JPS6036726A - Supercharged multi-cylinder internal-combustion engine - Google Patents
Supercharged multi-cylinder internal-combustion engineInfo
- Publication number
- JPS6036726A JPS6036726A JP14596883A JP14596883A JPS6036726A JP S6036726 A JPS6036726 A JP S6036726A JP 14596883 A JP14596883 A JP 14596883A JP 14596883 A JP14596883 A JP 14596883A JP S6036726 A JPS6036726 A JP S6036726A
- Authority
- JP
- Japan
- Prior art keywords
- supercharging
- cylinder
- pressure
- carburetor
- 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.)
- 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
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
- F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
- F02B33/22—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with pumping cylinder situated at side of working cylinder, e.g. the cylinders being parallel
-
- 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
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
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、複数の気筒のうち一部の気筒を、他の燃焼用
気筒に対する過給用の気筒にした多気筒内燃機関に関す
るものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a multi-cylinder internal combustion engine in which some of the cylinders are used for supercharging other combustion cylinders.
このように複数の気筒のうち一部の気筒を他の燃焼用気
筒に対する過給用気筒にした多気筒機関は、特公昭５１
−７２４°２号公報、特開昭５１＝９１４１６号公報及
び特開昭５２−７６り１７号公報等によって提案されて
いるが、これら先行技術のものは、気化器からの混合気
を総て一ロー過給用気筒に送って圧縮したのち他の燃焼
用気筒に供給するもので、機関の加速に際して燃料の燃
焼用気筒への供給遅れ、及び減速に際しての燃料のカッ
ト遅れが大きいから、加減速の応答性が悪いのであり、
また、機関の始動においても燃焼用気筒への混合気の流
入が遅れるから、機関の始動遅れが大きいのである。し
かも、機関の温度が低いか、吸入空気量が少ない運転時
において過給用気筒の内壁面に燃料が付着し易く、この
付着した燃料が、ピストン外周面との摺動隙間から下部
のクランクケースに流出するいわゆるオイルダイリュシ
ョンが発生するのであった。In this way, a multi-cylinder engine in which some of the cylinders were used as supercharging cylinders for other combustion cylinders was developed in the 1970s.
-724°2, JP-A-51-91416, and JP-A-52-76-17, etc., but these prior art methods do not completely process the air-fuel mixture from the carburetor. It is sent to the first low supercharging cylinder, compressed, and then supplied to the other combustion cylinders.There is a large delay in the supply of fuel to the combustion cylinders when the engine accelerates, and a large delay in fuel cut when the engine decelerates. The response of deceleration is poor,
Furthermore, when starting the engine, there is a delay in the inflow of the air-fuel mixture into the combustion cylinders, so there is a large delay in starting the engine. Furthermore, when the engine temperature is low or when the engine is operating with a small amount of intake air, fuel tends to adhere to the inner wall surface of the supercharging cylinder, and this adhered fuel flows through the sliding gap with the outer peripheral surface of the piston to the lower crankcase. So-called oil dilution occurs, which causes oil to flow out.
これに対して本件出願人は、先の特許出願（特別間５７
−１６２６６５号）において、吸気用エアクリーナから
の吸入空気をまず過給用気筒に導入し２て圧縮し、次い
でこの圧縮空気を気化器を経てから燃焼用気筒に供給す
るようにすることにより、燃料が過給用気筒に入らない
ようにして、オイルダイリｊ、ショＪンを防１にすると
共に、燃料の供給遅れ及び燃Ｈのカッ１−遅れにる不具
合が発生しないようにしたこと３−１に案した。In contrast, the applicant has filed an earlier patent application (Special Section 57
-162665), the intake air from the intake air cleaner is first introduced into the supercharging cylinder and compressed, and then this compressed air is supplied to the combustion cylinder after passing through the carburetor, thereby reducing the fuel consumption. By preventing oil from entering the supercharging cylinder, oil dilution and shock were prevented to 1, and problems such as fuel supply delay and fuel cut were prevented from occurring. 3-1 I devised a plan.
