためで、必要以上に排気ガスを流してや
らないと、タービン膨張比が確保できないことを意味し
ている。図でエンジン回転数を上げてゆくとある点Ａか
ら急激に曲線が立ち上っているが、これはこのＡ点から
ウェストゲートバルブ８が開きタービン流入量を制御し
ているからである。FIG. 2 is a diagram illustrating the exhaust leakage in the current system. Taking the turbine expansion ratio π5 on the horizontal axis and the corrected gas flow rate on the vertical axis, the actual measured value shown by the dashed-dotted line is the corrected gas flow rate at the same turbine expansion ratio for the single glue-bottle flow characteristics shown by the solid line. As shown in the figure, there are many eyes. This is due to gas leakage, and means that the turbine expansion ratio cannot be maintained unless more exhaust gas is allowed to flow than necessary. In the figure, as the engine speed increases, the curve suddenly rises from a certain point A, but this is because the wastegate valve 8 opens from this point A and controls the amount of inflow into the turbine.
本発明の目的は、ウェストゲートバルブを有するターボ
チャージャ付エンジンに於て、排気パイ・ぐスを行わな
い領域での該パルプからの洩れを防止し、タービン通過
ガス流量を確保しまた排気・ぞルス効果の減少を防止し
、もって低速全開性能の向上をはかったエンジンのター
がチャージャ制御装置を提供するにある。An object of the present invention is to prevent leakage from the pulp in a region where exhaust piping is not performed in a turbocharged engine having a wastegate valve, secure a flow rate of gas passing through the turbine, and An object of the present invention is to provide a charger control device for an engine that prevents a reduction in the rues effect and thereby improves low-speed full-throttle performance.
以下第３図乃至第６図を参照して本発明によるエンジン
のターボチャージャ制御装置の一実施例について説明す
る。第３図で１１はエンジン、１２はピストン、１３は
吸気弁、１４は吸気口、１５は排気弁、１６は排気口、
１７はターボチャージャ、１８はタービン、１９はコン
プレッサである。排気口１６とタービン１８は排気ガス
通路２０で連通され、タービン１８で仕事をした排気ガ
スは排気管２１で外気に放出される。なお排気ガス通路
２０の途中には排気管２１へのバイパス通路２２が設け
られ、このバイパス通路ンサ２の入口にはウェストダー
ト２３で開閉されるウェストｒ＋ ） ハル７’ ２
４が配設されている。ウェストゲ９−ト本体２５はシリ
ンダ状をなし、その中央に設けられたダイヤフラム２６
によって圧力室２７とばね室２８に分割され、ダイヤフ
ラム２６はばね２９によって圧力室２７方向に付勢され
、さらにこのダイヤフラム２６に連結されたロッド３ｏ
を介してレバ一式に構成されたウェストタートパルプ２
４を開閉するようになっている。又吸気口１４とターぎ
チャージャ１７のコンプレッサ１９とは吸気通路３１で
連通され、コンプレッサ１９の上流は図示しないエアク
リーナと吸気管３２を介して大気と連通されている。３
８はスロットル弁、３９は燃料噴射弁である。なお従来
システムと本発明システムの相違点としては従来はウェ
ストタートパルプ２４を開閉するアクチュエータである
ウェストゲート２３の圧力室２７にはブースト圧を直接
印加するように構成されていたが、本を胡ではターボチ
ャージャ１７のコンプレッサ１９に対し、下流の吸気通
路３１と上流吸気通路３２との間にバイパス（吸気）通
路３３が設けられ、このバイパス通路３３内にはブース
ト圧による制御回路３４によってこの通路を開閉する電
磁弁３５が挿入され、この電磁弁３５の上流側とウエス
トケ゛−ト２３の圧力室２７とは連通路３６で連通され
ている。又パイ・ぐス路３３内には必要に応じてオリフ
ィス３７が追加される。An embodiment of an engine turbocharger control device according to the present invention will be described below with reference to FIGS. 3 to 6. In Figure 3, 11 is the engine, 12 is the piston, 13 is the intake valve, 14 is the intake port, 15 is the exhaust valve, 16 is the exhaust port,
17 is a turbocharger, 18 is a turbine, and 19 is a compressor. The exhaust port 16 and the turbine 18 are communicated through an exhaust gas passage 20, and the exhaust gas that has worked in the turbine 18 is discharged to the outside air through an exhaust pipe 21. A bypass passage 22 to the exhaust pipe 21 is provided in the middle of the exhaust gas passage 20, and at the entrance of the bypass passage sensor 2 there is a waist r+) which is opened and closed by a waist dart 23.
4 are arranged. The waste gate main body 25 has a cylindrical shape, and a diaphragm 26 is provided in the center of the cylinder.
The diaphragm 26 is biased toward the pressure chamber 27 by a spring 29, and the rod 3o connected to the diaphragm 26 is
West Tart Pulp 2 configured into a lever set through
4 to open and close. In addition, the intake port 14 and the compressor 19 of the tertiary charger 17 are communicated through an intake passage 31, and the upstream side of the compressor 19 is communicated with the atmosphere via an air cleaner and an intake pipe 32 (not shown). 3
8 is a throttle valve, and 39 is a fuel injection valve. The difference between the conventional system and the system of the present invention is that in the past, boost pressure was directly applied to the pressure chamber 27 of the waste gate 23, which is the actuator for opening and closing the waste pulp 24; In the compressor 19 of the turbocharger 17, a bypass (intake) passage 33 is provided between a downstream intake passage 31 and an upstream intake passage 32. A solenoid valve 35 for opening and closing is inserted, and the upstream side of this solenoid valve 35 and the pressure chamber 27 of the waist jacket 23 are communicated through a communication passage 36. Also, an orifice 37 is added within the pi/gus passage 33 as necessary.
なお第３図では、パイ・ぐス通路３３を開閉する作動手
段としてはソレノイドを使用した電磁弁３５とその制御
回路３４による電子制御方式を示したが第４図のように
ブースト圧でダイヤフラム３８を介して制御するニュー
マチック制御方式のものも考えられる。なお第４図で１
はエンジン、１３は吸気弁、１９はコンプレッサ、４λ
はダイヤフラム弁、３８．はダイヤフラム、３９はゴム
シート、４０は圧力室、４１はばねである。In addition, in FIG. 3, an electronic control method using a solenoid-based solenoid valve 35 and its control circuit 34 is shown as the actuation means for opening and closing the pipe/gas passage 33, but as shown in FIG. A pneumatic control method in which control is performed via Note that 1 in Figure 4
is the engine, 13 is the intake valve, 19 is the compressor, 4λ
is a diaphragm valve, 38. is a diaphragm, 39 is a rubber sheet, 40 is a pressure chamber, and 41 is a spring.
前記のように構成された本発明に係るエンジンのターボ
チャージャ制御装置の作用について説明する。The operation of the engine turbocharger control device according to the present invention configured as described above will be explained.
過給圧が設定圧に達するまでは吸気通路３１内のブース
ト圧を感知し、制御回路３４を介してンレノイド式の電
磁弁３５を開放し、ウェストゲート２３の圧力室２７に
至る連通路３６を大気開放し圧力室２７を大気圧に保持
し、ウェストゲ−トバルブよシの排気洩れを防止する。Until the supercharging pressure reaches the set pressure, the boost pressure in the intake passage 31 is sensed, the solenoid valve 35 is opened via the control circuit 34, and the communication passage 36 leading to the pressure chamber 27 of the wastegate 23 is opened. The pressure chamber 27 is maintained at atmospheric pressure by opening to the atmosphere to prevent exhaust leakage from the waste gate valve.
又エンジン回転の上昇にともない過給圧が上昇し、排気
バイパスの必要域に達したときには、この過給圧力を検
出しく電気式ではグーストスイッチによって又ニューマ
チ、夕方式では別に設けたダイヤフラム弁で圧力室２７
ヘブースト圧を導入することによって、設定過給圧に達
すると瞬時に弁が作動するよう工夫されている。）パイ
・ぐス通路３３を閉鎖する。従ってウェストゲート２３
の圧力室２７にはブースト圧が導入され、従来と同様の
排気パイ・マス量制御によって過給圧がコントロールさ
れる。Also, as the engine speed increases, the boost pressure increases and when it reaches the required range for exhaust bypass, this boost pressure is detected.In the electric type, a gust switch is used to detect the boost pressure, and in the evening type, the pressure is controlled by a gust switch and a pneumatic valve, and in the evening type, a separately installed diaphragm valve room 27
By introducing Heboost pressure, the valve is designed to operate instantly when the set boost pressure is reached. ) Pai-gusu passage 33 will be closed. Therefore, Westgate 23
Boost pressure is introduced into the pressure chamber 27, and the supercharging pressure is controlled by exhaust pi/mass amount control similar to the conventional one.
従って低速全負荷域では第５図、第６図のように過給圧
とトルクが向上する。Therefore, in the low speed full load range, the boost pressure and torque improve as shown in FIGS. 5 and 6.
本発明によれば、排気バイパス不要域ではウェストゲ８
−トの圧力室を大気開放してウェストゲート弁よりの排
気洩れを防止し、排気のＡルス効果も確保することが可
能となシ、低速全負荷域での過給圧が増大し、低速トル
クが向上する効果がある。According to the present invention, in the region where exhaust bypass is not required, the wastegear 8
- It is possible to prevent exhaust leakage from the waste gate valve by opening the pressure chamber of This has the effect of improving torque.
第１図第２図は従来システムに関するもので第１図はタ
ープチャージャ制御装置、第２図はウェストゲ−トバル
プよりの排気洩れを示す線図である。第３１乃至第６図
は本発明のシステムに係るもので、第３図はターボチャ
ーツヤ制御装置を示す概要図、第４図はコンプレッサの
下流と上流とのパイ・ぐス通路を開閉するニー−マチッ
ク仕様の開閉弁とその制御回路の概要図、第５図、第６
図はそれぞれ過給圧およびトルクの従来および本方式に
よる比較線図である。
１７・・・ターボチャージャ、１９・・・コンプレッサ
、２３・・・アクチュエータ（ウェスト＋”−））、２
７・・・圧力室、３４・・・（制御回路）作動手段、３
５・・・（電磁刑作動手段、３６・・・ 通路。
特 許 出 願 人 三菱自動車工業株式会社第１図
第２図
ターじ７ｍし刃棒貝５ルｔ （４−ｒン入０斤／タービ
ン鶴ロアＥ）第３図
７
第４図
第５図
第６図
手続補正書（方式ン
昭和５７年１２月１６日
特許庁長官 若 杉 和 夫 殿
１、恵、、ｆ！１：♀六示 昭和５７年特許願第１３８
４８４号・二・＝、８’ｌ’：ｌＩ；
事件との関係 特許出願人
住所 東京都港区芝五丁目３３番８号
名称 （６２８）三菱自動車工業株式会社代表者 東
条 輝 雄
４復代理人 〒１６４電話０３（３８１）４６６２昭和
５７年１１月３０日（発送日）
６、補正の対象
明細書の「図面の簡単な説明」の欄
７、補正の内容
明細書の「図面の簡単な説明」第７頁１５行目記載の「
第３回」を「第３図」と補正する。FIG. 1 and FIG. 2 relate to a conventional system, in which FIG. 1 is a terp charger control device and FIG. 2 is a diagram showing exhaust gas leakage from a wastegate valve. 31 to 6 relate to the system of the present invention, FIG. 3 is a schematic diagram showing the turbochart control device, and FIG. - Schematic diagram of Matic specification on-off valve and its control circuit, Figures 5 and 6
The figures are comparison diagrams of boost pressure and torque according to the conventional method and the present method, respectively. 17... Turbocharger, 19... Compressor, 23... Actuator (waist +"-)), 2
7... Pressure chamber, 34... (control circuit) actuating means, 3
5... (Electromagnetic actuating means, 36... passage. Patent applicant: Mitsubishi Motors Corporation) / Turbine Tsuru Roar E) Figure 3 7 Figure 4 Figure 5 Figure 6 Procedural Amendment (Formula) December 16, 1981 Commissioner of the Patent Office Kazuo Wakasugi 1, Megumi, f!1: ♀ 1981 Patent Application No. 138
No. 484・2・=, 8'l':lI; Relationship to the case Patent applicant address 5-33-8 Shiba, Minato-ku, Tokyo Name (628) Mitsubishi Motors Corporation Representative Teruo Tojo 4th Agent Address: 164 Telephone: 03 (381) 4662 November 30, 1988 (Delivery date) Explanation” on page 7, line 15, “
"3rd session" has been corrected to "Figure 3."
