JPS5954742A - Intake throttling apparatus for diesel engine - Google Patents

Intake throttling apparatus for diesel engine

Info

Publication number
JPS5954742A
JPS5954742A JP16549082A JP16549082A JPS5954742A JP S5954742 A JPS5954742 A JP S5954742A JP 16549082 A JP16549082 A JP 16549082A JP 16549082 A JP16549082 A JP 16549082A JP S5954742 A JPS5954742 A JP S5954742A
Authority
JP
Japan
Prior art keywords
intake throttle
intake
valve
negative pressure
negative
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.)
Granted
Application number
JP16549082A
Other languages
Japanese (ja)
Other versions
JPH0347420B2 (en
Inventor
Takanori Nagai
永井　孝制
Nobuaki Kawai
川合　宣明
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP16549082A priority Critical patent/JPS5954742A/en
Publication of JPS5954742A publication Critical patent/JPS5954742A/en
Publication of JPH0347420B2 publication Critical patent/JPH0347420B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/08—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the pneumatic type
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

PURPOSE:To permit an intake throttle valve to be always controlled automatically to a desired valve opening degree by controlling an intake throttling amount in the range of half opening of an intake throttle valve in idling by an actuator equipped with a two-stage diaphragm in use of intake netative-pressure. CONSTITUTION:An intake throttle apparatus is constituted of a main intake throttle valve 11 which is interlocked with the steping-in of an accelerator pedal through a wire 15 and is perfectly opened in idling and a sub-intake throttle valve 12 for controlling the intake throttle amount during idling. While, the sub- intake throttle valve 12 is constituted of diaphragms 22 and 42 which are installed in two shells 20 and 40 installed back to back through a seal 26, and an atomospheric-pressure chamber 24 and negative-pressure chambers 23, 43 and 45 are formed in partition inside. The negative-pressure chambers 23 and 45 are allowed to communicate each other and connected to a negative-pressure source 34 through a bimetal vacuum switch valve 31, throttle 32, and a highly compensating apparatus 33, and the negative-pressure chamber 43 is connected to an intake negative-pressure port 18 through a vacuum switching valve 50.

Description

【発明の詳細な説明】 本発明は、ディーセルエンジンの吸気絞り装置に関する
ものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an intake throttle device for a diesel engine.

従来、ディーセルエンジンのアイドル吸気絞り情（，１
、タイヤフラムに負圧か作用して吸気絞り弁がア・イド
ル吸気絞り位置に半開に閉じた後、アシヤスＩ・スクリ
ヱ−にて調整していたが、この調整でｉ、を調整値のバ
ラツギやＩＩＩ整後の変動が問題となっていた。Conventionally, the idle intake throttle condition of a diesel engine (,1
After the intake throttle valve was closed half-open to the idle intake throttle position due to negative pressure acting on the tire flam, it was adjusted using the asias I screwdriver. Fluctuations after the and III adjustments were a problem.

本発明は、アイドル時の吸気絞り弁の半開域に、＋？け
る吸気絞りａｔを、インケークマニホールド負圧を検出
するボート負圧により自動コントロールして、−１−記
従来の問題点を解消せしめることをト１的とし、ている
。In the present invention, the +? The first objective is to automatically control the intake throttle AT by the boat negative pressure that detects the intake manifold negative pressure, thereby solving the problems of the prior art described in -1-.

係る目的は、バイメタルバキュームスイソチングバルゾ
３１及び高度補償装置１１３３を介してバキュームポン
プ等の負圧源３４に接続されζいる第１負圧室２３と、
ハキ、−ムスイソチングバルブ５０を介し゛ζインテー
クマニホールド負圧を検出するボートＩ８に接続されて
いる第２負圧室４３により、ぞれぞれ駆動される名ダイ
ヤフラム２２及び４２を、２段ダイヤフラム式として集
合させ、これら各ダイヤソラム２２及び４２を吸気通路
１０の吸気絞り弁に係合させて、この吸気絞り弁を全開
、半開、全開の３段。This purpose is to provide a first negative pressure chamber 23 that is connected to a negative pressure source 34 such as a vacuum pump via a bimetallic vacuum isolating valve 31 and an altitude compensator 1133;
The diaphragms 22 and 42, which are respectively driven by the second negative pressure chamber 43 connected to the boat I8 which detects the intake manifold negative pressure through the isostatic valve 50, are arranged in two stages. These diaphragms 22 and 42 are assembled as a diaphragm type, and are engaged with the intake throttle valve of the intake passage 10, so that the intake throttle valve is set in three stages: fully open, half open, and fully open.