しかし、蝮数の気筒のうち一部の気筒を、他の燃焼用気
筒に苅する過給用気筒に構成した内燃機関では、その過
給用気筒の行程容積は、他の燃焼用気筒に対し７て過給
を行うように燃焼用気筒の行程容積よりも太きく Ｌ、
である一方、燃焼用気筒の回転数に対する吸入空気用の
増加率は、回転数が早くなることに伴−７て、過給用気
筒の回転数に対する用出空気早のＩｌ’ｌ １１１「ｆ
’＋よりも低下するがら、ｐＡ焼用気筒に幻する過給圧
は、機関の高回転域おいて著しく１−臂する仲間を呈す
る。従って、過給用気筒から燃焼用気筒への過給通路中
に設けろ気化器としては、この高回転域おｔＪる高い過
給圧に十分に而Ｊえるものにしなりればならな（ハばか
りが、高回転域おける高い過給圧のために、機関の耐久
性を用なうのであった。また、気化器のスロ７１、ル弁
の開度が小さいアイドリング乃至低負荷域では、スロッ
トル弁より下流側の圧力が真空側に大きくなることで、
スロットル弁のヒ流側と下流側との間の圧力差が大きく
なるから、スロットル弁よる空気量の制御及び燃料の供
給制御が変動して、機関のアイドリング乃至低負荷域で
の運転が著しく不安定になるのであった。However, in an internal combustion engine in which some of the cylinders in the number of cylinders are configured as supercharging cylinders that are connected to other combustion cylinders, the stroke volume of the supercharging cylinder is smaller than that of the other combustion cylinders. 7.L is larger than the stroke volume of the combustion cylinder to perform supercharging.
On the other hand, as the rotational speed becomes faster, the increase rate of the intake air to the rotational speed of the combustion cylinder is -7.
Although it is lower than '+', the supercharging pressure appearing in the pA combustion cylinder exhibits a remarkable 1-arm in the high rotational speed range of the engine. Therefore, the carburetor installed in the supercharging passage from the supercharging cylinder to the combustion cylinder must be able to handle the high supercharging pressure in this high rotation range. However, the durability of the engine was used for the high boost pressure in the high rotation range.Also, in the idling or low load range, the throttle valve As the pressure on the downstream side increases toward the vacuum side,
Since the pressure difference between the flow side and the downstream side of the throttle valve becomes large, the air flow control and fuel supply control by the throttle valve fluctuate, and engine idling or operation in the low load range becomes significantly impaired. It would become stable.
本発明は、前記先願発明におりる問題を改善するもので
あって、その要旨とするところは、過給用気筒と燃焼用
気筒とをつなぐ過給通ＩＪ＆に設＋）た気化器の」−流
側の過給圧を、大気圧以上のある圧力を越えないように
制御すると共に、気化器の下流側の圧力が真空側に大き
くなることに応じて低くするように制御することにある
。The present invention is intended to improve the problems encountered in the prior invention, and its gist is that the carburetor installed in the supercharging IJ connecting the supercharging cylinder and the combustion cylinder. - The supercharging pressure on the downstream side is controlled so as not to exceed a certain pressure above atmospheric pressure, and is controlled so as to be lowered as the pressure on the downstream side of the vaporizer increases toward the vacuum side. be.
