JPS6047826A - Internal combustion engine with turbocharger - Google Patents

Internal combustion engine with turbocharger

Info

Publication number
JPS6047826A
JPS6047826A JP58154343A JP15434383A JPS6047826A JP S6047826 A JPS6047826 A JP S6047826A JP 58154343 A JP58154343 A JP 58154343A JP 15434383 A JP15434383 A JP 15434383A JP S6047826 A JPS6047826 A JP S6047826A
Authority
JP
Japan
Prior art keywords
engine
time
throttle
chamber
turbine
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
Application number
JP58154343A
Other languages
Japanese (ja)
Inventor
Ryutaro Yamazaki
隆太郎 山崎
Shinya Adachi
真也 安達
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.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
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 Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP58154343A priority Critical patent/JPS6047826A/en
Publication of JPS6047826A publication Critical patent/JPS6047826A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M3/00—Idling devices for carburettors
    • F02M3/06—Increasing idling speed
    • F02M3/062—Increasing idling speed by altering as a function of motor r.p.m. the throttle valve stop or the fuel conduit cross-section by means of pneumatic or hydraulic means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • 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)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

PURPOSE:To synchronize operation of a turbine with rotation of an engine at the time of rapid acceleration of the engine, by opening a throttle valve a little by a valve opening mechanism in case that the engine is decelerated at the time of medium- or high-speed operation, and turning the turbine by exhaust gas even at the time of decelerating the engine. CONSTITUTION:In high-speed region of engine operation, solenoids 21, 22 are both operated by a signal given from an ignition timing control unit 23, and a second chamber 17c and a third chamber 17d of a throttle opener 17 are communicated with an intake port of an engine 3. When the pressure at the intake port becomes lower than the atmospheric pressure at the time of decelerating the engine, diaphragms 18, 19 are both pulled upward and an upward movement restricting pin 20 of the diaphragm 19 is also moved upward, so that the diaphragm 18 is moved to an upper position that at the time of medium-speed operation of the engine. Resultantly, a rod 16 is further moved upward, and a link lever 14 is turned a large angle in the clockwise direction. Therefore, movement of a throttle lever 13 is restricted at the time of deceleration and the throttle valve is opened to a larger angle that at the time of medium-speed operation of the engine.

Description

【発明の詳細な説明】 本発明は、ターボ過給機付内燃エンジンのターボラグの
改良に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to improving turbo lag in a turbocharged internal combustion engine.

ターボ過給機付内燃エンジンを搭載した車両が走行中減
速した後に急加速しようとすると、所謂ターボラグと称
する加速遅れの現象が生じる。これは、減速した際にス
ロットル弁が閉じて混合ガスがエンジンに供給されない
ため、ターボ過給機のターにンの回転が少なくなり、そ
の際に急、加速を行なうと、排気ガスがタービンまで到
達していないことから、タービンの回転が同調しないこ
とにある。When a vehicle equipped with a turbocharged internal combustion engine decelerates while running and then attempts to suddenly accelerate, a phenomenon of acceleration delay called so-called turbo lag occurs. This is because when decelerating, the throttle valve closes and mixed gas is not supplied to the engine, which reduces the rotation of the turbocharger's turbine, and if you suddenly accelerate at that time, the exhaust gas will flow up to the turbine. This is due to the fact that the turbine rotations are not synchronized.

本発明は以上の点に鑑みなされたもので、排気系に設け
たタービンと、該タービンによって、駆動される吸気系
に設けたコンプレッサを有するターボ過給機付内燃エン
ジンにおいて、前記コンプレッサとエンジンとの間に設
けた気化器のスロットル弁を、エンジン高回転時の減速
時に許小開く開弁機構をスロットル弁に連結したことを
特徴とし、その目的とするところは、走行中減速した後
急加速した場合でもエンジン回転がスムーズに上昇する
ようにしたターボ過給機付内燃エンジンを提供すること
にある。The present invention has been made in view of the above points, and provides an internal combustion engine with a turbocharger, which includes a turbine provided in the exhaust system and a compressor provided in the intake system driven by the turbine. The throttle valve of the carburetor installed between the two is connected to a valve opening mechanism that opens slightly during deceleration at high engine speeds, and its purpose is to prevent sudden acceleration after deceleration while driving. To provide an internal combustion engine with a turbo supercharger whose engine rotation speed increases smoothly even when the engine speed increases.

以下、本発明を図示の一実施例について説明する。Hereinafter, the present invention will be described with reference to an illustrated embodiment.

