JPS6237942Y2 - - Google Patents
Info
- Publication number
- JPS6237942Y2 JPS6237942Y2 JP1982195629U JP19562982U JPS6237942Y2 JP S6237942 Y2 JPS6237942 Y2 JP S6237942Y2 JP 1982195629 U JP1982195629 U JP 1982195629U JP 19562982 U JP19562982 U JP 19562982U JP S6237942 Y2 JPS6237942 Y2 JP S6237942Y2
- Authority
- JP
- Japan
- Prior art keywords
- passage
- engine
- temperature
- pressure
- bypass
- 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
- 238000011144 upstream manufacturing Methods 0.000 claims description 10
- 238000002485 combustion reaction Methods 0.000 description 4
- 239000000446 fuel Substances 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- 230000000593 degrading effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
Landscapes
- Temperature-Responsive Valves (AREA)
- Supercharger (AREA)
Description
【考案の詳細な説明】
この考案は過給機付エンジンの吸気量制御装置
に係り、特に機関の低温時や低負荷時に過給機の
上流側と下流側とを連通するバイパス通路を開成
状態にすることにより、機関低温時に吸気を機関
にバイパス通路を経て供給させ、コンプレツサ抵
抗による機関の運転状態の不安定化を防止すると
ともに、機関低温時で且つ機関の高回転時にはコ
ンプレツサからの加圧吸気を再びコンプレツサに
バイパス通路を経て循環させ吸気を昇温して暖機
の促進等を図り、また燃費を改善し、機関性能を
向上する過給機付エンジンの吸気量制御装置に関
する。[Detailed description of the invention] This invention relates to an intake air amount control device for a supercharged engine, and is in a state in which a bypass passage connecting the upstream side and the downstream side of the supercharger is opened, especially when the engine is at low temperature or under low load. This allows intake air to be supplied to the engine via the bypass passage when the engine is low, preventing engine operating conditions from becoming unstable due to compressor resistance, and reducing pressure from the compressor when the engine is low and at high speeds. This invention relates to an intake air amount control device for a supercharged engine that circulates intake air back to the compressor via a bypass passage to raise the temperature of the intake air to promote warm-up, improve fuel efficiency, and improve engine performance.
従来、過給機付機関においては、機関の低温時
や低負荷時には、過給機を駆動する排気エネルギ
が小さいので、コンプレツサが吸入抵抗となり、
機関に供給される吸気量が不充分となり、機関運
転状態が不安定化し、燃費の悪化を生じる。これ
により、機関の出力や運転性能を低下させる不都
合がある。 Conventionally, in a supercharged engine, when the engine is at low temperature or under low load, the exhaust energy that drives the supercharger is small, so the compressor acts as suction resistance.
The amount of intake air supplied to the engine becomes insufficient, making the engine operating condition unstable and causing deterioration in fuel efficiency. This has the disadvantage of reducing engine output and operating performance.
また、従来、排気通路の過給機上流側と下流側
とをバイパス通路で連通し、このバイパス通路の
バイパス弁を吸気通路内の圧力により作動するも
のがある。しかし、低負荷時には吸気通路内に発
生する負圧又は正圧は極めて弱いものなので、バ
イパス弁を必要時に確実に作動させるのは困難で
あり、信頼性が低いし、また機関低温時の手当て
を有しない。 Furthermore, conventionally, there is a system in which the upstream side of the supercharger and the downstream side of the exhaust passage are communicated by a bypass passage, and the bypass valve of the bypass passage is operated by the pressure in the intake passage. However, at low loads, the negative or positive pressure generated in the intake passage is extremely weak, making it difficult and unreliable to operate the bypass valve reliably when necessary. I don't have it.
