JPS594534B2 - Vehicle supercharged engine control mechanism - Google Patents

Description

【発明の詳細な説明】 本発明はスロットル開度をスロットルグリップやスロッ
トルペダルにより操作する形式の車両用エンジンに過給
機を採用した場合の制御装置に関するもので、或るスロ
ットル開度以上のみで過給機（ターボチャージャ）を駆
動し、過給を行うようにして、スロットル開度の少ない
一般走行中に於ける燃費の低減を目的としている。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device when a supercharger is adopted in a vehicle engine in which the throttle opening is controlled by a throttle grip or throttle pedal, and the throttle opening is controlled only at a certain throttle opening or above. The purpose is to drive a supercharger (turbocharger) to perform supercharging, thereby reducing fuel consumption during normal driving with little throttle opening.

スロットルと弁体を電気的に連結してスロットル操作力
の増加を防ぎ、過給機の動作範囲を簡単に設定できるよ
うにすること、及びソレノイドバルブを用いてバイパス
を衝撃的に開閉することにより切換動作を確実にするこ
とも本発明の目的のーー部である。従来例えば第１図の
如く、吸気通路１内の圧力により作動するウエーストゲ
ート２を採用し、吸気圧力の上り過ぎを防止するように
した装置は既に採用されている。図中３はシリンダ、４
はピストン、５は燃焼室、６は吸気弁、Ｔは排気弁、８
は過給機、９は過給機内のコンプレッサー、１０は同じ
く過給機内のタービン、１１は気化器である。気化器は
コンプレッサー９の下流側吸気通路内の１１’の位置に
設けることもある。タービン１０の出口は排気通路１２
をへてマフラ１３に接続する。１４はタービン１０と並
列のバイパスで、弁１５と弁座１６を備え、弁１５は圧
縮スプリング１７の弾力を受けているダイヤフラム１８
に接続し、圧力室１９はパイプ２０をへて吸気通路１に
接続する。By electrically connecting the throttle and valve body to prevent an increase in throttle operating force and making it easy to set the operating range of the supercharger, and by using a solenoid valve to open and close the bypass automatically. It is also part of the purpose of the invention to ensure the switching operation. Conventionally, for example, as shown in FIG. 1, a device has been used which employs a waste gate 2 which is activated by the pressure within an intake passage 1 to prevent the intake pressure from rising too much. In the figure, 3 is a cylinder, 4
is a piston, 5 is a combustion chamber, 6 is an intake valve, T is an exhaust valve, 8
is a supercharger, 9 is a compressor in the supercharger, 10 is a turbine also in the supercharger, and 11 is a carburetor. The carburetor may be provided at a position 11' in the downstream intake passage of the compressor 9. The outlet of the turbine 10 is an exhaust passage 12
Connect to muffler 13 through. A bypass 14 is in parallel with the turbine 10 and includes a valve 15 and a valve seat 16, and the valve 15 has a diaphragm 18 receiving the elasticity of a compression spring 17.
The pressure chamber 19 is connected to the intake passage 1 through a pipe 20.

２１は排気孔である。21 is an exhaust hole.

第１図は吸気通路１内の圧力が上り過ぎた時の状態を示
しており、即ち通路１内の吸気圧力はパイプ２０をへて
圧力室１９に供給され、ダイヤフラム１８がスプリング
ＩＴの弾力に抗して図の右方へ移動し、弁１５は弁座１
６から右方へ離れ、バイパス１４が開放している。FIG. 1 shows a state when the pressure in the intake passage 1 rises too much, that is, the intake pressure in the passage 1 is supplied to the pressure chamber 19 through the pipe 20, and the diaphragm 18 is moved by the elasticity of the spring IT. The valve 15 moves to the right in the figure against the resistance, and the valve 15
6 to the right, and the bypass 14 is open.

