JPS622259Y2 - - Google Patents
Info
- Publication number
- JPS622259Y2 JPS622259Y2 JP1980026846U JP2684680U JPS622259Y2 JP S622259 Y2 JPS622259 Y2 JP S622259Y2 JP 1980026846 U JP1980026846 U JP 1980026846U JP 2684680 U JP2684680 U JP 2684680U JP S622259 Y2 JPS622259 Y2 JP S622259Y2
- Authority
- JP
- Japan
- Prior art keywords
- passage
- blow
- intake
- intake passage
- 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.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 claims description 8
- 230000003134 recirculating effect Effects 0.000 claims 1
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 2
- 229910052799 carbon Inorganic materials 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 238000011109 contamination Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000010992 reflux Methods 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Landscapes
- Supercharger (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Description
【考案の詳細な説明】
本考案は、吸気通路中に過給機が介されるとと
もに同過給機の下流側の吸気通路に吸気絞り弁を
有さないエンジンのブローバイガス処理装置に関
するものである。[Detailed Description of the Invention] The present invention relates to a blow-by gas processing device for an engine in which a supercharger is interposed in the intake passage and does not have an intake throttle valve in the intake passage downstream of the supercharger. .
一般に、吸気絞り弁を有さない過給機付エンジ
ンにおいては、クランクケースまたはカムケース
等に連通されたブローバイガスの環流通路をエア
クリーナと過給機との間の吸気通路に連通して、
上記ブローバイガスを燃焼室へ環流させるように
構成している。しかしながら、特に上記エンジン
を乗用車等に搭載する場合には、吸気騒音対策の
ためにエアクリーナ抵抗、吸気通路抵抗が大きく
なり、また、吸気通路には絞り弁がなく多量の空
気が吸入されるため、上記環流通路が連通された
吸気通路内の負圧が大きくなつてしまうので、特
に高負荷運転時におけるブローバイガスの環流量
が過大となり、オイル消費の増大、燃焼室内でオ
イルが異常燃焼する等の不具合があつた。上記不
具合を解消するために、上記環流通路に分岐通路
を連通し、同分岐通路をエアクリーナのクリーナ
エレメント上流側（ダーテイサイド）に連通する
ことにより、上記吸気通路内の負圧を減少させて
ブローバイガスの環流量を減少させるように構成
したものが知られているが、この場合上記クリー
ナエレメントがブローバイガス中のオイル、カー
ボンによつて汚染されるという不具合があり、特
にデイーゼルエンジンに多く用いられているろ紙
製エレメントの場合には付着したオイルによつて
通気抵抗が著しく増大してしまうという不具合が
ある。 Generally, in a supercharged engine that does not have an intake throttle valve, a blow-by gas recirculation passage connected to the crankcase or cam case is connected to the intake passage between the air cleaner and the supercharger.
The blow-by gas is configured to be circulated back to the combustion chamber. However, especially when the above-mentioned engine is installed in a passenger car, air cleaner resistance and intake passage resistance become large in order to prevent intake noise, and since there is no throttle valve in the intake passage, a large amount of air is taken in. Since the negative pressure in the intake passage to which the above-mentioned circulation passage communicates becomes large, the circulation amount of blow-by gas becomes excessive, especially during high-load operation, resulting in increased oil consumption, abnormal oil combustion in the combustion chamber, etc. There was a problem. In order to eliminate the above problem, a branch passage is connected to the circulation passage, and the branch passage is connected to the upstream side (dirty side) of the cleaner element of the air cleaner, thereby reducing the negative pressure in the intake passage and causing blow-by gas. It is known that the cleaner element is configured to reduce the recirculation amount, but in this case, there is a problem that the cleaner element is contaminated by oil and carbon in the blow-by gas, so it is often used in diesel engines in particular. In the case of filter paper elements, there is a problem in that the airflow resistance increases significantly due to the attached oil.