以下本発明を３気筒内燃機関に適用した場合の実施例に
ついて説明すると、図において１は第一気筒２及び第三
気筒４を４ザイクルの燃焼用気筒とし、第二気筒３を２
サイクルの過給用気筒とした判型３気筒機関を示し、第
−及び第三気筒２．４には吸気弁５、ｔ’＋ ｆｌき吸
気ボート７．８と排気弁９．１０付き排気ボート１１．
１２とを、第二気筒３には逆止弁式の吸入弁１３付き吸
入ボート１４と同しくｊチ１に弁式の吐出弁１５付き吐
出ボート１６とを各々備え、第一気筒２及び第二気筒４
のピストン（よ同時に同一位相で上下動するが、第二気
筒３のピストンは第−及び第三気筒のピストンとは正反
対に一１丁υＪするようにクランク角で１８０度ずれて
いる一方、第一気筒２と第三気筒４とは、第一気筒２が
；Ｘ発行程のとき第三気筒４が吸気行程となるように点
火順序がクランク角で３６０度ずれており、第二気筒３
の最初の圧縮行程のとき第三気筒４が吸気行程で、第二
気筒３の次の圧縮行程のとき第一・気筒２が吸気行程で
あるように構成され、Ｈつ、′第二気筒３の行程容積は
、第−及び第三気筒２．４に対して過給ができるように
、第一気筒２又・は第三気筒４の行程容積よりも大きく
しである。Hereinafter, an embodiment in which the present invention is applied to a three-cylinder internal combustion engine will be described.
It shows a 3-cylinder engine with cylinders for supercharging of the cycle, and the first and third cylinders 2.4 have an intake valve 5, an intake boat 7.8 with t'+fl, and an exhaust boat with exhaust valve 9.10. 11.
12, the second cylinder 3 is equipped with a suction boat 14 with a check valve type suction valve 13, and the first cylinder 3 is equipped with a discharge boat 16 with a valve type discharge valve 15, respectively. two cylinder 4
(Although the pistons of the second cylinder 3 move up and down at the same time and in the same phase, the pistons of the second cylinder 3 are 180 degrees apart in crank angle so that they are exactly opposite to the pistons of the second and third cylinders. The firing order of the first cylinder 2 and the third cylinder 4 is shifted by 360 degrees in terms of crank angle so that when the first cylinder 2 is in the ;X stroke, the third cylinder 4 is in the intake stroke.
The configuration is such that the third cylinder 4 is in the intake stroke during the first compression stroke of the second cylinder 3, and the first cylinder 2 is in the intake stroke during the next compression stroke of the second cylinder 3. The stroke volume of the first cylinder 2 or the third cylinder 4 is larger than that of the first cylinder 2 or the third cylinder 4 so that the first and third cylinders 2.4 can be supercharged.
５−
１７は吸気用のエアクリーナで、該エアクリーナ１７を
吸気通路１８を介して前記第二気筒３の吸入ボート１４
に接続する一方、第二気筒３の吐出ボート１６を脈動消
去用のザージタンク１９を有する過給通路２０を介して
、前記第一気筒２及び第三気筒４の吸気ボート７．８に
対する吸気マニホールド２１に接続し、該過給通路２０
には、ザージタンク１９より下流側つまり吸気マニホー
ルド寄りにスロットル弁２２付き気化器２３が設＆−＋
られている。また、前記吸気通路１８には、気化器２３
のスロットル弁２２に連動して同時に１１つ同様に開閉
作動するようにした絞り弁２４が設けられ、更に機関１
の第−及び第三気筒２．４における排気ボート１１．１
２にば、排気マニホールド２５が接続されている。5-17 is an air cleaner for intake, and the air cleaner 17 is connected to the intake boat 14 of the second cylinder 3 via an intake passage 18.
On the other hand, the discharge boat 16 of the second cylinder 3 is connected to the intake manifold 21 for the intake boats 7.8 of the first cylinder 2 and the third cylinder 4 via a supercharging passage 20 having a surge tank 19 for eliminating pulsation. connected to the supercharging passage 20
A carburetor 23 with a throttle valve 22 is installed downstream of the surge tank 19, that is, closer to the intake manifold.
It is being Further, a carburetor 23 is provided in the intake passage 18.
11 throttle valves 24 are provided which are operated to open and close at the same time in conjunction with the throttle valve 22 of the engine 1.
Exhaust boats 11.1 in the first and third cylinders 2.4 of
2, an exhaust manifold 25 is connected.
