JPS6349547Y2 - - Google Patents
Info
- Publication number
- JPS6349547Y2 JPS6349547Y2 JP1983175219U JP17521983U JPS6349547Y2 JP S6349547 Y2 JPS6349547 Y2 JP S6349547Y2 JP 1983175219 U JP1983175219 U JP 1983175219U JP 17521983 U JP17521983 U JP 17521983U JP S6349547 Y2 JPS6349547 Y2 JP S6349547Y2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- actuator
- receiving chamber
- outlet
- temperature
- 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 28
- 239000000498 cooling water Substances 0.000 claims description 12
- 230000005284 excitation Effects 0.000 claims description 2
- 230000003068 static effect Effects 0.000 description 7
- 238000009826 distribution Methods 0.000 description 6
- 238000010792 warming Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000005461 lubrication Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 238000007599 discharging Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
Landscapes
- Supercharger (AREA)
Description
【考案の詳細な説明】
(イ) 考案の属する技術分野
本考案はターボチヤージヤ付内燃機関における
過給圧制御装置に関する。[Detailed description of the invention] (a) Technical field to which the invention pertains The present invention relates to a boost pressure control device for an internal combustion engine with a turbocharger.
ターボチヤージヤは機関シリンダから排出され
た排気ガスのエネルギで排気タービンを駆動し、
該排気タービンと共通軸を介して連結したコンプ
レツサを回転させて機関シリンダ内に供給すべき
吸入空気を加圧して機関出力を増大させるもので
あるが、必要以上に吸入空気圧が高められるとノ
ツキングが発生したり、耐久性が低下する等、正
常な機関運転が損われる。そこで、このような吸
気圧の過昇を防止するため、排気タービンをバイ
パスして排気の一部をタービンの排気ガス排出側
へ逃がすためのバイパス通路を設け、該通路の入
口にはバイパス弁を配置し、コンプレツサの吐出
側の空気圧（過給圧）の増大に対して該バイパス
弁を開き側に作動させている。 A turbocharger uses the energy of exhaust gas discharged from the engine cylinder to drive an exhaust turbine.
The compressor connected to the exhaust turbine through a common shaft is rotated to pressurize the intake air to be supplied into the engine cylinders to increase the engine output, but if the intake air pressure is increased more than necessary, knocking can occur. Normal engine operation may be impaired due to occurrence of damage or reduced durability. Therefore, in order to prevent such an excessive rise in intake pressure, a bypass passage is provided to bypass the exhaust turbine and release part of the exhaust gas to the exhaust gas discharge side of the turbine, and a bypass valve is installed at the entrance of the passage. The bypass valve is operated to open when the air pressure (supercharging pressure) on the discharge side of the compressor increases.
(ロ) 従来技術の説明
第１図には従来の典型的な過給圧制御装置を示
す。１は内燃機関、２はその吸気管、３はその排
気管である。ターボチヤージヤ４は前記排気管３
に連通せしめた排気通路に設けられた排気タービ
ン５と前記吸気管２に連通せしめた吸気通路に圧
縮した空気を吐出するコンプレツサ６とからな
る。排気タービン５のタービン翼車とコンプレツ
サ６のインペラとはターボチヤージヤ１のケーシ
ング内において共通軸７を介して連結される。タ
ービン５の導入側にはターボチヤージヤ４のケー
シングにバイパス通路８が設けられ、通路８の入
口にバイパス弁９が配設され、バイパス通路８の
流通面積を制御する。バイパス弁９はリンク１
０、ロツド１１を介してアクチユエータ１２によ
りその開弁度を制御される。アクチユエータ１２
の作動室または受圧室１３にはコンプレツサ・ス
クロール１４に設けられた過給圧導出口１５から
導管１６を介して過給圧が導かれ、この過給圧が
一定値以上になるとバイパス弁９を開き、内燃機
関１から排気管３に吐出される排気ガスの一部を
バイパス通路８を介して直接排気タービン５の下
流側へ排出するガス量を増大せしめる。(b) Description of Prior Art FIG. 1 shows a typical conventional supercharging pressure control device. 1 is an internal combustion engine, 2 is its intake pipe, and 3 is its exhaust pipe. The turbocharger 4 is connected to the exhaust pipe 3
It consists of an exhaust turbine 5 provided in an exhaust passage communicating with the intake pipe 2, and a compressor 6 discharging compressed air into the intake passage communicating with the intake pipe 2. The turbine wheel of the exhaust turbine 5 and the impeller of the compressor 6 are connected via a common shaft 7 within the casing of the turbocharger 1 . A bypass passage 8 is provided in the casing of the turbocharger 4 on the introduction side of the turbine 5, and a bypass valve 9 is provided at the entrance of the passage 8 to control the flow area of the bypass passage 8. Bypass valve 9 is link 1
0, the degree of opening of the valve is controlled by an actuator 12 via a rod 11. Actuator 12
Supercharging pressure is introduced into the working chamber or pressure receiving chamber 13 via a conduit 16 from a supercharging pressure outlet 15 provided in the compressor scroll 14, and when this supercharging pressure exceeds a certain value, the bypass valve 9 is opened. This increases the amount of exhaust gas discharged from the internal combustion engine 1 into the exhaust pipe 3 directly to the downstream side of the exhaust turbine 5 via the bypass passage 8.