階に開閉制御させるとともに、アイドル時の前記吸気絞
り弁の半□開域１こおける吸気絞り量を、前記第２負圧
室４３に、占り駆動き、！Ｌるダイヤフラム４２により
自動コントロールすることを特徴とするディーゼルエン
ジンの吸気絞り装置によって達成される。　　　　　　
　　　　・　　・ 以下、添付図面に基づいて本発明の詳細な説明する。At the same time, the second negative pressure chamber 43 is driven to control the intake throttle amount in the half-open area of the intake throttle valve during idling. This is achieved by a diesel engine intake throttle device that is automatically controlled by the L diaphragm 42.
・ ・ Hereinafter, the present invention will be described in detail based on the accompanying drawings.

第１図及び第４図は本発明の一実施例を示しており、吸
気絞り本体＋、　＋１．、−ａ愁気絞り弁１１、副吸気
絞り弁１２、リンク１３により構成され、インテークマ
ニボールド′１４内に取付けられる。FIGS. 1 and 4 show an embodiment of the present invention, in which intake throttle bodies +, +1. , -a Consists of an intake throttle valve 11, an auxiliary intake throttle valve 12, and a link 13, and is installed within the intake manifold '14.

１１□　１ 主吸気絞り弁１１は、リン多１３に固定されており、ア
クセルベール（図示せず）により駆１されるワイヤー５
により、アクセルと連動して開閉する。11□ 1 The main intake throttle valve 11 is fixed to the lint 13 and connected to the wire 5 driven by an accelerator veil (not shown).
It opens and closes in conjunction with the accelerator.

また、リンク１３には、イグニソションボンブのポンプ
レバー（図示せず）を作動させるワイヤ１６が取付けら
れている。Further, a wire 16 is attached to the link 13 to operate a pump lever (not shown) of an ignition bomb.

前記吸気絞り弁ＩＩは、アイドル時は全開である。The intake throttle valve II is fully open when the engine is idling.

”・　　アイドル及びエンジン停止時の吸気絞り量は、
副吸気絞り弁Ｉ２によって行われる。”・The amount of intake throttling at idle and when the engine is stopped is
This is done by the auxiliary intake throttle valve I2.

□、　ついで、□この副吸気絞り弁Ｉ２を駆動する負圧
制御、　装置について説明する。□ Next, □ the negative pressure control and device that drives this sub-intake throttle valve I2 will be explained.

第１９殻体２０内にはバネ２Ｉを内包させてダイヤフラ
ム２２を張設し、第１負圧室２３を形成させる。２４は
大気室である。A spring 2I is contained in the nineteenth shell body 20, a diaphragm 22 is stretched, and a first negative pressure chamber 23 is formed. 24 is an atmospheric chamber.

ダイヤフラム２２にはＬトッド２５の一端が固定され、
このロッド２５の、他端は前記副吸気絞り弁１２に固定
されているリンク１７に軸支されている。One end of the L tod 25 is fixed to the diaphragm 22,
The other end of the rod 25 is pivotally supported by a link 17 fixed to the sub-intake throttle valve 12.