そこで本考案は上記不具合に鑑みて、常に一定
量の適正なブローバイガスの環流を行うととも
に、クリーナエレメントの汚染を防止することを
目的に提唱されたもので、エアクリーナが設けら
れるとともに燃焼室に連通される吸気通路の途中
に過給機が介装されるとともに同過給機の下流側
の吸気通路に吸気絞り弁を有さない過給機付エン
ジンにおいて、同エンジンのブローバイガスを環
流するための環流通路をオリフイスを介して上記
エアクリーナと過給機との間の吸気通路に連通
し、上記過給機の下流側の吸気通路でエンジン運
転中は常時過給圧の正圧が作用する位置と上記環
流通路の上記オリフイス介装置より上記吸気通路
側とを絞り手段を介して連通し、上記吸気通路か
ら上記環流通路に吸気を流入する連通路を設けた
ことを特徴とする過給機付エンジンのブローバイ
ガス処理装置を要旨とするものである。以下、本
考案の一実施例を第１図に従つて詳細に説明す
る。符号１０は総括的にエンジン本体を示してお
り、図示しない燃焼室に連通されるとともにクリ
ーナエレメント１２を有するエアクリーナ１４を
備えた吸気通路１６と、上記燃焼室に連通された
排気通路１８とが設けられている。上記吸気通路
１６には過給機としてのポンプフアン２０が介装
されており、同ポンプフアン２０は、排気通路１
８に介装され排気によつて駆動されるタービンフ
アン２２と軸２４を介して連結され、同タービン
フアン２２より駆動せしめられる。上記エンジン
本体１０に発生するブローバイガスを環流させる
ための環流通路２６は、その一端がエンジン本体
１０のクランクケースまたはカムケース等に連通
され、他端が上記エアクリーナ１４とポンプフア
ン２０との間の吸気通路１６ａに連通されてお
り、オリフイス２８，３０が介装されている。ま
た、上記環流通路２６の途中は連通路３２によつ
て上記ポンプフアン２０下流側の吸気通路１６ｂ
に連通されており、連通路３２には絞り手段を形
成するオリフイス３４が介装されている。なお、
以上構成は吸気絞り弁のないデイーゼルエンジン
に好適である。 Therefore, in view of the above-mentioned problems, this invention was proposed with the aim of constantly circulating a certain amount of appropriate blow-by gas and preventing contamination of the cleaner element. In a supercharged engine in which a supercharger is installed in the middle of the intake passage and does not have an intake throttle valve in the intake passage downstream of the supercharger, to recirculate the blow-by gas of the engine. The recirculation passage is connected to the intake passage between the air cleaner and the supercharger via an orifice, and the positive pressure of supercharging pressure is constantly applied to the intake passage downstream of the supercharger during engine operation. and the intake passage side of the orifice intervening device of the recirculation passage are communicated with each other via a throttle means, and a communication passage is provided for flowing intake air from the intake passage into the recirculation passage. The gist is an engine blow-by gas treatment device. Hereinafter, one embodiment of the present invention will be described in detail with reference to FIG. The reference numeral 10 generally indicates an engine body, which includes an intake passage 16 that communicates with a combustion chamber (not shown) and includes an air cleaner 14 having a cleaner element 12, and an exhaust passage 18 that communicates with the combustion chamber. It is being A pump fan 20 as a supercharger is interposed in the intake passage 16, and the pump fan 20 is connected to the exhaust passage 1.
It is connected via a shaft 24 to a turbine fan 22 which is installed in the engine 8 and is driven by exhaust gas, and is driven by the turbine fan 22. The circulation passage 26 for circulating the blow-by gas generated in the engine body 10 has one end communicating with the crank case or cam case of the engine body 10, and the other end communicating with the intake air between the air cleaner 14 and the pump fan 20. It communicates with the passage 16a, and orifices 28 and 30 are interposed therein. Further, a communication passage 32 is provided midway through the circulation passage 26 to provide an intake passage 16b on the downstream side of the pump fan 20.