そのため燃焼室５で発生した高温高圧の排気ガスは、抵
抗の少ないバイパス１４をへて排気通路１２からマフラ
１３へ流れ、タービン１０は排気ガスのエネルギーを殆
んど受けず、従つてコンプレッサー９は吸気加圧作用を
殆んど行わない。通路１内の吸気圧力が所定値以下に低
下すると弁１５はバイパス１４を閉塞し、排気ガスはタ
ービン１０を通過するためコンプレッサー９が作動し、
過給作用が行われ、このようにして給気圧力の上り過ぎ
が防止され、燃焼室５内に於ける平均有効圧の上り過ぎ
、ノックの発生を防止することができる。ところが第１
図の装置は吸気圧力が所定範囲に保持される形式である
ため、過給を必要としない定常運転中に過給機８が作動
し、不必要な出力を出すとともに、過給による走行燃費
改善に限界を与える。Therefore, the high-temperature, high-pressure exhaust gas generated in the combustion chamber 5 flows from the exhaust passage 12 to the muffler 13 through the bypass 14 with low resistance, the turbine 10 receives almost no energy from the exhaust gas, and the compressor 9 Almost no inhalation pressurization is performed. When the intake pressure in the passage 1 falls below a predetermined value, the valve 15 closes the bypass 14 and the exhaust gas passes through the turbine 10, so the compressor 9 is activated.
A supercharging effect is performed, and in this way, the supply air pressure is prevented from rising too much, and the average effective pressure in the combustion chamber 5 is prevented from rising too much and knocking can be prevented. However, the first
Since the device shown in the figure is of a type that maintains the intake pressure within a predetermined range, the supercharger 8 operates during steady operation that does not require supercharging, producing unnecessary output and improving driving fuel efficiency through supercharging. give a limit to

本発明は上記従来の方式に於ける不具合を回避するため
、或るスロツトル開度以上でのみ過給機を駆動し、過給
を行うようにしたもので、第１図の装置と併用すると特
に有効である。In order to avoid the above-mentioned problems in the conventional system, the present invention drives the supercharger and performs supercharging only when the throttle opening is above a certain degree. It is valid.

次に本発明の実施例を第２図以下に示す。第２図の排気
通路２２は一端がエンジン側排気孔２１に、他端は排気
タービン１０に接続し、通路２２を形成している排気管
２２′の側壁に弁ホルダー２６が複数個のボルトにより
締着され、排気通路２２は弁座２８を介して弁ホルダー
２６内のバイパス１４に連通している。Next, an embodiment of the present invention is shown in FIG. 2 and below. The exhaust passage 22 in FIG. 2 has one end connected to the engine side exhaust hole 21 and the other end connected to the exhaust turbine 10, and a valve holder 26 is attached to the side wall of the exhaust pipe 22' forming the passage 22 by a plurality of bolts. The exhaust passage 22 communicates with the bypass 14 in the valve holder 26 via the valve seat 28.

バイパス１４は排気タービン１０の下流部分に連通する
。ホルダー２６に設けた弁ガイド３１にソレノイドバル
ブ５９の弁体３２が摺動自在に支持され、弁体３２の頭
部は弁座２８に通路２２側から対向しており、軸部上端
はばね受５８に固定されている。ばね受５８はソレノイ
ドバルブ５９の内部の鉄芯と一体の軸６０に接続し、圧
縮スプリング４５から常時逆Ｄ方向（開弁方向）の弾力
を受けている。ソレノイドバルブ５９内のソレノイドは
バツテリ一６１とスロツトルスイツチ６２の直列回路内
にあり、スロツトルスイツチ６２が例えばスロツトル開
度１／２〜全開の間で閉じると、軸６０は矢印Ｄ方向に
吸引され、弁体３２が弁座２８に衝撃的に着座する。第
２図のスロツトルスイツチ６２を自動二輪車のスロツト
ルグリツプに取付けた場合を第３図に示す。Bypass 14 communicates with a downstream portion of exhaust turbine 10 . A valve body 32 of a solenoid valve 59 is slidably supported by a valve guide 31 provided on a holder 26, and the head of the valve body 32 faces the valve seat 28 from the passage 22 side, and the upper end of the shaft is provided with a spring bearing. It is fixed at 58. The spring bearing 58 is connected to a shaft 60 that is integral with the iron core inside the solenoid valve 59, and constantly receives elasticity from the compression spring 45 in the reverse D direction (valve opening direction). The solenoid in the solenoid valve 59 is in a series circuit of the battery 61 and the throttle switch 62, and when the throttle switch 62 is closed, for example between 1/2 and fully open, the shaft 60 is suctioned in the direction of arrow D. Then, the valve body 32 seats on the valve seat 28 with an impact. FIG. 3 shows a case where the throttle switch 62 of FIG. 2 is attached to a throttle grip of a motorcycle.