自動二輪車１に搭載されたＶ型内燃エンジン２の前方下
部には、排気系に設けたタービンと、該タービンによっ
て駆動される吸気系に設けたコンプレッサを有するター
ボ過給機３が付設されており、エアクリーナ４より吸気
ダクト５を介して吸気されたエアは、ターボ過給機３の
コンプレッサにて圧送され、吸気ダクト６を介してプレ
チャンバ７に蓄えられ、分岐されて一対の気化器８，８
に送られ、燃料との混合気を夫々のエンジン２ａ。A turbo supercharger 3 having a turbine installed in an exhaust system and a compressor installed in an intake system driven by the turbine is attached to the front lower part of a V-type internal combustion engine 2 mounted on a motorcycle 1. Air taken in from the air cleaner 4 through the intake duct 5 is compressed by the compressor of the turbocharger 3, stored in the prechamber 7 through the intake duct 6, and branched into a pair of carburetors 8, 8
The mixture with fuel is sent to each engine 2a.

２ａに吸入され、燃焼した排気ガスは、排気ダクト９，
９を介してターボ過給＠３のタービンを回転させ、排気
ダクト１０からマフラ１１を介して排気される。The exhaust gas sucked into 2a and combusted is passed through the exhaust duct 9,
The turbine of the turbocharger @ 3 is rotated through the exhaust duct 9 and the exhaust gas is exhausted through the muffler 11 from the exhaust duct 10 .

気化器８のスロットルバルブを開閉するスロットルシャ
フト１２にハ、スロットルレバー１３が固設されるとと
もに、該レバー１３の開弁度を規制するリンクレバー１
４が回動可能に設けられており、リンクレバー１４の先
端に形成した規制部１４ａにスロットルレバ−１３の先
端に螺出入可能に設けられたアジャストボルト１５の先
端が当接しλ該アジャストボルト１５を螺動させてスロ
ットルバルブ′が閉弁状態にあるようにスロットルレバ
ー１３の位置を調整する。A throttle lever 13 is fixed to a throttle shaft 12 that opens and closes a throttle valve of the carburetor 8, and a link lever 1 that regulates the opening degree of the lever 13.
4 is rotatably provided, and the tip of an adjustment bolt 15, which is screwably provided at the tip of the throttle lever 13 and can be screwed in and out, comes into contact with a regulating portion 14a formed at the tip of the link lever 14. Adjust the position of the throttle lever 13 so that the throttle valve' is in the closed state by screwing the lever.

リンクレバー１４には、ロッド１６の一端が取付けられ
、該ロッド１６の他端はスロットルオープナ１７内に挿
入されている。スロットルオープナ１７は、内部に隔壁
１７ｆａが設けられて、下部と上室が形成され、下室と
上室とに夫々ダイヤフラム１８．１９を張設し、ダイヤ
フラム１８にロッド１６の他端を取付け、またダイヤフ
ラム１９にダイヤフラム１８の上昇規制ビン２０を設け
、隔壁１７ａを貫通して下室に先端を突出している。One end of a rod 16 is attached to the link lever 14, and the other end of the rod 16 is inserted into a throttle opener 17. The throttle opener 17 is provided with a partition wall 17fa inside to form a lower chamber and an upper chamber, diaphragms 18 and 19 are respectively installed in the lower chamber and the upper chamber, and the other end of the rod 16 is attached to the diaphragm 18. Further, the diaphragm 19 is provided with a pin 20 for regulating the rise of the diaphragm 18, which penetrates the partition wall 17a and projects into the lower chamber.

そして、下室のダイヤフラム１８下部に第１室１７ｂを
、下室のダイヤフラム１Ｂ上部と上室のダイヤス２ム１
９下部との間に第２室１７０を、上室のダイヤフラム１
９上部に第３室１７ｄを画成し、第１室１７ｂはロッド
１６の周囲よシ大気に、第２室１７Ｃ１第３室１７ｄは
夫々ソレノイドバルブ２１．２２を介してエンジン３の
吸気ボートに接続し、該バルブ２１．２２の開閉によっ
て吸気ポートと大気のいずれかに連通している。１８ａ
はダイヤフラム１８を第１室１７ｂ側に押圧するリター
ンスプリング１９ａはダイヤフラム１９を隔壁１７ａ側
に押圧するリターンスプリングである。The first chamber 17b is located below the diaphragm 18 in the lower chamber, and the diaphragm 1B in the lower chamber and the diaphragm 2m 1 in the upper chamber are connected to each other.
A second chamber 170 is provided between the lower part of the diaphragm 1 of the upper chamber.
A third chamber 17d is defined above the rod 16, and the first chamber 17b is connected to the atmosphere around the rod 16, and the second chamber 17C1 and the third chamber 17d are connected to the intake boat of the engine 3 through solenoid valves 21 and 22, respectively. The intake port communicates with either the atmosphere by opening or closing the valves 21 and 22. 18a
A return spring 19a that presses the diaphragm 18 toward the first chamber 17b is a return spring that presses the diaphragm 19 toward the partition wall 17a.