An orifice 34 forming a restricting means is interposed in the communication path 32. In addition,
The above configuration is suitable for a diesel engine without an intake throttle valve.
上記構成によれば、エンジンが抵回転のときに
は、過給機を低回転となり吸気通路１６ａに吸入
される吸入空気量が少ないために吸気通路１６ａ
に生じる吸気負圧は小さい値となる。この吸気負
圧によつてエンジン本体１０に発生するブローバ
イガスが環流通路２６を経て吸気通路１６ａ内に
吸引され、エンジン本体１０の燃焼室へと送られ
る。このときブローバイガスの環流量はオリフイ
ス２８，３０によつて制限される。 According to the above configuration, when the engine is at low rotation speed, the supercharger is rotated at low speed and the amount of intake air sucked into the intake passage 16a is small.
The intake negative pressure generated in this case has a small value. Blow-by gas generated in the engine body 10 by this intake negative pressure is sucked into the intake passage 16a through the circulation passage 26 and sent to the combustion chamber of the engine body 10. At this time, the amount of blow-by gas recirculated is limited by the orifices 28 and 30.
また、過給機によつて加圧された正圧の空気は
オリフイス３４によつて流量が制限されて連通路
３２を通つて環流通路２６に環流され、ブローバ
イガスを吸気通路１６ａ内に吸込もうとする吸気
負圧を減少させる作用を行う。これにより、吸気
負圧は所望とする値に減少されてその値に応じた
量のブローバイガスの環流が行なわれる。 Further, the flow rate of the positive pressure air pressurized by the supercharger is restricted by the orifice 34, and it is circulated through the communication passage 32 to the circulation passage 26, and blow-by gas is sucked into the intake passage 16a. It acts to reduce the intake negative pressure. As a result, the intake negative pressure is reduced to a desired value, and blow-by gas is recirculated in an amount corresponding to the desired value.
次に、エンジンが高回転のときには、吸気通路
１６ａに生じる吸気負圧及び吸気通路１６ｂに生
じる正圧は大きい値となり、正圧による吸気負圧
の減少の影響も大きくなり、吸気負圧は所望とす
る値に減少され、その値に応じた量のブローバイ
ガスの環流が行なわれる。 Next, when the engine is running at a high speed, the negative intake pressure generated in the intake passage 16a and the positive pressure generated in the intake passage 16b become large values, and the effect of the decrease in the intake negative pressure due to the positive pressure becomes large, so that the intake negative pressure does not reach the desired level. The blow-by gas is refluxed in an amount corresponding to the value.
以上のように、オリフイス２８，３０，３４の
径を適当に選定することにより、エンジンの全運
転域に亘つてブローバイガスを吸気通路１６ａ内
に吸込もうとする吸気負圧がほぼ一定の所望とす
る値に推持されて、常に一定量の適正なブローバ
イガスの環流が行なわれる。また、吸気通路１６
ａ内に負圧は、特に高負圧、高回転の運転状態に
おいて大きくなりがちであるが、このような場合
には過給圧も高くなるので、上記のような運転状
態においてブローバイガスの環流量が過大となる
のを防止して、同環流量を適当なものとすること
ができる。さらに、環流されるブローバイガスが
クリーナエレメント１２を通過することがないの
で、同エレメント１２をオイル、カーボン等で汚
染させることがなく、ろ紙製エレメントを使用し
ても何ら支障はないものである。 As described above, by appropriately selecting the diameters of the orifices 28, 30, and 34, the desired intake negative pressure to suck blow-by gas into the intake passage 16a can be kept almost constant over the entire operating range of the engine. A certain amount of blow-by gas is always refluxed at a certain value. In addition, the intake passage 16
Negative pressure in a tends to increase especially in high negative pressure and high speed operating conditions, but in such cases the boost pressure also increases, so in the above operating conditions the blow-by gas annulus It is possible to prevent the flow rate from becoming excessive and to make the recirculation flow rate appropriate. Furthermore, since the recirculated blow-by gas does not pass through the cleaner element 12, the element 12 is not contaminated with oil, carbon, etc., and there is no problem in using a filter paper element.