図中６４はハンドルレバー、６５はスロツトルグリツプ
４３に固定した不良導体の円板、６６はハンドルレバー
６４に固定した不良導体の円板で、円板６５，６６の相
対する面に固定した良導体の可動接片６７と固定接片６
８によりスロツトルスイツチ６２が形成されている。第
３図は一例としてスロツトル開度が１／２以上でウエー
ストゲートが閉じる場合を示しており、第３図を−方向
に見た第４ａ図はスロツトル全閉、スイツチ開、ウエー
ストゲート開時を示し、この状態からスロツトルグリツ
プ４３を矢印Ａ方向に操作してスロツトル開度を１／２
とすると、接片６７は接片６８に接触し（第４ｂ図）ス
イツチ閉、ウエーストゲート閉となる。In the figure, 64 is a handle lever, 65 is a disk with a bad conductor fixed to the throttle grip 43, and 66 is a disk with a bad conductor fixed to the handle lever 64, which is fixed to the opposing surfaces of the disks 65 and 66. The movable contact piece 67 and the fixed contact piece 6 are made of good conductor.
8 forms a throttle switch 62. Fig. 3 shows, as an example, the case where the waste gate is closed when the throttle opening is 1/2 or more, and Fig. 4a, which is viewed from Fig. 3 in the negative direction, shows the throttle fully closed, the switch open, and the waste gate open. From this state, operate the throttle grip 43 in the direction of arrow A to reduce the throttle opening to 1/2.
Then, the contact piece 67 comes into contact with the contact piece 68 (FIG. 4b), and the switch is closed and the waste gate is closed.

スロツトル全開時には第４ｃ図の如くスイツチ閉、ウエ
ーストゲート閉となる。即ちスロツトル開度の低い市街
地走行、定常運転中は過給機は全く作動しないか、又は
過給効果が極めて低いので、燃費がよくなる。When the throttle is fully open, the switch is closed and the waste gate is closed as shown in Figure 4c. That is, during city driving or steady operation with a low throttle opening, the supercharger does not operate at all or the supercharging effect is extremely low, resulting in better fuel efficiency.

しかし急発進、追越し、登板時のように、高出力を必要
とする時には、高いスロツトル開度に連動してタービン
が作動し、過給機が有効に作動する。このため運転操作
が容易になり、安全性も向上する。以上説明したように
本発明によると急発進、追越し、登板等の様に高出力を
必要とする或るスロツトル開度以上でのみ過給機を駆動
し、過給を行うことができ、スロツトル開度の少ない一
般走行中に於ける燃費が低減する。過給機の耐久性も向
上する。更に本発明によるとエンジンの排気孔２１を過
給機のタービン１０をへてマフラにつなぐと共に、ター
ビン１０と並列にバイパス１４を設け、上記バイパス１
４内にソレノイドバルブ５９の弁体３２を配置し、スロ
ツトルの可動部と固定部にそれぞれ可動接片６７とその
可動範囲内に延びる長い固定接片６８を設け、過給を必
要とする所定のスロツトル開度以上で両接片が接続し上
記弁体３２がバイパス１４を閉じるようにスロツトルと
弁体３２を連結しているので次のような効果が生じる。However, when high output is required, such as when starting suddenly, overtaking, or climbing a hill, the turbine operates in conjunction with a high throttle opening, allowing the supercharger to operate effectively. This makes driving easier and improves safety. As explained above, according to the present invention, it is possible to drive the supercharger and perform supercharging only at throttle openings above a certain degree that require high output such as sudden starts, overtaking, and climbing. Reduces fuel consumption during general driving at low speeds. The durability of the supercharger is also improved. Further, according to the present invention, the exhaust hole 21 of the engine is connected to the muffler through the turbine 10 of the supercharger, and a bypass 14 is provided in parallel with the turbine 10, so that the bypass 1
The valve element 32 of the solenoid valve 59 is disposed within the throttle body 4, and a movable contact piece 67 and a long fixed contact piece 68 extending within the movable range are provided on the movable part and the fixed part of the throttle, respectively. Since the throttle and the valve body 32 are connected in such a way that both contact pieces are connected when the throttle opening is exceeded and the valve body 32 closes the bypass 14, the following effects are produced.

まずスロツトルと弁体を連結する手段としてリンク機構
を採用していないため構造が簡単になり、過給機の動作
範囲を簡単に定めることができ、動作範囲の変更もわず
かな調整により容易である。First, since no link mechanism is used to connect the throttle and valve body, the structure is simplified, the operating range of the supercharger can be easily determined, and the operating range can be easily changed with a small adjustment. .