この第１負圧室２３は、配管によりバイメタルバキュー
ムスイッチングバルブ３１と絞り３２及び高度補償バル
ブである高、度補償装錯３３を介して、バキ艷−ムポン
プ等の負圧源３４に接竺されている。　□詳しくは、高
度補償装置ｆ　３’３とバイメタルバキュームスイッチ
ングバルブ３１とを接続する管路に絞り３２が設けられ
ており、この絞り３２と高度補償装置３３との間の管路
が第１負圧室２３に接続されている。This first negative pressure chamber 23 is connected to a negative pressure source 34 such as a vacuum pump through piping via a bimetallic vacuum switching valve 31, a throttle 32, and a height/degree compensation device 33 which is an altitude compensation valve. ing. □Specifically, a conduit 32 is provided in the conduit connecting the altitude compensator f3'3 and the bimetal vacuum switching valve 31, and the conduit between the constrictor 32 and the altitude compensator 33 is connected to the first negative It is connected to the pressure chamber 23.

前記第１の殻体２０と背中合わせに取付けられる第２の
殻体４０内には、バネ旧を内包させてダイヤフラム４２
を張設し、第２負圧室４３が形成しである。A second shell 40 that is attached back to back with the first shell 20 includes a diaphragm 42 containing a spring.
, and the second negative pressure chamber 43 is formed.

なお、第１及び第２′の較抹２０人４０の背中合わせの
面には、孔４４が穿ちてあわ、シール２６を介して、第
２負圧室４３の隣室４５害前記第１負圧室２３とが負圧
室として連通ずるよ□う、気密に保ってあ名。Note that a hole 44 is bored in the back-to-back surfaces of the first and second 20 persons 40, and a hole 44 is formed through a seal 26 to connect the adjacent chamber 45 of the second negative pressure chamber 43 to the first negative pressure chamber 45. 23 will communicate as a negative pressure chamber □, keep it airtight.

また、ダイヤフラム４２には、ストッパ４６の一端が固
定し°ζあり、スｉ・ソバ４６の他端は、前記第１及び
第２の殻体２０と４０の背中合わせの面に穿っである孔
４４を通して、前記ロット２５のダイヤフラム２２の固
定端である一端に間隔をもって臨ませである。Further, one end of a stopper 46 is fixed to the diaphragm 42, and the other end of the stopper 46 has a hole 44 bored in the back-to-back surfaces of the first and second shells 20 and 40. Through this, one end, which is the fixed end of the diaphragm 22 of the lot 25, is faced at a distance.

また、第２の殻体４０の第２負圧室４３内に、たと夫ば
接着等によって貼着されているスペニサ４７は、ス１−
ソバ４６の固定側の一端が当接しｋとき、緩衝の役目を
果たすものである。□ さらにまた、第２負圧室４３の隣室４５内において、背
中合ね（の殻体４０にストッパ４８の一端が固定され、
その他端はダイヤフラムイ２と間隙を保って設けである
。　　　　　　　　　　′　　　□しかして、前記第２
負圧室４３は、配管によりバキュームスイッチングバル
ブ５０を介して、インテークマニホールド負圧を検出す
るボート１８に接続されている。□ 一方、バキュームスイッチングバルブ５０はＪ配管によ
り負圧源３４に接続されている。In addition, the spacer 47, which is attached by adhesive or the like, inside the second negative pressure chamber 43 of the second shell 40 is attached to the second negative pressure chamber 43 of the second shell 40.
When one end of the fixed side of the buckwheat 46 comes into contact with it, it serves as a buffer. □ Furthermore, one end of the stopper 48 is fixed to the shell body 40 of the back to back in the chamber 45 adjacent to the second negative pressure chamber 43,
The other end is provided with a gap between it and the diaphragm 2. ′ □However, the second
The negative pressure chamber 43 is connected by piping to the boat 18 that detects the intake manifold negative pressure via a vacuum switching valve 50. □ On the other hand, the vacuum switching valve 50 is connected to the negative pressure source 34 through a J pipe.

また、□バキ＝’−ｂスイッチングバルブ５０には、イ
グニソシタンスイッチ６０が結線しである。　　□つぎ
に、本発明の吸気絞り装置の作用についで説明する。Further, an ignition switch 60 is connected to the □baki='-b switching valve 50. □Next, the operation of the intake throttle device of the present invention will be explained.