更に、吸気通路の過給機上流側と下流側とをバ
イパス通路で連通し、このバイパス通路途中に過
給機下流側の過給圧力が所定値以下のとき開成す
るバルブ装置を設けたものがある。しかし、この
装置ではスプリング力によりバイパス弁を作動さ
せるので、このバイパス弁開閉の設定圧が正確に
決定できず、またバイパス弁が開成した際のバイ
パス通路面積を一定に維持することができず、機
関運転状態の不安定化を招来する不都合がある。 Furthermore, the upstream side of the turbocharger and the downstream side of the intake passage are connected through a bypass passage, and a valve device is installed in the middle of the bypass passage to open when the boost pressure on the downstream side of the turbocharger is below a predetermined value. be. However, since this device operates the bypass valve using spring force, it is not possible to accurately determine the set pressure for opening and closing the bypass valve, and it is not possible to maintain a constant bypass passage area when the bypass valve is opened. This has the disadvantage of causing instability in the engine operating state.
そこでこの考案の目的は、上述の欠点を除去す
べく、過給機上流側と下流側とをバイパス通路で
連通し、また圧力通路途中に介設した温度感知弁
により機関温度が設定温度以下の際にアクチユエ
ータのダイヤフラム室に圧力を伝達させずバイパ
ス通路を開成状態にするとともに機関温度が設定
温度を越えた際にアクチユエータのダイヤフラム
室に圧力を伝達させてバイパス通路を閉成状態に
する構成とし、機関の低温時や低負荷時にはバイ
パス通路を開成状態とし、機関低温時に過給機の
ための吸入抵抗による吸気量不足を、バイパス通
路に吸気を流通させることにより解消するととも
に、機関低温時で且つ機関の高回転時にはコンプ
レツサからの加圧空気を再びコンプレツサにバイ
パス通路を経て循環させ吸気を昇温して暖機の促
進等を図り、また燃費を改善し、機関の低温時や
低負荷時にも機関の性能を低下させることなく、
機関性能を充分に発揮し得る過給機付エンジンの
吸気量制御装置を実現するにある。 Therefore, in order to eliminate the above-mentioned drawbacks, the purpose of this invention is to connect the upstream and downstream sides of the turbocharger through a bypass passage, and to ensure that the engine temperature is below the set temperature using a temperature sensing valve installed in the pressure passage. When the engine temperature exceeds a set temperature, pressure is transmitted to the diaphragm chamber of the actuator to close the bypass passage when the engine temperature exceeds a set temperature. , the bypass passage is opened when the engine is at low temperature or when the load is low, and the insufficient intake air amount due to suction resistance for the supercharger is eliminated by circulating intake air through the bypass passage when the engine is at low temperature. In addition, when the engine is running at high speeds, the pressurized air from the compressor is circulated back to the compressor through the bypass passage to raise the temperature of the intake air to promote warm-up, and improve fuel efficiency. without degrading engine performance.
The object of the present invention is to realize an intake air amount control device for a supercharged engine that can fully demonstrate engine performance.
この目的を達成するためにこの考案は、吸気通
路の過給機上流側と下流側とをバイパス通路で連
通し、このバイパス通路途中にこのバイパス通路
を開閉するバイパス弁を設け、このバイパス弁を
作動させるアクチユエータのダイヤフラム室に圧
力通路の一端を開口するとともに他端を前記吸気
通路の過給機下流側に開口し、この圧力通路途中
には機関温度が設定温度以下の際に前記圧力通路
を閉鎖するとともに前記機関温度が設定温度を越
えた際に前記圧力通路を開放する温度感知弁を介
設し、この温度感知弁により前記機関温度が設定
温度以下の際に前記アクチユエータのダイヤフラ
ム室に圧力を伝達させず前記バイパス通路を開成
状態にするとともに前記機関温度が設定温度を越
えた際に前記アクチユエータのダイヤフラム室に
圧力を伝達させて前記バイパス通路を閉成状態に
する構成としたことを特徴とする。 In order to achieve this purpose, this invention communicates the upstream and downstream sides of the supercharger in the intake passage with a bypass passage, and provides a bypass valve in the middle of this bypass passage to open and close this bypass passage. One end of the pressure passage is opened in the diaphragm chamber of the actuator to be operated, and the other end is opened on the downstream side of the supercharger of the intake passage, and a part of the pressure passage is connected to the pressure passage when the engine temperature is below the set temperature. A temperature sensing valve that closes and opens the pressure passage when the engine temperature exceeds a set temperature is provided, and the temperature sensing valve applies pressure to the diaphragm chamber of the actuator when the engine temperature is below the set temperature. The bypass passage is set in an open state without transmitting pressure, and when the engine temperature exceeds a set temperature, pressure is transmitted to a diaphragm chamber of the actuator to close the bypass passage. shall be.