さらに、低負荷、低回転の運転状態において
は、ブローバイガスの環流量が適正なものとなる
とともに、吸気通路にはスロツトル弁が介装され
ていないため、吸入空気が絞られずに吸入されて
ブローバイガスの環流による過濃が防止されて安
定した燃焼が得られる。 Furthermore, under low-load, low-speed operating conditions, the amount of blow-by gas recirculated is appropriate, and since there is no throttle valve installed in the intake passage, the intake air is drawn in without being throttled, resulting in blow-by gas. Over-concentration due to gas reflux is prevented, resulting in stable combustion.
第２図は本考案の他の実施例を示しており、上
記実施例における連通路３２の径を大きくして通
路抵抗を減少させた連通路３２′とするととも
に、同連通路３２′中にオリフイス３４と吸気通
路１６ｂ内の過給圧が所定値以上となると開放す
る定圧チエツク弁３６とを並列に介装し、オリフ
イス３４と定圧チエツク弁３６とで絞り手段を形
成している。上記構成によれば、特に高負荷、高
回転の運転状態において過給圧が過大となること
を上記チエツク弁３６が開放することによつて防
止できるとともにブローバイガスの環流量制御を
第１図に示す実施例と略同様に行なうことができ
るものである。なお、上記第２図に示す実施例に
おいて、定圧チエツク弁３６の代わりに吸気通路
１６ｂ内の過給圧を検知して開閉するダイヤフラ
ム弁、同過給圧の他排気圧、冷却水温、油温等を
検出する検出装置からの電気信号によつて開閉さ
れる電磁弁等を用いても上記実施例と同様の作用
効果を奏することはいうまでもない。 FIG. 2 shows another embodiment of the present invention, in which the diameter of the communication passage 32 in the above embodiment is increased to reduce passage resistance, and the communication passage 32' is An orifice 34 and a constant pressure check valve 36 which opens when the supercharging pressure in the intake passage 16b exceeds a predetermined value are arranged in parallel, and the orifice 34 and the constant pressure check valve 36 form a throttling means. According to the above configuration, the check valve 36 can be opened to prevent the supercharging pressure from becoming excessive especially in high-load, high-speed operating conditions, and the blow-by gas recirculation amount can be controlled as shown in FIG. This can be carried out in substantially the same way as the embodiment shown. In the embodiment shown in FIG. 2, the constant pressure check valve 36 is replaced by a diaphragm valve that opens and closes by detecting the supercharging pressure in the intake passage 16b, and in addition to the supercharging pressure, exhaust pressure, cooling water temperature, and oil temperature. It goes without saying that even if a solenoid valve or the like which is opened and closed by an electric signal from a detection device for detecting the above-mentioned conditions is used, the same effects as those of the above embodiment can be obtained.
第１図は本考案一実施例の態様を示す概略説明
図、第２図は他の実施例の態様を示す概略説明図
である。
１０……エンジン本体、１４……エアクリー
ナ、１６……吸気通路、２０……ポンプフアン、
２２……タービンフアン、２６……環流通路、２
８，３０，３４……オリフイス、３２，３２′…
…連通路、３６……定圧チエツク弁。
FIG. 1 is a schematic explanatory diagram showing an aspect of one embodiment of the present invention, and FIG. 2 is a schematic explanatory diagram showing an aspect of another embodiment. 10...engine body, 14...air cleaner, 16...intake passage, 20...pump fan,
22...Turbine fan, 26...Recirculation passage, 2
8, 30, 34... Orifice, 32, 32'...
...Communication path, 36...Constant pressure check valve.