２６は前記気化器２３より−１−流側における過給通路
２０又はサージクンク１９に設けた過給空気放出用のダ
イヤフラム式過給圧制御弁を示し、該過給圧制御弁２６
の弁棒３０に取り付く弁体２７を、その弁棒３０が連結
のダイヤフラム３１で区−〇−
成したダイヤフラム室２８内のばね２９にて閉方向に付
勢する一方、ダイヤフラム室２８内に前記気化器２３よ
り下流側の圧力を圧力伝達通路３２を介して導入するご
とにより、気化器２３より下流側の圧力が大気圧以下に
おけるある真空圧（例えば−２（１０ｍｍｌｌＨ）より
も真空側に大きくなると弁体２７がばね２９に抗して開
いて、気化器２３より一！−流側の過給空気を放出する
ように構成し、更に３３１；ｌ、前記気化器２３より上
流側における過給通路２０又は１トージタンク１９に設
けた過給空気放出用のリリーフ弁を示し、該リリーフ弁
３３はボート３４に対する弁体３５と、該弁体３５を常
閉に保持するばね３６とからなり、気化器２３より上？
Ｉ！？側のＴＩ力が大気圧以上のある圧力（例えば３０
０ ｍ ｍ ｔｌ ［）を越えると弁体３５がばね３６
に抗ｊ７て開いζ、気化器２３より−ＬＸ流側の過給空
気を放出するように構成してなるものである。Reference numeral 26 indicates a diaphragm type supercharging pressure control valve for discharging supercharged air provided in the supercharging passage 20 or the surge pump 19 on the -1- flow side from the carburetor 23, and the supercharging pressure control valve 26
The valve body 27 attached to the valve stem 30 is urged in the closing direction by a spring 29 in the diaphragm chamber 28 defined by the diaphragm 31 to which the valve stem 30 is connected. Each time the pressure downstream from the vaporizer 23 is introduced through the pressure transmission passage 32, the pressure downstream from the vaporizer 23 becomes greater than a certain vacuum pressure below atmospheric pressure (for example -2 (10mmllH)). Then, the valve body 27 opens against the spring 29 to release the supercharging air on the upstream side from the carburetor 23, and further supercharging air on the upstream side from the carburetor 23. A relief valve for releasing supercharged air provided in the passage 20 or one toge tank 19 is shown, and the relief valve 33 consists of a valve body 35 for the boat 34 and a spring 36 that keeps the valve body 35 normally closed. Above vessel 23?
I! ? The TI force on the side is at a pressure above atmospheric pressure (e.g. 30
When the value exceeds 0 m m tl [), the valve body 35 releases the spring 36
The opening ζ is opened at the opposite end of j7, and the supercharged air on the -LX flow side is discharged from the carburetor 23.
なお、前記制御弁２６及びリリーフ弁３３からの放出し
た過給空気は、第二気筒３に対して設けたバイパス通路
３７を介して前記絞り弁２４より上流側の吸気通！ｉ’
８１８に導入したり、或いは大気に直接放出するように
しても良い。Note that the supercharged air released from the control valve 26 and the relief valve 33 passes through a bypass passage 37 provided for the second cylinder 3 to the intake vent upstream of the throttle valve 24! i'
818 or directly released into the atmosphere.
この構成において、第二気筒３の最初のｒＴＥ縮行程の
とき、第三気筒４が吸気行程で、第二気筒３の次の圧縮
行程のとき第一気筒２が吸気行程であるから、エアクリ
ーナ１７から第二気筒３に吸入され、当該第二気筒３に
おいて圧縮された圧縮空気は、第一気筒２と第三気筒４
とに交互に吸気されるのであり、この場合、前記圧縮空
気に燃料を供給するための気化器２３を、過給用の第二
気筒３より下流側に設けたことにより、気化器２３から
供給された燃料は、過給用の第二気筒３を通過すること
なく、燃焼用の第一気筒２及び第三気筒４に入るのであ
る。In this configuration, when the second cylinder 3 is on the first rTE compression stroke, the third cylinder 4 is on the intake stroke, and when the second cylinder 3 is on the next compression stroke, the first cylinder 2 is on the intake stroke, so the air cleaner 17 The compressed air sucked into the second cylinder 3 from the
In this case, by providing the carburetor 23 for supplying fuel to the compressed air downstream of the second cylinder 3 for supercharging, the fuel is supplied from the carburetor 23. The fuel then enters the first cylinder 2 and third cylinder 4 for combustion without passing through the second cylinder 3 for supercharging.