以下図面に基づいてこの考案の実施例を詳細且
つ具体的に説明する。 Embodiments of this invention will be described in detail and specifically below based on the drawings.
図において、２はエアクリーナ、４は吸気通
路、６は過給機で、この過給機６はコンプレツサ
８とタービン１０とを有している。また、１２は
サージタンク、１４は気化器、１６は絞り弁、１
８は吸気弁、２０はエンジン部、２２は排気弁、
２４は排気通路である。つまり、前記エアクリー
ナ２とエンジン部２０を連通する吸気通路４途中
に過給機６のコンプレツサ８を設け、このコンプ
レツサ８とエアクリーナ２間を連通する吸気通路
を第１吸気通路４−１とする。前記コンプレツサ
８に連接する吸気通路を第２吸気通路４−２と
し、この第２吸気通路４−２をサージタンク１２
に連通して設ける。このサージタンク１２の下流
側に気化器１４を設け、この気化器１４内に絞り
弁１６を設ける。この気化器１４には、第３吸気
通路４−３を連接する。この第３吸気通路４−３
終端部には吸気弁１８を設け、燃焼室１９に連通
する。また、排気弁２２を介して排気通路２４を
開口始端し、この排気通路２４途中には前記過給
機６のタービン１０を介設する。つまり、排気通
路２４中の排気流によりこのタービン１０を回転
せしめ、このタービン１０の回転力により前記コ
ンプレツサ８を駆動し、吸気を加圧し、この加圧
吸気を燃焼室１９に供給するものである。なお、
燃焼室１９とタービン１０間の排気通路を第１排
気通路２４−１とし、タービン１０の下流側の排
気通路を第２排気通路２４−２とする。 In the figure, 2 is an air cleaner, 4 is an intake passage, and 6 is a supercharger, and this supercharger 6 has a compressor 8 and a turbine 10. Also, 12 is a surge tank, 14 is a carburetor, 16 is a throttle valve, 1
8 is an intake valve, 20 is an engine part, 22 is an exhaust valve,
24 is an exhaust passage. That is, the compressor 8 of the supercharger 6 is provided in the middle of the intake passage 4 that communicates the air cleaner 2 and the engine section 20, and the intake passage that communicates between the compressor 8 and the air cleaner 2 is defined as a first intake passage 4-1. The intake passage connected to the compressor 8 is a second intake passage 4-2, and this second intake passage 4-2 is connected to the surge tank 12.
Provided in communication with. A carburetor 14 is provided downstream of this surge tank 12, and a throttle valve 16 is provided within this carburetor 14. A third intake passage 4-3 is connected to this carburetor 14. This third intake passage 4-3
An intake valve 18 is provided at the terminal end and communicates with a combustion chamber 19. Further, an exhaust passage 24 is opened at its starting end via an exhaust valve 22, and the turbine 10 of the supercharger 6 is interposed in the middle of the exhaust passage 24. That is, the exhaust flow in the exhaust passage 24 rotates the turbine 10, the rotational force of the turbine 10 drives the compressor 8, pressurizes the intake air, and supplies the pressurized intake air to the combustion chamber 19. . In addition,
The exhaust passage between the combustion chamber 19 and the turbine 10 is referred to as a first exhaust passage 24-1, and the exhaust passage downstream of the turbine 10 is referred to as a second exhaust passage 24-2.