Claims (1)
路の途中に過給機が介装されるとともに同過給
機の下流側の吸気通路に吸気絞り弁を有さない
過給機付エンジンにおいて、同エンジンのブロ
ーバイガスを環流するための環流通路をオリフ
イスを介して上記エアクリーナと過給機との間
の吸気通路に連通し、上記過給機の下流側の吸
気通路でエンジン運転中は常時過給圧の正圧が
作用する位置と上記環流通路の上記オリフイス
介装位置より上記吸気通路側とを絞り手段を介
して連通し、上記吸気通路から上記環流通路に
吸気を流入する連通路を設けたことを特徴とす
る過給機付エンジンのブローバイガス処理装
置。 (2) 上記絞り手段がオリフイスであることを特徴
とする実用新案登録請求の範囲第１項に記載の
過給機付エンジンのブローバイガス処理装置。 (3) 上記絞り手段がエンジンの運転状態に応じて
上記連通路を開閉し、少なくとも過給圧が所定
値以上になると開く制御弁を介装したことを特
徴とする実用新案登録請求の範囲第１項に記載
の過給機付エンジンのブローバイガス処理装
置。 (4) 上記絞り手段がエンジンの運転状態に応じて
上記連通路を開閉し、少なくとも過給圧が所定
値以上になると開く制御弁とオリフイスとを並
列に介装したことを特徴とする実用新案登録請
求の範囲第１項に記載の過給機付エンジンのブ
ローバイガス処理装置。[Scope of Claim for Utility Model Registration] (1) A supercharger is interposed in the middle of the intake passage communicating from the air cleaner to the combustion chamber, and an intake throttle valve is provided in the intake passage downstream of the supercharger. In an engine with a turbocharger, a recirculation passage for recirculating the blow-by gas of the engine is connected to the intake passage between the air cleaner and the supercharger via an orifice, and the intake passage downstream of the supercharger is connected to the intake passage between the air cleaner and the supercharger. In the passage, during engine operation, a position where positive pressure of supercharging pressure is always applied is communicated with the intake passage side from the orifice interposed position of the circulation passage through a restricting means, and from the intake passage to the circulation passage. A blow-by gas treatment device for a supercharged engine, characterized by having a communication path through which intake air flows. (2) The blow-by gas treatment device for a supercharged engine according to claim 1, wherein the throttle means is an orifice. (3) The scope of the utility model registration claim, characterized in that the throttle means opens and closes the communication passage depending on the operating state of the engine, and is equipped with a control valve that opens at least when the boost pressure exceeds a predetermined value. A blow-by gas treatment device for a supercharged engine according to item 1. (4) A utility model characterized in that the throttle means opens and closes the communication passage depending on the operating state of the engine, and a control valve and an orifice are interposed in parallel, which open at least when boost pressure exceeds a predetermined value. A blow-by gas treatment device for a supercharged engine according to claim 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1980026846U JPS622259Y2 (en) | 1980-02-29 | 1980-02-29 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1980026846U JPS622259Y2 (en) | 1980-02-29 | 1980-02-29 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS56127862U JPS56127862U (en) | 1981-09-29 |
| JPS622259Y2 true JPS622259Y2 (en) | 1987-01-20 |
Family
ID=29622820
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1980026846U Expired JPS622259Y2 (en) | 1980-02-29 | 1980-02-29 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS622259Y2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5494206B2 (en) * | 2010-05-11 | 2014-05-14 | トヨタ自動車株式会社 | Blow-by gas processing device for internal combustion engine |
| JP5822445B2 (en) * | 2010-08-06 | 2015-11-24 | ダイハツ工業株式会社 | Blowby gas recirculation system |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6126569Y2 (en) * | 1979-10-08 | 1986-08-09 |
-
1980
- 1980-02-29 JP JP1980026846U patent/JPS622259Y2/ja not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS56127862U (en) | 1981-09-29 |
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