ソ１／ノイドバルブ２１．２２は点火時期制御ユニット
２３からの信号で作動する。乙の制御ユニット２３は、
第３図に示す如くゼネレータ２４の回転を二つのセンサ
２５，２５及び気化器のスロットル弁下流の圧力をＰＢ
　センサ２６にて夫々検出し、これらを中央処理装置Ｃ
ＰＵに入力し、記憶装置ＲＯＭにて比軽され、中央処理
装置ＣＰＵよす出力し、パワーアンプＰＡを介してイグ
ニッションコイルＩｇ及び点火プラグＳ、Ｐを制御する
とともに、ソレノイドバルブ２１．２２のソレノイド２
１ａ、２２ｂを制御する。The solenoid valves 21 and 22 are actuated by signals from the ignition timing control unit 23. Party B's control unit 23 is
As shown in Fig. 3, the rotation of the generator 24 is measured by two sensors 25, 25, and the pressure downstream of the throttle valve of the carburetor is measured by PB.
These are detected by the sensor 26 and sent to the central processing unit C.
It is input to the PU, compared in the storage device ROM, and output to the central processing unit CPU, which controls the ignition coil Ig and spark plugs S and P via the power amplifier PA, and also controls the solenoids of the solenoid valves 21 and 22. 2
1a and 22b.

次に、このように構成された装置の作動について説明す
る。Next, the operation of the device configured in this way will be explained.

エンジン２の低速回転域では、点火時期制御ユニット２
３からの指令が発信されず、ソレノイド２１ａ、２２ａ
はオフになっており、スロットルオープナ１７の各室１
７ｂ、１７０，１７ｄは全て大気圧になっており、リン
クレバー１４はフリーの状態となっており、スロットル
バルブは減速中も全閉になっている。In the low speed rotation range of the engine 2, the ignition timing control unit 2
The command from 3 is not sent, and the solenoids 21a and 22a
is off, and each chamber 1 of throttle opener 17
7b, 170, and 17d are all at atmospheric pressure, the link lever 14 is in a free state, and the throttle valve is fully closed even during deceleration.

エンジン２の中速回転域では、点火時期制御ユニット２
３からの信号で、ソレノイド２１が作動し、スロットル
オープナ１７の第２室１７０がエンジン２の吸気ボート
と連通ずる。したがって減速時に該吸気ボートが大気圧
より負圧になると、ダイヤフラム１８，１９が互いに引
き寄せられ、ダイヤフラム１８が上昇規制ピン２０に当
接するまで引き上げられてロッド１６が上昇し、リンク
レバー１４が第２図において時計方向に回動する。In the medium speed rotation range of the engine 2, the ignition timing control unit 2
The solenoid 21 is actuated by the signal from the engine 3, and the second chamber 170 of the throttle opener 17 communicates with the intake boat of the engine 2. Therefore, when the intake boat becomes negative pressure than atmospheric pressure during deceleration, the diaphragms 18 and 19 are drawn together, and the diaphragm 18 is pulled up until it comes into contact with the rise regulating pin 20, causing the rod 16 to rise, and the link lever 14 to move to the second position. Rotates clockwise in the figure.

これによシ、スロットルレバー１３は減速時に規制され
て全閉より少し開弁する。As a result, the throttle lever 13 is regulated during deceleration and is slightly opened rather than fully closed.

エンジン２の高速回転域では、点火時期制御ユニット２
３からの信号で、ソレノイド２１ａ、２２ａが共に作動
し、スロットルオープナ１７の第２室１７０及び第３室
１７ｄがエンジン３の吸気ボートと連通ずる。したがっ
て、減速時に該吸気ボートが大気圧より負圧になるとダ
イヤフラム１８．１９が共に上方に引き上げられ、ダイ
ヤフラム１９の上昇規制ビン２０が上昇していることか
ら、ダイヤフラム１８は中回転域の場合よシも上方に引
き上げられている。これによりロッド１６は一層上昇し
、リンクレバー１４が第２図において時計方向により大
きく回動する。したがってスロットルレバー１３は減速
時に規制され、中回転域より大きく開弁する。In the high speed range of the engine 2, the ignition timing control unit 2
3, the solenoids 21a and 22a operate together, and the second chamber 170 and third chamber 17d of the throttle opener 17 communicate with the intake boat of the engine 3. Therefore, when the intake boat becomes a negative pressure than the atmospheric pressure during deceleration, both the diaphragms 18 and 19 are pulled upward, and since the rise regulating bin 20 of the diaphragm 19 is raised, the diaphragm 18 is Shi is also pulled upwards. This causes the rod 16 to rise further and the link lever 14 to rotate more clockwise in FIG. 2. Therefore, the throttle lever 13 is restricted during deceleration and opens more than in the middle rotation range.