そして、前記気化器２３より」二流側におりる過給圧が
、機関の高回転域においてリリーフ弁３３の設定圧に達
すると、当該リリーフ弁３３の弁体３５がばね３６に抗
して開いて、過給空気を放出することにより、過給圧の
それ以」―の上昇はなく、換言すれば過給圧は、機関の
高回転域においてもリリーフ弁３３の設定圧を越えるこ
とがないように制御されるのである。また、気化器２３
のスロットル弁２２を全閉に近い状態に閉作動してのア
イドリング乃至低１′Ｌ荷域では、スロットル弁２２よ
り下流側の圧力が大気圧以下になり、この圧力が大気圧
以下のある真空圧より真空側になると、この真空圧によ
って制御弁２６が開いて、気化器２３より上流側の過給
空気を放出する。この場合スロットル弁２２より下流側
の圧力は、スロットル弁２２を閉じる程これに追従して
真空側に大きくなり、これによって制御弁２６もより大
きく開いて、過給空気の放出量が増大することにより、
スロットル弁２２の」−流側の圧力がスロットル弁の閉
作動につれて次第に低下するから、スロットル弁の上流
側と下流側との間の圧力差が、大きくなるのを防止でき
るのである。When the supercharging pressure flowing from the carburetor 23 to the second stream side reaches the set pressure of the relief valve 33 in the high speed range of the engine, the valve body 35 of the relief valve 33 opens against the spring 36. By releasing the supercharging air, there is no further increase in the supercharging pressure, in other words, the supercharging pressure does not exceed the set pressure of the relief valve 33 even in the high engine speed range. It is controlled as follows. In addition, the vaporizer 23
In idling or low 1'L load range when the throttle valve 22 is closed to a state close to fully closed, the pressure downstream of the throttle valve 22 is below atmospheric pressure, and this pressure is below atmospheric pressure. When the pressure reaches the vacuum side, the control valve 26 opens due to the vacuum pressure, and the supercharged air on the upstream side of the carburetor 23 is released. In this case, the pressure on the downstream side of the throttle valve 22 increases toward the vacuum side as the throttle valve 22 is closed, and as a result, the control valve 26 also opens more widely, increasing the amount of supercharged air released. According to
Since the pressure on the downstream side of the throttle valve 22 gradually decreases as the throttle valve is closed, the pressure difference between the upstream side and the downstream side of the throttle valve can be prevented from increasing.
また、第２図は、気化器３の下流側の圧力に関連する制
御弁に、気化器２３より上流側圧力で作動するリリーフ
弁を組み込んだ場合の実施例を示９−−
す。すなわち、制御弁２６のばね２９付きダイヤフラム
室２８を構成するダイ十フム３１に連結した弁棒３０の
先端に、リリーフ弁を構成する弁体３５と、該弁体３５
を常閉に保持するばね３６とを設けたもので、過給圧が
大気圧以上のある圧力になると弁体３５がばね３６に抗
して開くことにより、過給圧のそれ以上の上昇を防止す
る一方、気化器２３より下流側の圧力が大気圧以下のあ
る真空圧になると弁体３５が、前記真空圧によりダイヤ
フラム３１のばね２９に抗して開き、過給圧を下げる作
用を行うのである。Further, FIG. 2 shows an embodiment in which a control valve related to the pressure on the downstream side of the carburetor 3 includes a relief valve that operates at a pressure on the upstream side of the carburetor 23. That is, at the tip of the valve rod 30 connected to the diaphragm 31 that forms the diaphragm chamber 28 with the spring 29 of the control valve 26, there is a valve body 35 that forms a relief valve, and a valve body 35 that forms a relief valve.