アイドル時は、負圧源３４の高負圧（＝４００龍Ｈｇ１
ｕ上）カ、バイメタルバキュームスイッチングバルブ３
１、絞り３２、高度補償装置３３を介して、ダイヤフラ
ム２２の第１負圧室２３に伝達される。At idle, the high negative pressure of the negative pressure source 34 (=400 Hg1
U top) Bimetal vacuum switching valve 3
1, the pressure is transmitted to the first negative pressure chamber 23 of the diaphragm 22 via the throttle 32 and the altitude compensator 33.

バイメタルバキュームスイッチングバルブ３１は低温時
に吸気絞りをカットし、□高度補償装置３３は高地にて
吸気絞りをカットし、白煙の排出やエンジン不調になる
のを防止する。The bimetal vacuum switching valve 31 cuts the intake throttle at low temperatures, and the altitude compensator 33 cuts the intake throttle at high altitudes to prevent white smoke from being emitted and the engine to malfunction.

絞り３２は、高度補償装置３３で□の吸気絞りカットを
確実にするためのものである。The throttle 32 is for ensuring that the altitude compensator 33 cuts the intake throttle of □.

第１負圧室企３内のバネ２１の作動特性は、第２図に実
線７０で示１とおりであり、負圧源３４の高負圧、によ
り、ｌ：ｌ　’７　Ｆ　２５は第１図の右方にドｕ１１
ストローク作動する。The operating characteristics of the spring 21 in the first negative pressure chamber 3 are as shown by the solid line 70 in FIG. Dou11 is on the right side of the figure.
Stroke works.

こねにより、１７ノド２５のダイヤフラノ・２２の固定
端１ｅｔＡｌ・ソバ４ｆｉの他端に当接し、この当接位
置における副吸気絞り弁】２の開度は第３図で半開Ａと
なる。By kneading, it comes into contact with the other end of the fixed end 1etAl of the diaphragm 22 of the diaphragm 25 and the other end of the soba 4fi, and at this contact position, the opening degree of the sub-intake throttle valve 2 becomes half-open A in FIG.

副吸気絞り弁１２か第３図で半開Ａになると、インテー
クマニホールド負圧が発生し、その負圧がボー１−１８
より出力される。When the auxiliary intake throttle valve 12 becomes half open A in Fig. 3, negative pressure is generated in the intake manifold, and that negative pressure is transferred to bow 1-18.
It is output from

−・方、ア・イ１゛ル運転のためイグニッションスイッ
チ［ｉｏはＯＮであり、従って、バ４−コーノ・スイッ
チングバルブ５０もＯＮである。On the other hand, the ignition switch [io] is ON for air-wheel operation, and therefore the bar 4-corner switching valve 50 is also ON.

ボート１Ｂより出力される負圧は、バキューノ・スイッ
チングバルブ５０を介Ｌ７て、第２負圧室４３内に伝達
される。The negative pressure output from the boat 1B is transmitted into the second negative pressure chamber 43 via the vacuum switching valve 50 L7.

第２負圧室４１３内のハネ旧の作動特性は、第２図に破
線８０で示すと）？りであり、副吸気絞り弁１２の開度
は、第３図の半開へで得られたボート負圧により作動し
はしめる。The operating characteristics of the spring in the second negative pressure chamber 413 are shown by the broken line 80 in FIG. 2)? The opening degree of the auxiliary intake throttle valve 12 is activated by the boat negative pressure obtained in the half-open position shown in FIG.

こうして、ストッパ４６は第１図の右方に移動し、副吸
気絞り弁１２は第３図の半開Ｂの位置まで閉しる。In this way, the stopper 46 moves to the right in FIG. 1, and the auxiliary intake throttle valve 12 closes to the half-open position B in FIG. 3.

この位置で要求アイドル吸気絞りの位置となる。This position is the required idle intake throttle position.