また、前記吸気通路４の過給機６上流側の第１
吸気通路４−１と、下流側の第２吸気通路４−２
とをバイパス通路２６で連通し、このバイパス通
路２６の第１吸気通路４−１側の開口を上流開口
２８とし、第２吸気通路４−２側の開口を下流開
口３０とする。このバイパス通路２６の途中にこ
のバイパス通路２６を開閉するバイパス弁３２を
設け、また、このバイパス弁３２を作動するアク
チユエータ３４を設け、このアクチユエータ３４
内にダイヤフラム３６を設け、このダイヤフラム
３６をバネ３８でダイヤフラム室４２側に付勢す
る。このダイヤフラム３６にロツド４０を固設
し、このロツド４０の先端部に前記バイパス弁３
２を固設する。このアクチユエータ３４のダイヤ
フラム室４２に圧力通路４４の一端を開口すると
ともに、この圧力通路４４の他端を過給機６下流
側、例えばサージタンク１２に、圧力開口４６と
して開口終端する。この圧力通路４４途中に温度
感知弁４８を介設するとともに、この温度感知弁
４８を前記エンジン部２０に機関温度を検知すべ
く付設する。この温度感知弁４８は、機関温度が
設定温度以下の際に前記圧力通路４４を閉鎖する
とともに機関温度が設定温度を越えた際に前記圧
力通路４４を開放するものである。そして、前記
温度感知弁４８により、前記機関温度が設定温度
以下の際に前記アクチユエータ３４のダイヤフラ
ム室４２に圧力を伝達させず前記バイパス通路２
６を開成状態にするとともに前記機関温度が設定
温度を越えた際に前記アクチユエータ３４のダイ
ヤフラム室４２に圧力を伝達させて前記バイパス
通路２６を閉成状態にする構成である。 Further, a first
Intake passage 4-1 and downstream second intake passage 4-2
The opening on the first intake passage 4-1 side of this bypass passage 26 is defined as an upstream opening 28, and the opening on the second intake passage 4-2 side is defined as a downstream opening 30. A bypass valve 32 for opening and closing the bypass passage 26 is provided in the middle of the bypass passage 26, and an actuator 34 for operating the bypass valve 32 is provided.
A diaphragm 36 is provided inside, and the diaphragm 36 is biased toward the diaphragm chamber 42 by a spring 38. A rod 40 is fixed to this diaphragm 36, and the bypass valve 3 is attached to the tip of this rod 40.
2 is fixed. One end of the pressure passage 44 is opened in the diaphragm chamber 42 of the actuator 34, and the other end of the pressure passage 44 is opened and terminated as a pressure opening 46 on the downstream side of the supercharger 6, for example, the surge tank 12. A temperature sensing valve 48 is interposed in the middle of this pressure passage 44, and this temperature sensing valve 48 is attached to the engine section 20 to detect the engine temperature. This temperature sensing valve 48 closes the pressure passage 44 when the engine temperature is below a set temperature, and opens the pressure passage 44 when the engine temperature exceeds the set temperature. The temperature sensing valve 48 prevents pressure from being transmitted to the diaphragm chamber 42 of the actuator 34 when the engine temperature is lower than the set temperature.
6 is opened, and when the engine temperature exceeds a set temperature, pressure is transmitted to the diaphragm chamber 42 of the actuator 34 to close the bypass passage 26.
この考案は上述の如く構成されているので、以
下の如く作用する。 Since this invention is constructed as described above, it operates as follows.
機関の低温時や低負荷時には、排気圧力が低い
ので、過給機６のタービン１０が充分に駆動され
ず、従つてコンプレツサ８も充分に駆動されな
い。 When the engine is at low temperature or low load, the exhaust pressure is low, so the turbine 10 of the supercharger 6 is not sufficiently driven, and therefore the compressor 8 is also not sufficiently driven.