Claims (1)
レッサ下流のブースト圧力を供給する通路と、同通路を
低負荷時には大気開放し高負荷時には閉じて圧力供給せ
しめる作動手段とを備えたエンジンのターボチャージャ
制御装置。A turbocharger control device for an engine, comprising a passage that supplies boost pressure downstream of a compressor to a pressure chamber of an actuator that bypasses exhaust gas, and an operating means that opens the passage to the atmosphere at low loads and closes it to supply pressure at high loads.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57138484A JPS5929726A (en) | 1982-08-11 | 1982-08-11 | Controller for turbocharger of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57138484A JPS5929726A (en) | 1982-08-11 | 1982-08-11 | Controller for turbocharger of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5929726A true JPS5929726A (en) | 1984-02-17 |
Family
ID=15223158
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57138484A Pending JPS5929726A (en) | 1982-08-11 | 1982-08-11 | Controller for turbocharger of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5929726A (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61202507U (en) * | 1985-06-11 | 1986-12-19 | ||
| JPS6221104U (en) * | 1985-07-20 | 1987-02-07 | ||
| JPS6289302U (en) * | 1985-11-21 | 1987-06-08 | ||
| JPS6318503U (en) * | 1986-07-22 | 1988-02-06 | ||
| JPS6395703U (en) * | 1986-12-11 | 1988-06-21 | ||
| JPS63190304U (en) * | 1987-05-28 | 1988-12-07 | ||
| JPS6457104U (en) * | 1987-10-05 | 1989-04-10 | ||
| JPH05195507A (en) * | 1991-10-02 | 1993-08-03 | Sumitomo Rubber Ind Ltd | Block for elastic pavement and its manufacture |
| JPH07138061A (en) * | 1993-11-10 | 1995-05-30 | Shinko:Kk | Resin concrete product and production of the same |
| JPH0959907A (en) * | 1995-08-29 | 1997-03-04 | Kyowa Concrete Kogyo Kk | Water-permeable pavement board |
| AT412986B (en) * | 2003-09-19 | 2005-09-26 | Ge Jenbacher Ag | MIXED INTERNAL COMBUSTION ENGINE |
-
1982
- 1982-08-11 JP JP57138484A patent/JPS5929726A/en active Pending
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61202507U (en) * | 1985-06-11 | 1986-12-19 | ||
| JPS6221104U (en) * | 1985-07-20 | 1987-02-07 | ||
| JPS6289302U (en) * | 1985-11-21 | 1987-06-08 | ||
| JPS6318503U (en) * | 1986-07-22 | 1988-02-06 | ||
| JPS6395703U (en) * | 1986-12-11 | 1988-06-21 | ||
| JPS63190304U (en) * | 1987-05-28 | 1988-12-07 | ||
| JPS6457104U (en) * | 1987-10-05 | 1989-04-10 | ||
| JPH05195507A (en) * | 1991-10-02 | 1993-08-03 | Sumitomo Rubber Ind Ltd | Block for elastic pavement and its manufacture |
| JP2670214B2 (en) * | 1991-10-02 | 1997-10-29 | 住友ゴム工業株式会社 | Elastic paving block |
| JPH07138061A (en) * | 1993-11-10 | 1995-05-30 | Shinko:Kk | Resin concrete product and production of the same |
| JPH0959907A (en) * | 1995-08-29 | 1997-03-04 | Kyowa Concrete Kogyo Kk | Water-permeable pavement board |
| AT412986B (en) * | 2003-09-19 | 2005-09-26 | Ge Jenbacher Ag | MIXED INTERNAL COMBUSTION ENGINE |
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