このように、第３図の半開Ｂの位置まで副吸気絞り弁１
２が閉じると、インテークマニホールド負圧は大きくな
り、ストッパ４６はさらに第１図の右方に移動され、副
吸気絞り弁１２は半開Ｉ３のイ！装置よりもさらに閉し
る。In this way, rotate the sub-intake throttle valve 1 to the half-open position B in FIG.
2 closes, the intake manifold negative pressure increases, the stopper 46 is further moved to the right in FIG. Close further than the device.

副吸気絞り弁１２がボート１８の下流側まで閉じる全開
Ｃ近くになると、（第３図参照）ボート１　Ｂ　＋よ大
気圧となり、バネ４１の力（ごより、ストッパ４６は第
１図の左方に移動する。When the auxiliary intake throttle valve 12 is close to fully open C where it closes to the downstream side of the boat 18 (see Figure 3), the boat 1 B + becomes atmospheric pressure, and the force of the spring 41 (please note that the stopper 46 is move towards

従って、副吸気絞り弁１２は半開Ｂ（第３図参照）の位
置まで開き、再びボート１８に負圧が発生ずる。Therefore, the auxiliary intake throttle valve 12 opens to the half-open position B (see FIG. 3), and negative pressure is generated in the boat 18 again.

なお、第３図のＤは副吸気絞り弁１２の全開を示す。Note that D in FIG. 3 indicates that the sub-intake throttle valve 12 is fully open.

前述の作動を繰り返すことにより、第４図に示ずＪうに
、１Δ１■吸気絞り弁１２（コ、常に要求ア・ｆドル吸
気絞りの（ｑ置（半開１３）に、自動的にコンｌ−＋：
＋　−ルされる。By repeating the above-mentioned operation, as shown in FIG. +:
＋ − is applied.

ア・イドル吸気絞りの状仙から、エンジン停止ｌをし７
た場合、イグニーノ２・ｊンスイ、千６０かＯＦＦにな
るさ、バー１へ１−ムスイノナングバルソ５０モ０ＦＦ
２−なｅ）、第２負１−Ｆ−’Ｍ　４　：（内ニｉ：を
負圧’ｌＡｉ　３４　）高負圧が作用−４６゜ ＧＮ　、ｈて、ストッパ４ｆｉは、第１図でｒ’　＋１
１１スト口−り右方に移ｖノシ、副吸気絞り弁１２１；
ｌ全閉となっ−Ｃ１２１−ンパ／ン停止）一時の１辰勅
を低減する。From the position of the idle intake throttle, stop the engine.7
If you do, Ignino 2, J Sui, 1,000 60 or OFF, go to Bar 1, 1-Musuino Nangbarso 50 MO 0FF.
2-e), 2nd negative 1-F-'M4: (Inner Ni: Negative pressure 'lAi 34) High negative pressure acts -46°GN, h, stopper 4fi is r'+1
11 Move to the right from the stroke end, sub-intake throttle valve 121;
1 Fully closed and -C121-Pan/Pan stop) Reduces the temporary power consumption.

以Ｉの実ＪＡＧ例でζ、！、−１及び副の吸気絞り弁１
１及び１２を設（Ｊた２パルシタイブ吸気絞りにおける
制御に−）いて説明し７たか、１バルブタイプ吸気絞り
でも、ボー１負ＩＦによるア・イ１ζル吸気絞り量の自
動１ンＩ・冒−ルか可能であるこλは云うまＣもない。In the real JAG example below, ζ! , -1 and secondary intake throttle valve 1
1 and 12 (for control in J and 2 pulsitive intake throttles) and explained 7. Even with a 1-valve type intake throttle, the automatic 1 valve type intake throttle amount can be controlled by the negative IF. There is no C, let alone λ, which is possible.