機関温度が設定温度以下の際に、温度感知弁４
８は閉成しているので、圧力通路４４は閉鎖され
ている。これにより、アクチユエータ３４のダイ
ヤフラム室４２には圧力作動が伝達されず、この
バイパス弁３２はバイパス通路２６を開成状態に
維持している。しかして、エアクリーナ２からの
吸気は第１吸気通路４−１途中の上流開口２８か
らバイパス通路２６に進入し、そしてこの吸気流
は下流開口３０を経て第２吸気通路４−２に進入
して燃焼室１９に到る。従つて、コンプレツサ８
は吸入抵抗とならないので、吸気量不足が生ぜ
ず、エンジン部２０に必要充分な量の吸気が供給
されることとなる。 When the engine temperature is below the set temperature, the temperature sensing valve 4
8 is closed, the pressure passage 44 is closed. As a result, no pressure operation is transmitted to the diaphragm chamber 42 of the actuator 34, and the bypass valve 32 maintains the bypass passage 26 in an open state. Thus, the intake air from the air cleaner 2 enters the bypass passage 26 from the upstream opening 28 in the middle of the first intake passage 4-1, and this intake air flow passes through the downstream opening 30 and enters the second intake passage 4-2. The combustion chamber 19 is reached. Therefore, compressor 8
Since this does not create intake resistance, a sufficient amount of intake air is supplied to the engine section 20 without causing a shortage of intake air.
そして、機関低温時で且つ機関の高回転時に、
コンプレツサ８からの加圧吸気は下流開口３０か
らバイパス通路２６、上流開口２８を経て再びコ
ンプレツサ８に循環され、コンプレツサによる加
熱により吸気を昇温させ、燃焼性を改善し、機関
の暖機が促進される。 Then, when the engine is at low temperature and at high engine speed,
The pressurized intake air from the compressor 8 is circulated from the downstream opening 30 through the bypass passage 26 and the upstream opening 28 to the compressor 8 again, and heating by the compressor raises the temperature of the intake air, improving combustibility and promoting warm-up of the engine. be done.
次いで、機関温度が上昇し、機関温度が設定温
度を越えた際、即ち機関の高温時には、温度感知
弁４８が開成し、アクチユエータ３４のダイヤフ
ラム室４２に圧力通路４４を経て圧力作動が伝達
されるので、中負荷あるいは高負荷時等において
は、アクチユエータ３４のダイヤフラム３６の作
動によりバイパス弁３２がバイパス通路２６を閉
成状態にし、コンプレツサ８からの全加圧吸気を
エンジン部２０に供給させることができ、機関の
出力を向上し得る。 Next, when the engine temperature rises and exceeds the set temperature, that is, when the engine is at a high temperature, the temperature sensing valve 48 opens and the pressure operation is transmitted to the diaphragm chamber 42 of the actuator 34 via the pressure passage 44. Therefore, under medium or high loads, the bypass valve 32 closes the bypass passage 26 by operating the diaphragm 36 of the actuator 34, allowing the entire pressurized intake air from the compressor 8 to be supplied to the engine section 20. This can improve the output of the engine.
なお、この考案は上述実施例に限定されず、
種々応用改変が可能であることは勿論である。 Note that this invention is not limited to the above-mentioned embodiments,
Of course, various applications and modifications are possible.
例えば、上述実施例では、この考案の装置をコ
ンプレツサ８とタービン１０とを有するターボ過
給機付機関に適用したが、機械式過給機付機関に
も同様に適用することが可能で同効を得る。 For example, in the above embodiment, the device of this invention was applied to a turbocharged engine having a compressor 8 and a turbine 10, but it can also be applied to a mechanically-supercharged engine with the same effect. get.
また、アクチユエータ３４に連通する圧力通路
４４の端部は、サージタンク１２に開口して設け
たが、この圧力通路４４は、過給機６下流側の吸
気通路４であればどの部位にも連通させることが
でき、同効を得る。 Furthermore, although the end of the pressure passage 44 that communicates with the actuator 34 is open to the surge tank 12, this pressure passage 44 can communicate with any part of the intake passage 4 downstream of the supercharger 6. and obtain the same effect.