When the boost pressure reaches a certain pressure above atmospheric pressure, the valve body 35 opens against the spring 36 to prevent the boost pressure from increasing further. On the other hand, when the pressure on the downstream side of the carburetor 23 reaches a certain vacuum pressure below atmospheric pressure, the valve body 35 opens against the spring 29 of the diaphragm 31 due to the vacuum pressure, and acts to lower the supercharging pressure. It is.
なお、前記実施例は、３気筒機関における中央の第二気
筒３を過給用の気筒にした場合であったが、第−気筒又
は第三気筒を過給用の気筒にし、他の気筒を燃焼用の気
筒にしても良く、更に本発明は４気筒又は６気筒等の多
気筒内燃機関についても同様に適用できることはいうま
でもない。In addition, in the above embodiment, the central second cylinder 3 in a three-cylinder engine is used as a supercharging cylinder, but it is possible to use the first or third cylinder as a supercharging cylinder and use the other cylinders as a supercharging cylinder. It goes without saying that the cylinders may be used for combustion, and that the present invention is also applicable to multi-cylinder internal combustion engines such as 4-cylinder or 6-cylinder internal combustion engines.
以上の通り本発明は、複数の気筒のうち一部の気筒を、
他の燃焼用気筒に対する過給用気筒に構成した多気筒内
燃機関において、前記過給用気筒１０−
の吸入ボートにエアクリーナを接続する一力、過給用気
筒の田川ボー１から燃焼用気筒に至る過給通ＩＩ＋８中
ζン人ロノ１ル力゛付き気化器を設け、前記気化器と過
給用気筒との間の過給通１洛には、気化器より下流側の
圧力が大気圧以下のある真空圧になると当該過給１１回
路内の過給空気を放出するようにした過給■「制御ブ！
゛を設＋すると共に、気化器より−１゜流＋１ｌｌｌの
１１力が人気ｒ１１シｌ−のある圧力になると当該過給
通路内の過給空気を放出するようにしたリリーフ弁を設
（Ｊたごとを特徴とするもので、複数の気筒のうち一部
の気筒を、他の燃焼用の気筒に列する過給用の気筒に構
成した内燃開開において、気化器を過給用気筒の下流側
に設置Ｊることによって、機関の加減速の応答セ１及び
始動性を向十し、オイルダイリュショ１ンを防１トする
に際して、気化器を過給用気筒の下流＋１１１１に設け
ることの不旦合、つまり、機関の１１１１回転域におい
て過給圧が急上冒することにり１１）Ｃ気化３：ｉ ０
′）ｉ［ｊ・ｌ圧性を補償しｆＪＩＪれぽならないごと
、および１ｊｌｉ関におりるアイｌ−リング乃至低負荷
域の運転が不安定になること、更には機関の耐久性が低
下することを、前記制御弁及びリリーフ弁の作用によっ
て確実に回避できろ効果を有する。As described above, the present invention allows some of the plurality of cylinders to
In a multi-cylinder internal combustion engine configured as a supercharging cylinder for other combustion cylinders, there is a power for connecting an air cleaner to the intake boat of the supercharging cylinder 10-, and a connection from Tagawa boat 1 of the supercharging cylinder to the combustion cylinder. A carburetor with a power supply is provided between the carburetor and the supercharging cylinder, and the pressure on the downstream side of the carburetor is atmospheric pressure. Supercharging ■ "Control Bu!" that releases the supercharging air in the supercharging circuit 11 when the following vacuum pressure is reached:
At the same time, a relief valve was installed to release the supercharging air in the supercharging passage when the pressure of -1° flow + 1lll from the carburetor reached a certain pressure (J It is characterized by the fact that some cylinders out of multiple cylinders are configured as supercharging cylinders in line with other combustion cylinders. The carburetor is installed downstream of the supercharging cylinder to improve engine acceleration/deceleration response and startability and prevent oil dilution by installing the carburetor downstream. 11) C vaporization 3:i 0
') Compensating for i[j・l pressure characteristics and fJIJ reporting will not be possible, and operation in the low load range from the iris ring to 1jli will become unstable, and furthermore, the durability of the engine will decrease. This has the effect of being able to reliably avoid this by the action of the control valve and relief valve.