このような従来の過給圧制御装置は一箇所の過
給圧に応じてバイパス弁の開きを調節するもの
で、過給圧と内燃機関回転数との関係、すなわち
過給圧特性は１つの関数曲線で与えられ、一般に
は内燃機関が充分に暖機運転の終了した状態で良
好な性能が得られるように設定されるが、しかし
暖機運転終了前、例えば始動直後等に急加速等の
高負荷、高回転運転を行うと機関の耐久性を著し
く損なうという不都合がある。 Such conventional boost pressure control devices adjust the opening of the bypass valve according to the boost pressure at one location, and the relationship between boost pressure and internal combustion engine speed, that is, the boost pressure characteristics, is determined by one single point. It is given by a function curve, and is generally set so that good performance can be obtained when the internal combustion engine has sufficiently warmed up. There is an inconvenience that high-load, high-speed operation significantly impairs the durability of the engine.
(ハ) 考案の目的
本考案は、内燃機関の暖機運転が終了していな
い状態においては、暖機運転の終了後における内
燃機関の運転状態における場合よりも大なる空気
圧で排気ガスのバイパス通路への排出を制御する
バイパス弁の開きを調節し、内燃機関の気筒内燃
焼圧力およびターボチヤージヤの回転数を低くお
さえるターボチヤージヤの過給圧制御装置を提供
することを目的とするものであつて、暖機運転時
の動弁、クランクシヤフト、ピストン等のムーブ
メント系の潤滑不足など内燃機関の耐久性を損な
う不具合を解消しようとするものである。(c) Purpose of the invention This invention aims to prevent the exhaust gas from passing through the bypass passage at a higher air pressure when the internal combustion engine has not finished warming up than when the internal combustion engine is running after warming up. The purpose of the present invention is to provide a turbocharger supercharging pressure control device that adjusts the opening of a bypass valve that controls exhaust to The aim is to eliminate problems that impair the durability of internal combustion engines, such as insufficient lubrication of movement systems such as valves, crankshafts, and pistons during machine operation.
(ニ) 考案の構成
本考案の過給圧制御装置は、ターボチヤージヤ
のコンプレツサスクロール部に形成した第１の過
給圧導出口と、前記ターボチヤージヤのコンプレ
ツサスクロール部と前記空気通路に設けられたス
ロツトルバルブとの間に形成した第２の過給圧導
出口との少くとも２個の過給圧導出口と、前記過
給圧導出口の各々と導管を介して連通する入口お
よび前記アクチユエータの受圧室と導管を介して
連通する出口とを有する電磁弁と、内燃機関の冷
却水通路に感温部が挿入されて該感温部の温度が
所定の設定温度に達したときに前記電磁弁への励
磁電流の供給または遮断の開閉動作を行うサーモ
スイツチとからなり、前記電磁弁は、前記サーモ
スイツチの感温部の温度が前記所定の設定温度以
下であるとき、前記第１の過給圧導出口と前記ア
クチユエータの受圧室との連通を遮断し、前記第
２の過給圧導出口を前記アクチユエータの受圧室
に連通させるとともに、前記サーモスイツチの感
温部の温度が前記所定の設定温度を超えたとき、
前記第２の過給圧導出口と前記アクチユエータの
受圧室との連通を遮断して前記第１の過給圧導出
口を前記アクチユエータの受圧室に連通させるよ
うに、前記サーモスイツチにより制御されるもの
であつて、これにより暖機終了前には比較的高い
圧力分布の第２の過給圧導出口から過給圧をアク
チユエータの受圧室に導いてバイパス弁の開度を
比較的大きくしてターボチヤージヤの回転数およ
び機関気筒内燃焼圧力を低くおさえることができ
る。また暖機終了後は比較的低い圧力分布の第１
の過給圧導出口から過給圧をアクチユエータの受
圧室に導いてバイパス弁の開度を暖機終了前より
小さくして充分な過給効果を与えることができ
る。(d) Structure of the invention The supercharging pressure control device of the present invention includes a first supercharging pressure outlet formed in the compressor scroll portion of the turbocharger, and a first supercharging pressure outlet provided in the compressor scroll portion of the turbocharger and the air passage. a second boost pressure outlet formed between the throttle valve; at least two boost pressure outlets; an inlet communicating with each of the boost pressure outlets via a conduit; and the actuator; A solenoid valve has a pressure receiving chamber and an outlet communicating through a conduit, and when a temperature sensing part is inserted into a cooling water passage of an internal combustion engine and the temperature of the temperature sensing part reaches a predetermined set temperature, the solenoid valve and a thermoswitch that performs an opening/closing operation to supply or cut off excitation current to the valve, and the