以上詳細な説明から明らかなようにこの考案に
よれば、過給機上流側と下流側とをバイパス通路
で連通し、また圧力通路途中に介設した温度感知
弁により機関温度が設定温度以下の際にアクチユ
エータのダイヤフラム室に圧力を伝達させずバイ
パス通路を開成状態にするとともに機関温度が設
定温度を越えた際にアクチユエータのダイヤフラ
ム室に圧力を伝達させてバイパス通路を閉成状態
にする構成としたことにより、機関の低温時や低
負荷時にはバイパス通路を開成状態として吸気を
バイパス通路から供給させ、過給機のための吸入
抵抗による吸気量不足を、バイパス通路に吸気を
流通させることにより解消するとともに、機関低
温時で且つ機関の高回転時にはコンプレツサから
の加圧吸気を再びコンプレツサにバイパス通路を
経て循環させ吸気を昇温して暖機の促進等を図
り、構成が簡単であるにも拘らず機関低温時等の
不安定な条件時にも充分に吸気を機関に供給させ
ることができ、機関運転状態の安定化を図り、ま
た燃費を改善し、機関性能を充分に発揮し得る。 As is clear from the above detailed explanation, according to this invention, the upstream side and downstream side of the turbocharger are connected through a bypass passage, and a temperature sensing valve installed in the pressure passage allows the engine temperature to be lower than the set temperature. When the engine temperature exceeds a set temperature, pressure is transmitted to the diaphragm chamber of the actuator and the bypass passage is closed when the engine temperature exceeds a set temperature. As a result, when the engine is at low temperature or under low load, the bypass passage is left open and intake air is supplied from the bypass passage, and the shortage of intake air amount due to suction resistance for the supercharger is resolved by circulating intake air through the bypass passage. At the same time, when the engine is at low temperature and at high speed, the pressurized intake air from the compressor is circulated back to the compressor through the bypass passage to raise the temperature of the intake air and promote warm-up. Nevertheless, sufficient intake air can be supplied to the engine even under unstable conditions such as when the engine temperature is low, stabilizing the engine operating state, improving fuel efficiency, and fully demonstrating engine performance.
図面はこの考案の実施例を示し、吸気量制御装
置の概略説明図である。
図において、２はエアクリーナ、４は吸気通
路、６は過給機、８はコンプレツサ、１０はター
ビン、１２はサージタンク、１４は気化器、２０
はエンジン部、２４は排気通路、２６はバイパス
通路、３２はバイパス弁、３４はアクチユエー
タ、４２はダイヤフラム室、４４は圧力通路、そ
して４８は温度感知弁である。
The drawing shows an embodiment of this invention and is a schematic explanatory diagram of an intake air amount control device. In the figure, 2 is an air cleaner, 4 is an intake passage, 6 is a supercharger, 8 is a compressor, 10 is a turbine, 12 is a surge tank, 14 is a carburetor, 20
24 is an engine section, 24 is an exhaust passage, 26 is a bypass passage, 32 is a bypass valve, 34 is an actuator, 42 is a diaphragm chamber, 44 is a pressure passage, and 48 is a temperature sensing valve.