第１図は本発明の実施例を示す図、第２図は制御弁にリ
リーフ弁を紺の込んだときの断面図である。
１・・・内燃機関、２．３．４、・・・気筒、１７・・
・エアクリーナ、２０・・・吸気１ｆｆｌ路、２３・・
・気化器、２２・・・ス［１ソトル弁、２０・・・過給
通路、２６・・・制御弁、３３・・・リリーフ弁。
特許出願人 ダイハツ工業株式会？１FIG. 1 is a diagram showing an embodiment of the present invention, and FIG. 2 is a sectional view when a relief valve is inserted into the control valve. 1...Internal combustion engine, 2.3.4,...Cylinder, 17...
・Air cleaner, 20...Intake 1ffl path, 23...
- Carburetor, 22...S[1 Sotol valve, 20...Supercharging passage, 26...Control valve, 33...Relief valve. Patent applicant Daihatsu Motor Corporation? 1
Claims (1)
筒に対する過給用気筒に構成した多気筒内燃機関におい
て、前記過給用気筒の吸入ボートにエアクリーナを接続
する一方、過給用気筒の吐出ポートから燃焼用気筒に至
る過給通路中にスロットル弁付き気化器を設け、前記気
化器と過給用気筒との間の過給通路には、気化器より下
流側の圧力が大気圧以下のある真空圧になると当該過給
通路内の過給空気を放出するようにした過給圧制御弁を
設けると共に、気化器より上流側の圧力が大気圧以上の
ある圧力になると当該過給通路内の過給空気を放出する
ようにしたリリーフ弁を設けたことを特徴とする過給式
多気筒内燃機関。(1) In a multi-cylinder internal combustion engine in which some of the plurality of cylinders are configured as supercharging cylinders for other combustion cylinders, an air cleaner is connected to the intake boat of the supercharging cylinder; A carburetor with a throttle valve is provided in the supercharging passage leading from the discharge port of the supply cylinder to the combustion cylinder, and the supercharging passage between the carburetor and the supercharging cylinder is provided with a pressure downstream from the carburetor. A supercharging pressure control valve is provided that releases the supercharging air in the supercharging passage when the vacuum pressure reaches a certain vacuum pressure below atmospheric pressure, and when the pressure upstream from the carburetor reaches a certain vacuum pressure above atmospheric pressure. A supercharged multi-cylinder internal combustion engine characterized by being provided with a relief valve configured to release supercharged air in the supercharging passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14596883A JPS6036726A (en) | 1983-08-09 | 1983-08-09 | Supercharged multi-cylinder internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14596883A JPS6036726A (en) | 1983-08-09 | 1983-08-09 | Supercharged multi-cylinder internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6036726A true JPS6036726A (en) | 1985-02-25 |
Family
ID=15397158
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14596883A Pending JPS6036726A (en) | 1983-08-09 | 1983-08-09 | Supercharged multi-cylinder internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6036726A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61171836U (en) * | 1985-04-15 | 1986-10-25 | ||
| JPS6387230U (en) * | 1986-11-28 | 1988-06-07 | ||
| JPS63174538U (en) * | 1987-04-15 | 1988-11-11 |
-
1983
- 1983-08-09 JP JP14596883A patent/JPS6036726A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61171836U (en) * | 1985-04-15 | 1986-10-25 | ||
| JPH053714Y2 (en) * | 1985-04-15 | 1993-01-28 | ||
| JPS6387230U (en) * | 1986-11-28 | 1988-06-07 | ||
| JPS63174538U (en) * | 1987-04-15 | 1988-11-11 |
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