solenoid valve is configured to cause the first override to occur when the temperature of the temperature sensing part of the thermoswitch is below the predetermined set temperature. Communication between the supply pressure outlet and the pressure receiving chamber of the actuator is cut off, and the second boost pressure outlet is communicated with the pressure receiving chamber of the actuator, and the temperature of the temperature sensing part of the thermoswitch is set to the predetermined temperature. When the set temperature is exceeded,
controlled by the thermoswitch to cut off communication between the second boost pressure outlet and the pressure receiving chamber of the actuator and to communicate the first boost pressure outlet with the pressure receiving chamber of the actuator. As a result, before the end of warm-up, the boost pressure is guided from the second boost pressure outlet with a relatively high pressure distribution to the pressure receiving chamber of the actuator, and the opening degree of the bypass valve is made relatively large. It is possible to keep the turbocharger rotational speed and engine cylinder combustion pressure low. In addition, after warming up, the pressure distribution is relatively low.
The supercharging pressure is guided to the pressure receiving chamber of the actuator from the supercharging pressure outlet of the actuator, and the opening degree of the bypass valve is made smaller than before the end of warm-up, thereby providing a sufficient supercharging effect.
(ホ) 実施例の説明
第２図には本考案による過給圧制御装置の一実
施例を示す。図中、第１図と同一の構成部分には
同一の参照符号を付してある。この実施例では圧
力分布の異なる２つの過給圧導出口が設けられ
る。すなわち、コンプレツサスクロール１４に第
１の過給圧導出口２０が設けられ、コンプレツサ
スクロール１４と気化器１８のスロツトルバルブ
１７間の空気通路１９に第２の過給圧導出口２１
が設けられる。これら第１および第２の過給圧導
出口２０，２１はそれぞれ導管２２，２３を介し
て三方電磁弁２５の第１および第２の入口に接続
する。三方電磁弁２５の出口は導管２４を介して
アクチユエータ１２の受圧室１３に接続する。ま
た三方電磁弁２５の一方の端子は接地され、他方
の端子は内燃機関１の冷却水通路２８に感温部を
挿入せしめて取付けられたサーモスイツチ（例え
ばサーモスタツト）２６の一方の端子に接続す
る。サーモスイツチ２６の他方の端子は電源２７
に接続する。三方電磁弁２５は、通電して励磁さ
れるとき第１の位置に切換つて第１の過給圧導出
口２０をアクチユエータ受圧室１３に連通させ、
励磁されないときは第２の位置に切換つて第２の
過給圧導出口２１をアクチユエータ受圧室１３に
連通させる。サーモスイツチ２６は内燃機関１の
冷却水通路２８の水温に応答し、設定温度以下で
は開路し、設定温度を超えると閉路するスイツチ
として構成されている。(E) Description of Embodiment FIG. 2 shows an embodiment of the boost pressure control device according to the present invention. In the figure, the same reference numerals are given to the same components as in FIG. 1. In this embodiment, two boost pressure outlets with different pressure distributions are provided. That is, a first supercharging pressure outlet 20 is provided in the compressor scroll 14, and a second supercharging pressure outlet 21 is provided in the air passage 19 between the compressor scroll 14 and the throttle valve 17 of the carburetor 18.
will be provided. These first and second boost pressure outlets 20, 21 are connected to first and second inlets of a three-way solenoid valve 25 via conduits 22, 23, respectively. The outlet of the three-way solenoid valve 25 is connected to the pressure receiving chamber 13 of the actuator 12 via a conduit 24 . Also, one terminal of the three-way solenoid valve 25 is grounded, and the other terminal is connected to one terminal of a thermoswitch (e.g. thermostat) 26 installed by inserting a temperature sensing part into the cooling water passage 28 of the internal combustion engine 1. do. The other terminal of the thermo switch 26 is connected to the power supply 27.