Claims (1)
通路で連通し、このバイパス通路途中にこのバイ
パス通路を開閉するバイパス弁を設け、このバイ
パス弁を作動させるアクチユエータのダイヤフラ
ム室に圧力通路の一端を開口するとともに他端を
前記吸気通路の過給機下流側に開口し、この圧力
通路途中には機関温度が設定温度以下の際に前記
圧力通路を閉鎖するとともに前記機関温度が設定
温度を越えた際に前記圧力通路を開放する温度感
知弁を介設し、この温度感知弁により前記機関温
度が設定温度以下の際に前記アクチユエータのダ
イヤフラム室に圧力を伝達させず前記バイパス通
路を開成状態にするとともに前記機関温度が設定
温度を越えた際に前記アクチユエータのダイヤフ
ラム室に圧力を伝達させて前記バイパス通路を閉
成状態にする構成としたことを特徴とする過給機
付エンジンの吸気量制御装置。 The upstream and downstream sides of the turbocharger in the intake passage are communicated through a bypass passage, a bypass valve for opening and closing the bypass passage is provided in the middle of the bypass passage, and one end of the pressure passage is connected to a diaphragm chamber of an actuator that operates the bypass valve. is opened and the other end is opened on the downstream side of the supercharger of the intake passage, and a pressure passage is provided in the middle of the pressure passage that closes the pressure passage when the engine temperature is below the set temperature and when the engine temperature exceeds the set temperature. A temperature sensing valve is provided to open the pressure passage when the engine temperature is lower than a set temperature, and the temperature sensing valve opens the bypass passage without transmitting pressure to the diaphragm chamber of the actuator when the engine temperature is below a set temperature. At the same time, when the engine temperature exceeds a set temperature, pressure is transmitted to the diaphragm chamber of the actuator to close the bypass passage. Device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19562982U JPS59102945U (en) | 1982-12-27 | 1982-12-27 | Intake air flow control device for supercharged engines |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19562982U JPS59102945U (en) | 1982-12-27 | 1982-12-27 | Intake air flow control device for supercharged engines |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59102945U JPS59102945U (en) | 1984-07-11 |
| JPS6237942Y2 true JPS6237942Y2 (en) | 1987-09-28 |
Family
ID=30420053
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19562982U Granted JPS59102945U (en) | 1982-12-27 | 1982-12-27 | Intake air flow control device for supercharged engines |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59102945U (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6946490B2 (en) * | 2020-02-27 | 2021-10-06 | 三菱パワー株式会社 | Fuel cell system and its control method |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5612015A (en) * | 1979-07-11 | 1981-02-05 | Toyota Motor Corp | Suction controller for internal combustion engine with exhaust turbo-charger |
-
1982
- 1982-12-27 JP JP19562982U patent/JPS59102945U/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5612015A (en) * | 1979-07-11 | 1981-02-05 | Toyota Motor Corp | Suction controller for internal combustion engine with exhaust turbo-charger |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59102945U (en) | 1984-07-11 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6041602A (en) | Hydraulically-actuated exhaust gas recirculation system and turbocharger for engines | |
| US8001778B2 (en) | Turbocharged engine control operation with adjustable compressor bypass | |
| US6295817B1 (en) | Drive assembly for a vehicle | |
| JPS58154830U (en) | Exhaust recirculation device for supercharged engines | |
| GB2353328A (en) | Turbocharged i.c. engine with EGR system and exhaust throttle | |
| JP3203445B2 (en) | Exhaust gas recirculation system for turbocharged engine | |
| JPS6237942Y2 (en) | ||
| JP3387257B2 (en) | Supercharged internal combustion engine with exhaust gas recirculation control device | |
| JP2998459B2 (en) | Exhaust gas recirculation system for internal combustion engine | |
| JPH0125883B2 (en) | ||
| JPS58165524A (en) | Regulator for supercharging pressure for internal combustion engine | |
| JPS627943A (en) | Exhaust reflux device of diesel engine | |
| CN217327495U (en) | Device suitable for adjusting bypass valve of turbocharger under different altitudes | |
| JPH0329570Y2 (en) | ||
| JPS6022180B2 (en) | cylinder number control engine | |
| JPH1162721A (en) | Exhaust gas recirculation device | |
| JPH053714Y2 (en) | ||
| JPS61160523A (en) | Turbo supercharged engine equipped with intercooler | |
| JPH07690Y2 (en) | Controller for engine with mechanical supercharger | |
| JP6576190B2 (en) | Control device for internal combustion engine | |
| JPS6329173Y2 (en) | ||
| JPS6221727Y2 (en) | ||
| JPS6030445Y2 (en) | Acceleration improvement device for supercharged engines | |
| JPH057537B2 (en) | ||
| JPH0117615Y2 (en) |