このように、エンジンの回転域に応じて２段階に減速時
の開弁量を規制すると、エンジンブレーキの効果とタイ
ムラグの減少の効果が一層向上する。In this way, by regulating the valve opening amount during deceleration in two stages depending on the engine rotation range, the effect of engine braking and the effect of reducing time lag are further improved.

本発明は、以上のように中高回転域に減速した場合にス
ロットルバルブを許小開くように構成したから、減速中
でも排気ガスがタービンを回転させているので、急加速
した場合でもタービンはエンジンの回転に同調する。し
たがってターボ過給機付内燃エンジンにおけるターボラ
グを解消することができる。As described above, the present invention is configured so that the throttle valve opens slightly when the speed is decelerated to a mid-to-high speed range, so the exhaust gas continues to rotate the turbine even during deceleration, so even when the engine accelerates suddenly, the turbine continues to rotate. Synchronize with rotation. Therefore, turbo lag in a turbocharged internal combustion engine can be eliminated.

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

第１図はターボ過給機付内燃エンジンを塔載した自動二
輪車の一例を示す正面図、第２図は本発明装置を示す一
部切欠正面図、第３図は本発明のバルブオープナの制御
ユニットの一例を示す回路図である。 ２はターボ過給機、３は内燃エンジン、８は気化器、１
２はスロットルシャフト、１３はスロットルレバー、１
４はリンクレバー、１６Ｕロツド、１７はバルブオープ
ナ、１８．１９はダイヤスラム、２１．２２はソレノイ
ドバルブ、２３は点火時期制御ユニットである。Fig. 1 is a front view showing an example of a motorcycle equipped with a turbocharged internal combustion engine, Fig. 2 is a partially cutaway front view showing the device of the present invention, and Fig. 3 is a control of the valve opener of the present invention. It is a circuit diagram showing an example of a unit. 2 is a turbo supercharger, 3 is an internal combustion engine, 8 is a carburetor, 1
2 is the throttle shaft, 13 is the throttle lever, 1
4 is a link lever, 16U rod, 17 is a valve opener, 18.19 is a diaphragm, 21.22 is a solenoid valve, and 23 is an ignition timing control unit.

Claims (1)

【特許請求の範囲】[Claims] １、　排気系に設けたタービンと、該タービンにあって
駆動される吸気系に設けたコンプレッサを有するターボ
過給機付内燃エンジンにおいて、前記コンプレッサとエ
ンジンとの間に設けた気化器のスロットル弁をエンジン
高回転時の減速時に許小開＜ｐ＊機構をスロットル弁に
連結したことを特徴とするターボ過給機付内燃エンジン
。1. In an internal combustion engine with a turbocharger having a turbine provided in the exhaust system and a compressor provided in the intake system driven by the turbine, a throttle valve of a carburetor provided between the compressor and the engine. An internal combustion engine with a turbo supercharger, characterized in that a small opening <p* mechanism is connected to a throttle valve during deceleration at high engine speeds.
JP58154343A 1983-08-24 1983-08-24 Internal combustion engine with turbocharger Pending JPS6047826A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP58154343A JPS6047826A (en) 1983-08-24 1983-08-24 Internal combustion engine with turbocharger

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58154343A JPS6047826A (en) 1983-08-24 1983-08-24 Internal combustion engine with turbocharger

Publications (1)

Publication Number Publication Date
JPS6047826A true JPS6047826A (en) 1985-03-15

Family

ID=15582075

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58154343A Pending JPS6047826A (en) 1983-08-24 1983-08-24 Internal combustion engine with turbocharger

Country Status (1)

Country Link
JP (1) JPS6047826A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1106413A2 (en) 1999-11-30 2001-06-13 Honda Giken Kogyo Kabushiki Kaisha Radiator mounting structure
US6260609B1 (en) 1999-02-24 2001-07-17 Honda Giken Kogyo Kabushiki Kaisha Radiator attachment structure

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6260609B1 (en) 1999-02-24 2001-07-17 Honda Giken Kogyo Kabushiki Kaisha Radiator attachment structure
EP1106413A2 (en) 1999-11-30 2001-06-13 Honda Giken Kogyo Kabushiki Kaisha Radiator mounting structure
US6412581B2 (en) 1999-11-30 2002-07-02 Honda Giken Kogyo Kabushiki Kaisha Radiator mounting structure

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