又ケーブルをばねの弾力に抗してス咄ントルにより引く
構造に比べて、スロツトルの操作力がほとんど増加しな
い。具体的には第３図中のスロツトルグリツプ４３をス
ロツトル開度の増加するＡ方向へ操作した時、例えば１
／２開度で可動接片６７が固定接片６８に接触し始め、
それ以上の開度においては両接片６７，６８の接触抵抗
のみがスロツトル操作力に追加されることになり、両接
片６７，６８の接触抵抗は極くわずかで、略一定してい
るため前述の如くスロツトル操作力の増加は無視しうる
程度にわずかである。しかし両接片６７，６８の接触が
スロツトル操作に１つの節度を与え、操縦者はスロツト
ル側から過給機の動作開始を知ることができ、運転が容
易になる。更に本発明においては、弁体３２をソレノイ
ドバルブ５９により操作するようにしたため、弁体３２
によるバイパス１４の開閉動作が衝撃的になり、開閉サ
イクルが比較的長いために弁体３２や弁座２９に排気ガ
ス中のカーボンが堆積するにもかかわらず、上記衝撃に
よりカーボンが噛み砕かれ、又弁座２８の周囲に付着し
たカーボンも衝撃時の振動により剥離し、切換動作が長
期間確実に行われる利点がある。Furthermore, compared to a structure in which the cable is pulled by a throttle against the elasticity of a spring, the operating force of the throttle hardly increases. Specifically, when the throttle grip 43 in FIG. 3 is operated in the direction A where the throttle opening increases, for example, 1
The movable contact piece 67 begins to contact the fixed contact piece 68 at the /2 opening degree,
At openings beyond that, only the contact resistance of both contact pieces 67, 68 will be added to the throttle operating force, and the contact resistance of both contact pieces 67, 68 is extremely small and approximately constant. As mentioned above, the increase in throttle operating force is negligible. However, the contact between the contact pieces 67 and 68 gives a degree of moderation to the throttle operation, allowing the operator to know when the supercharger has started operating from the throttle side, making the operation easier. Furthermore, in the present invention, since the valve body 32 is operated by the solenoid valve 59, the valve body 32 is operated by the solenoid valve 59.
The opening/closing operation of the bypass 14 becomes impactful and the opening/closing cycle is relatively long, so even though carbon in the exhaust gas is deposited on the valve body 32 and valve seat 29, the carbon is chewed up by the impact. Further, the carbon attached around the valve seat 28 is also peeled off by the vibrations caused by the impact, which has the advantage that the switching operation can be performed reliably for a long period of time.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は従来の制御装置の縦断説明図、第２図は本発明
の実施例を示すための縦断面図、第３図は第２図中のス
ロツトルスイツチ部分の詳細図、第４ａ図は第３図の−
矢視図、第４ｂ１第４ｃ図は作動説明図である。 ８・・・・・・過給機、１０・・・・・・タービン、１
３・・・・・・マフラ、１４・・・・・・バイパス、２
１・・・・・・排気孔、３２・・・・・・弁体。Fig. 1 is a longitudinal sectional view of a conventional control device, Fig. 2 is a longitudinal sectional view showing an embodiment of the present invention, Fig. 3 is a detailed view of the throttle switch portion in Fig. 2, and Fig. 4a. is − in Figure 3.
The arrow view, 4b1 and 4c are operation explanatory diagrams. 8...Supercharger, 10...Turbine, 1
3...Muffler, 14...Bypass, 2
1... Exhaust hole, 32... Valve body.

Claims (1)

【特許請求の範囲】[Claims] １ エンジンの排気孔を過給機のタービンをへてマフラ
につなぐと共に、タービンと並列にバイパスを設け、上
記バイパス内にソレノイドバルブの弁体を配置し、スロ
ットルの可動部と固定部にそれぞれ可動接片とその可動
範囲内に延びる長い固定接片を設け、過給を必要とする
所定のスロットル開度以上で両接片が接続し上記弁体が
バイパスを閉じるようにスロットルと弁体を連結したこ
とを特徴とする車両用過給エンジンの制御機構。1. Connect the engine exhaust hole to the muffler through the turbocharger turbine, provide a bypass in parallel with the turbine, place the valve body of the solenoid valve in the bypass, and connect the movable part and fixed part of the throttle, respectively. A long fixed contact piece is provided that extends within the movable range of the contact piece, and the throttle and valve body are connected in such a way that both contact pieces connect at a predetermined throttle opening that requires supercharging, and the valve body closes the bypass. A control mechanism for a supercharged engine for a vehicle, which is characterized by: