JPS61126325A - Multi-cylinder type internal combustion engine provided supercharger - Google Patents
Multi-cylinder type internal combustion engine provided superchargerInfo
- Publication number
- JPS61126325A JPS61126325A JP24814584A JP24814584A JPS61126325A JP S61126325 A JPS61126325 A JP S61126325A JP 24814584 A JP24814584 A JP 24814584A JP 24814584 A JP24814584 A JP 24814584A JP S61126325 A JPS61126325 A JP S61126325A
- Authority
- JP
- Japan
- Prior art keywords
- supercharger
- throttle valve
- internal combustion
- engine
- combustion engine
- 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
Landscapes
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】
〔発明の技術分野〕
本発明は過給機を設けた多気筒内燃機関に関し、特に機
関駆動式の過給機を設けた場合に好適な多気筒内燃機関
に関するものである。[Detailed Description of the Invention] [Technical Field of the Invention] The present invention relates to a multi-cylinder internal combustion engine equipped with a supercharger, and particularly relates to a multi-cylinder internal combustion engine suitable for use with an engine-driven supercharger. be.
多気筒内燃機関では、絞り弁で調整された吸気を複数の
シリンダに対し均一に分配するため、絞り弁と多岐管と
の間に、容量の大きなサージタンクが設けられている。In a multi-cylinder internal combustion engine, a large-capacity surge tank is provided between the throttle valve and the manifold in order to uniformly distribute the intake air adjusted by the throttle valve to a plurality of cylinders.
ところが、このような多気筒内燃機関が、特開昭５６−
１６７８１７号公報に開示されるような過給機付である
ときは、過給機によって過給された吸気が、いったん容
量の大きなサージタンクに入ったのち、多岐管の各分岐
管を経て各シリンダへ分配されるため、絞り弁で調節さ
れた吸気がシリンダに達するまでの時間が、単気筒内燃
機関に比べて遅れが大きくなる。そのため、過給機付の
多気筒内燃機関では、エンジン出力に対する応答特性が
悪くなるという問題がある。However, such a multi-cylinder internal combustion engine
When equipped with a supercharger as disclosed in Publication No. 167817, the intake air supercharged by the supercharger enters a large-capacity surge tank, and then passes through each branch pipe of the manifold to each cylinder. As a result, the time it takes for the intake air regulated by the throttle valve to reach the cylinder is delayed compared to a single-cylinder internal combustion engine. Therefore, in a multi-cylinder internal combustion engine equipped with a supercharger, there is a problem in that the response characteristics to the engine output deteriorate.
本発明の目的は、絞り弁の操作に対する出力の応答特性
を向上することができる過給機付の多気筒内燃機関を提
供することにある。An object of the present invention is to provide a multi-cylinder internal combustion engine with a supercharger that can improve output response characteristics to throttle valve operation.
上記目的を達成する本発明は、過給機を設けた吸気通路
の下流に、サージタンクを介して多岐管を設け、この多
岐管の各分岐管にそれぞれシリンダを接続した多気筒内
燃機関において、吸気量を調節する絞り弁を、前記分岐
管にそれぞれ設けたことを特徴とするものである。The present invention achieves the above object in a multi-cylinder internal combustion engine in which a manifold pipe is provided downstream of an intake passage provided with a supercharger via a surge tank, and a cylinder is connected to each branch pipe of the manifold pipe. The present invention is characterized in that a throttle valve for adjusting the amount of intake air is provided in each of the branch pipes.
以下、本発明を図に示す実施例により説明する。 Hereinafter, the present invention will be explained with reference to embodiments shown in the drawings.
図において、ｌはシリンダ１ａを複数個設けた多気筒型
のエンジンである。複数のシリンダ１ａには、それぞれ
に多岐管の各分岐管２が接続され、これら複数の分岐管
２は、容量の大きなサージタンク３を介して、吸気通路
４に接続されている。上記サージタンク３の下流側の各
分岐管２には、燃料噴射ノズル５と吸気量を調節する絞
り弁６が設けられている。In the figure, l is a multi-cylinder engine having a plurality of cylinders 1a. Each branch pipe 2 of a manifold pipe is connected to each of the plurality of cylinders 1a, and the plurality of branch pipes 2 are connected to an intake passage 4 via a surge tank 3 having a large capacity. Each branch pipe 2 on the downstream side of the surge tank 3 is provided with a fuel injection nozzle 5 and a throttle valve 6 for adjusting the amount of intake air.
上記吸気通路４には、一対のロータ７ａ、７ａから構成
された容積型ポンプの過給機７が設けられている。この
過給機７番よ、電磁クラッチ８を介し、ベルト９によっ
てエンジン１のクランク軸１０に接続され、このクラン
ク軸１０の動力によって回転駆動されるようになってい
る。The intake passage 4 is provided with a supercharger 7, which is a positive displacement pump and includes a pair of rotors 7a, 7a. This supercharger No. 7 is connected to the crankshaft 10 of the engine 1 via an electromagnetic clutch 8 and a belt 9, and is driven to rotate by the power of the crankshaft 10.
また、吸気通路４には、上記過給機７を迂回するバイパ
ス１１が設けられ、このバイパス１１には、主通路１１
ａと副通路１１ｂとが互いに平行に形成されている。上
記主通路１１ａには、常閉の絞り弁１２が設けられ、ま
た副通路１１ｂには、全開と全閉とに交互に切換えられ
る電磁弁１３が設けられている。Further, the intake passage 4 is provided with a bypass 11 that bypasses the supercharger 7, and this bypass 11 includes a main passage 11.
a and the sub passage 11b are formed parallel to each other. The main passage 11a is provided with a normally closed throttle valve 12, and the sub passage 11b is provided with an electromagnetic valve 13 that is alternately switched between fully open and fully closed.
上記絞り弁１２は、ロフト１４を介して駆動部１５に接
続されている。この駆動部１５は、上記ロフト１４の下
端を内部のダイヤフラム１６に連結し、そのロフト１４
を圧縮スプリング１７の弾性力によって引っ張ることに
より、絞り弁１２を常時閉弁状態にしている。また、駆
動部１５内のダイヤフラム室１８は、連結管１９を介し
て上記バイパス１１の下流側に連通し、過給機７の過給
圧が高くなりすぎたとき、その過給圧をダイヤフラム１
６に作用させることにより、ロフト１４を圧縮スプリン
グ１７の弾性力に抗して押し戻し、絞り弁１２を開弁さ
せる。The throttle valve 12 is connected to a drive section 15 via a loft 14. This drive unit 15 connects the lower end of the loft 14 to an internal diaphragm 16, and the loft 14
The throttle valve 12 is kept in a normally closed state by being pulled by the elastic force of the compression spring 17. The diaphragm chamber 18 in the drive unit 15 communicates with the downstream side of the bypass 11 via a connecting pipe 19, and when the supercharging pressure of the supercharger 7 becomes too high, the supercharging pressure is transferred to the diaphragm 1.
6, the loft 14 is pushed back against the elastic force of the compression spring 17, and the throttle valve 12 is opened.
すなわち、絞り弁１２はリリーフ弁として作用
（し、過剰な過給圧によるエンジン１の破損を防止す
るようにしている。That is, the throttle valve 12 acts as a relief valve.
(This is to prevent damage to the engine 1 due to excessive boost pressure.
一方、上記副通路１１ｂに設けた電磁弁１３と、過給機
７に設けた電磁クラッチ８とは、エンジン１の負荷に応
じて作動するスイッチ２１によって同時操作される。こ
のスイッチ２１の駆動部２０は、弾性材からなるダイヤ
フラム２２とダイヤフラム室２３とからなり、そのダイ
ヤフラム２２に、上記スイッチ２１の接触子を付設した
ピストン２１ａを連結している。また、ダイヤフラム室
２３は、連結管２４を介して絞り弁６の下流側に連通し
ている。この連結管２４は、各シリンダ１ａ毎に接続さ
れた分岐管２同士を互いに連通ずる吸気バランス管２５
を介して絞り弁６の下流側に連通している。On the other hand, the electromagnetic valve 13 provided in the auxiliary passage 11b and the electromagnetic clutch 8 provided in the supercharger 7 are simultaneously operated by a switch 21 that is activated according to the load of the engine 1. The drive unit 20 of the switch 21 is composed of a diaphragm 22 made of an elastic material and a diaphragm chamber 23, and the diaphragm 22 is connected to a piston 21a to which a contact of the switch 21 is attached. Further, the diaphragm chamber 23 communicates with the downstream side of the throttle valve 6 via a connecting pipe 24 . This connecting pipe 24 includes an intake balance pipe 25 which communicates the branch pipes 2 connected to each cylinder 1a with each other.
It communicates with the downstream side of the throttle valve 6 via.
このように構成された駆動部２０のダイヤフラム２２は
、エンジン１が低負荷運転の時は、絞り弁６下流側の高
い負圧の吸気圧によって吸引されるため、ピストン２１
ａを引っ張り、スイッチ２１をオフ状態にする。これに
対し、エンジン１の負荷が所定以上になって吸気圧の負
圧が小さくなると、ダイヤフラム２２はそれ自身の弾性
力によってピストン２１ａを押し戻し、スイッチ２１を
オンに切換える。When the engine 1 is operating at a low load, the diaphragm 22 of the drive unit 20 configured in this way is sucked by the high negative intake pressure downstream of the throttle valve 6, so that the piston 21
Pull a to turn off the switch 21. On the other hand, when the load on the engine 1 exceeds a predetermined value and the negative pressure of the intake pressure becomes small, the diaphragm 22 pushes back the piston 21a by its own elastic force and turns on the switch 21.
上述のようにスイッチ２１がオフのときは、上記電磁ク
ラッチ８は切断し、クランク軸１０の動力は過給機７に
伝達されず、また上記電磁弁１３は全開になっている。As described above, when the switch 21 is off, the electromagnetic clutch 8 is disconnected, the power of the crankshaft 10 is not transmitted to the supercharger 7, and the electromagnetic valve 13 is fully open.
これに対し、スイッチ２１がオンに切換ねると、電磁ク
ラッチ８が接続して、クランク軸１０の動力が過給機７
に伝達され、かつ電磁弁１３は全閉に切換わる。On the other hand, when the switch 21 is turned on, the electromagnetic clutch 8 is connected and the power from the crankshaft 10 is transferred to the supercharger 7.
, and the solenoid valve 13 is switched to fully closed.
さて、上述した多気筒内燃機関によると、エンジン１が
高負荷域で運転されるときは、電磁クラッチ１３が接続
しているため、過給機７が駆動されて吸気の過給を行う
。この過給された吸気は、サージタンク３を経て分岐管
２の絞り弁６に至り、その状態において絞り弁６で調節
された吸気がシリンダ１ａ毎へ吸入されるため、殆ど時
間遅れはない。すなわち、絞り弁で調節されたのち、サ
ージタンクを経てからシリンダへ吸入される従来装置の
ような時間遅れはなく、単気筒内燃機関なみの高い応答
特性を発１■することができる。Now, according to the multi-cylinder internal combustion engine described above, when the engine 1 is operated in a high load range, the electromagnetic clutch 13 is connected, so the supercharger 7 is driven to supercharge the intake air. This supercharged intake air passes through the surge tank 3 and reaches the throttle valve 6 of the branch pipe 2, and in this state, the intake air regulated by the throttle valve 6 is sucked into each cylinder 1a, so there is almost no time delay. That is, there is no time lag like in conventional systems where the intake is adjusted by a throttle valve, passed through a surge tank, and then entered into a cylinder, and it is possible to generate response characteristics as high as a single cylinder internal combustion engine.
なお、上述の実施例では、過給８３１７がエンジン出力
によって駆動される機関駆動式である場合について説明
したが、本発明は、排気を利用して駆動する排気ターボ
式過給機を設けた多気筒内燃機関にも適用可能である。In addition, in the above-mentioned embodiment, the case where the supercharger 8317 is an engine-driven type driven by engine output has been described, but the present invention is a multi-engine supercharger equipped with an exhaust turbo-type supercharger that is driven using exhaust gas. It is also applicable to cylinder internal combustion engines.
（発明の効果〕
上述したように、本発明は、過給機を設けた吸気通路の
下流に、サージタンクを介して多岐管を設け、この多岐
管の各分岐管にそれぞれシリンダを接続した多気筒内燃
機関において、吸気量を調節する絞り弁を、前記分岐管
にそれぞれ設ける構成としたので、絞り弁操作によって
調節された吸気を直ちにシリンダに吸入させることがで
き、従来の多気筒内燃機関に比べて出力の応答特性を向
上することができる。(Effects of the Invention) As described above, the present invention provides a manifold pipe downstream of an intake passage in which a supercharger is provided via a surge tank, and a multiplicity pipe in which a cylinder is connected to each branch pipe of the manifold pipe. In a cylinder internal combustion engine, a throttle valve for adjusting the amount of intake air is provided in each of the branch pipes, so that the intake air adjusted by the throttle valve operation can be immediately drawn into the cylinder, which is different from the conventional multi-cylinder internal combustion engine. In comparison, the output response characteristics can be improved.
第１図は本発明の実施例による多気筒内燃機関の概略を
示す平面図、第２図は同内燃機関の概略を示す縦断面図
である。
１・・・エンジン、 ｌａ・・・シリンダ、 ２
・・・・（多岐管の）分岐管、３・・・サージタンク、
４・・・吸気通路、 ５・・・燃料噴射ノズル、
６・・・絞り弁、 ７・・・過給機。FIG. 1 is a plan view schematically showing a multi-cylinder internal combustion engine according to an embodiment of the present invention, and FIG. 2 is a longitudinal sectional view schematically showing the same internal combustion engine. 1...Engine, la...Cylinder, 2
... (manifold) branch pipe, 3... surge tank,
4... Intake passage, 5... Fuel injection nozzle,
6... Throttle valve, 7... Supercharger.
Claims (1)
して多岐管を設け、この多岐管の各分岐管にそれぞれシ
リンダを接続した多気筒内燃機関において、吸気量を調
節する絞り弁を、前記分岐管にそれぞれ設けたことを特
徴とする過給機付の多気筒内燃機関。In a multi-cylinder internal combustion engine in which a manifold pipe is provided downstream of an intake passage provided with a supercharger via a surge tank, and a cylinder is connected to each branch pipe of this manifold, a throttle valve that adjusts the amount of intake air is installed. A multi-cylinder internal combustion engine with a supercharger, characterized in that each of the branch pipes is provided with a supercharger.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24814584A JPS61126325A (en) | 1984-11-26 | 1984-11-26 | Multi-cylinder type internal combustion engine provided supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24814584A JPS61126325A (en) | 1984-11-26 | 1984-11-26 | Multi-cylinder type internal combustion engine provided supercharger |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61126325A true JPS61126325A (en) | 1986-06-13 |
Family
ID=17173890
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24814584A Pending JPS61126325A (en) | 1984-11-26 | 1984-11-26 | Multi-cylinder type internal combustion engine provided supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61126325A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6415439A (en) * | 1987-07-09 | 1989-01-19 | Mazda Motor | Engine with supercharger |
| JPH0192524A (en) * | 1987-10-02 | 1989-04-11 | Mazda Motor Corp | Scavenging device for engine provided with supercharger |
| JPH01104922A (en) * | 1987-10-15 | 1989-04-21 | Mazda Motor Corp | Engine with supercharger |
-
1984
- 1984-11-26 JP JP24814584A patent/JPS61126325A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6415439A (en) * | 1987-07-09 | 1989-01-19 | Mazda Motor | Engine with supercharger |
| JPH0192524A (en) * | 1987-10-02 | 1989-04-11 | Mazda Motor Corp | Scavenging device for engine provided with supercharger |
| JPH01104922A (en) * | 1987-10-15 | 1989-04-21 | Mazda Motor Corp | Engine with supercharger |
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