以１，１、り明らかなように、本発明によれば、バイメ
タルバギ、、−ム°スイノチングバルフ（ｌｈ　’ｃ　
介して負ｒｆ　７Ｉｔｔに接続した第１負圧室と、バギ
ノームス・（ノチンクバルブを介してインケークマ二一
ボールド’ｉ：ｌＩ＋を検出する吸気絞り弁近傍に設け
たボートに接続した第２負圧室とにより、２段タイヤフ
ラノ・式として、これら各ダイｈ・フラムを吸気通１１
δの吸気絞り弁に保合さセ、アイドル時の吸気絞り弁の
半開域における吸気絞り川を、６１記第２負圧室により
駆動させるようにしたから、吸気絞りブ「は、常に要求
アイ＋ｘル吸気絞りの位置にｒ」動二Ｊント【Ｉ−ルさ
れる利点を有する。As is clear from the following, according to the present invention, the bimetal buggy,
A first negative pressure chamber connected to the negative rf 7Itt through the valve, and a second negative pressure chamber connected to the boat installed near the intake throttle valve that detects the intake valve 'i:lI+ through the nochink valve. As a two-stage tire flannel type, each of these die h and flams is connected to the intake vent 11.
Since the intake throttle valve in the half-open region of the intake throttle valve at idle is driven by the second negative pressure chamber described in 61, the intake throttle valve always maintains the required eye. It has the advantage of being placed in the position of the intake throttle.

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

第１図は本発明の実施例を示す全体概略構成図、第２図
は各負圧室内のバネの作動特性を示す作動特性図、 第３図は第１図の＋　ＩＢ拡大断面図、第４図は第３図
の各吸気絞り弁開度に１月するボーＩ・負圧特性を示す
説明図である。 ｌ〇　　−吸気通路 １２−副吸気絞りブＦ １２３　　　負）■−ボート ２２　　　タ・イヤフラム ２３　　　第１負）ｆ室 ３１　　　バイメタルバキコーノ、スイノチンクバルブ ：３３　　　高度補償装置、　　　　　　　　　　　。 ；３４−　負圧源 ４２　　　ダイヤフラム ４；３−　第２１を圧室 ５０　　　バキコームスイソチングバルプ出６ｉｙｊｉ
人　ト最泊勤ｊは法会社 第１図　　　　　□ ′　爽圧ｍｍ１−１ｇ 第２図 ′　　人 爵３図　　　　　　　　　窮４図 ４−　続　袖　１■−書（自４亡） 昭和５７年１２．Ａ６日 Ｔ、’４，７′ｌ’ｌ−ｒ’Ｍ丁ｊ’ｌ１ｉｉ之（乍旨
１汀審奔官　　　　　　　　　　　　殿）１−ＪＩｌ′
ｌの人示 １１４（和５７　＜＋　′Ｌ’ｒｌｉ’ｌ　ｈ：１自、
ｒ＋１６５４９０４；；）　発明の）、称 ディーゼル１ンジンの吸気絞り装置 ’、ｉ、　　？＋ｌｉ’ｌ’、＋ハ内′谷（１）明細書
第４頁１行目の「全開」を「全閉」に補正する。 （２）明細書第５頁１２行目〜１５行目に記載した［第
２の殻体）↓０・・・果ＩこすものでＪ）る。」を「第
２の殻体１１Ｑに設けであるスクリューｌ＋７゜は副吸
久絞り弁１２の全閉位１ａを調整するものである。」に
補正する。 （３）図面第１図を別紙のとおり補正する。。 ０　　− 第１図 ２４３−Fig. 1 is an overall schematic configuration diagram showing an embodiment of the present invention, Fig. 2 is an operating characteristic diagram showing the operating characteristics of the springs in each negative pressure chamber, Fig. 3 is an enlarged sectional view of +IB of Fig. 1, FIG. 4 is an explanatory diagram showing the bow I/negative pressure characteristics depending on the opening degree of the intake throttle valve shown in FIG. 3. l〇 - Intake passage 12 - Sub-intake throttle valve F 123 Negative) - Boat 22 Ta iaphragm 23 1st negative) F chamber 31 Bimetal Bakikono, Suino tink valve: 33 Altitude compensation device. ;34-Negative pressure source 42Diaphragm 4;3-21st pressure chamber 50Baki comb isostatic valve outlet 6iyji
Person To maximum night shift j is the legal company Fig. 1 □ ' Refreshing pressure mm1-1g Fig. 2 ' Jinshu 3 Fig. 4 Fig. 4 - Continued Sleeve 1 ■ - Book (Death: 4) December 1988. A6th T, '4,7'l'l-r'M dingj'l1ii乍(to the effect of the 1st judge) 1-JIl'
Person of l 114 (sum 57 ＜+ 'L'rli'l h:1self,
r+1654904;;) Invention), called Intake Throttle Device for Diesel 1 Engine', i, ? +li'l', +Hauchi'tani (1) "Full open" in the first line of page 4 of the specification is corrected to "fully closed." (2) [Second shell body] described on page 5, lines 12 to 15 of the specification ↓0... fruit I rub J). " is corrected to "The screw l+7° provided on the second shell 11Q is for adjusting the fully closed position 1a of the sub-suction throttle valve 12." (3) Figure 1 of the drawings will be amended as shown in the attached sheet. . 0 - Figure 1 243-

Claims (1)

【特許請求の範囲】[Claims] （１）　　バイメタルバキッームスイッチングバＪレブ
及び高度補償装置を介して負圧源に接続さねている第１
負圧室と、バキュームスイッチングバルブを介してイン
ケークマニホールド負圧を検出する吸気絞りす！゛近傍
設けたボートに接続さねている第２負月−室により、そ
れぞれ駆動−０１，２められる各タイヤフラムを２段タ
イヤフラム式として集合セ１−７め、こねら各ダイヤフ
ラムを吸気通路の吸気絞り力′に係合−υし７めて、該
吸気絞り弁を全開、半開、全開の３段階に開閉制御せし
めるとともに、アイドル時の０１Ｓ記吸気絞り弁の半ｔ
ｓｊｌ域における吸気絞り１４を、前記第２負圧室によ
り駆動せしめられるダイヤフラノ、により自動コントロ
ールすることを特徴とするディーセルエンジンの吸気絞
り装置。(1) The first valve connected to the negative pressure source via the bimetal vacuum switching valve J rev and the altitude compensation device.
An intake throttle that detects negative pressure in the intake manifold through the negative pressure chamber and vacuum switching valve!゛By the second negative chamber connected to the boat installed nearby, each of the tire flams, which are driven by 01 and 2, is assembled as a two-stage tire flam type, and each diaphragm of 1 to 7 is used for air intake. It engages with the intake throttle force of the passage -υ to control the opening and closing of the intake throttle valve in three stages: fully open, half open, and fully open, and also reduces the intake throttle valve's half t in 01S during idling.
An intake throttle device for a diesel engine, characterized in that an intake throttle 14 in the sjl region is automatically controlled by a diaphragm driven by the second negative pressure chamber.
JP16549082A 1982-09-22 1982-09-22 Intake throttling apparatus for diesel engine Granted JPS5954742A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP16549082A JPS5954742A (en) 1982-09-22 1982-09-22 Intake throttling apparatus for diesel engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP16549082A JPS5954742A (en) 1982-09-22 1982-09-22 Intake throttling apparatus for diesel engine

Publications (2)

Publication Number Publication Date
JPS5954742A true JPS5954742A (en) 1984-03-29
JPH0347420B2 JPH0347420B2 (en) 1991-07-19

Family

ID=15813385

Family Applications (1)

Application Number Title Priority Date Filing Date
JP16549082A Granted JPS5954742A (en) 1982-09-22 1982-09-22 Intake throttling apparatus for diesel engine

Country Status (1)

Country Link
JP (1) JPS5954742A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009103021A (en) * 2007-10-23 2009-05-14 Aisan Ind Co Ltd Passage switching valve

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009103021A (en) * 2007-10-23 2009-05-14 Aisan Ind Co Ltd Passage switching valve

Also Published As

Publication number Publication date
JPH0347420B2 (en) 1991-07-19

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