Connect to. When the three-way solenoid valve 25 is energized and excited, it switches to the first position to communicate the first supercharging pressure outlet 20 with the actuator pressure receiving chamber 13;
When it is not excited, it is switched to the second position and the second supercharging pressure outlet 21 is communicated with the actuator pressure receiving chamber 13. The thermoswitch 26 is configured as a switch that responds to the temperature of the cooling water passage 28 of the internal combustion engine 1, and opens when the temperature is below a set temperature and closes when the temperature exceeds the set temperature.
次に動作を説明すると、まず内燃機関１が充分
に暖機されているとき、冷却水通路２８の水温は
設定温度を超えているためサーモスイツチ２６は
閉路して三方電磁弁２５に励磁電流が供給され
る。これにより、三方電磁弁２５は第１の位置に
あり、第１の過給圧導出口２０がアクチユエータ
受圧室１３に連通する。内燃機関回転数が増大し
て過給圧が所定値以上に上昇すると、アクチユエ
ータ１２が作動してロツド１１を図の右方に押し
出し、バイパス弁９を開き側に作動させ、排気の
一部をバイパス通路９を通して逃がす。従つてそ
の後は内燃機関１に供給される過給圧は一定値に
制御され、その結果第３図のａ線で示すような過
給圧特性が得られる。 Next, the operation will be described. First, when the internal combustion engine 1 is sufficiently warmed up, the water temperature in the cooling water passage 28 exceeds the set temperature, so the thermo switch 26 is closed and an exciting current is supplied to the three-way solenoid valve 25. As a result, the three-way solenoid valve 25 is in the first position and the first supercharging pressure outlet 20 communicates with the actuator pressure receiving chamber 13. When the internal combustion engine speed increases and the supercharging pressure rises above a predetermined value, the actuator 12 operates to push the rod 11 to the right in the figure, operating the bypass valve 9 to the opening side and allowing part of the exhaust gas to escape through the bypass passage 9. Therefore, the supercharging pressure supplied to the internal combustion engine 1 is thereafter controlled to a constant value, and as a result, the supercharging pressure characteristic shown by line a in Figure 3 is obtained.
内燃機関１がまだ充分に暖機されていないとき
は、冷却水通路２８の水温が設定温度以下である
ため、サーモスイツチ２６は開路し、三方電磁弁
２５は第２の位置にあり、第２の過給圧導出口２
１がアクチユエータ受圧室１３に連通する。イン
ペラ６の回転により速度エネルギを得た吸気はコ
ンプレツサスクロール１４および空気通路１９内
圧力を回復しながら流れるため、第２の過給圧導
出口２１のほうが第１の過給圧導出口２０より高
い静圧の空気圧を与える。したがつて、充分に暖
機されていないときはアクチユエータ１２の受圧
室１３に暖機後よりも高い静圧の空気圧が供給さ
れてバイパス弁９の開度が大きくなり、その結果
第３図ｂ線で示すように過給圧は低い値で制御さ
れる。 When the internal combustion engine 1 has not yet been warmed up sufficiently, the thermoswitch 26 is opened because the water temperature in the cooling water passage 28 is below the set temperature, and the three-way solenoid valve 25 is in the second position. Boost pressure outlet 2
1 communicates with the actuator pressure receiving chamber 13. Since the intake air that has gained velocity energy through the rotation of the impeller 6 flows while recovering the pressure inside the compressor scroll 14 and the air passage 19, the second supercharging pressure outlet 21 is better than the first supercharging pressure outlet 20. Provides high static air pressure. Therefore, when the actuator 12 is not warmed up sufficiently, a static air pressure higher than that after warming up is supplied to the pressure receiving chamber 13 of the actuator 12, and the opening degree of the bypass valve 9 becomes larger, as a result of which, as shown in FIG. As shown by the line, the boost pressure is controlled at a low value.
上記実施例では第１および第２の過給圧導出口
２０，２１を設けたが、それらの中間に第３、第
４の過給圧導出口を追加すれば、第４図に示すよ
うに内燃機関の暖機状態に応じてより精細な多段
型の過給圧制御が可能である。その場合、三方電
磁弁の代わりに四方電磁弁、五方電磁弁が用いら
れ、設定温度の数も増加し、サーモスイツチも適
宜変更される。 In the above embodiment, the first and second boost pressure outlets 20 and 21 are provided, but if the third and fourth boost pressure outlets are added between them, as shown in FIG. More precise multistage boost pressure control is possible depending on the warm-up state of the internal combustion engine. In that case, a four-way solenoid valve or a five-way solenoid valve is used instead of a three-way solenoid valve, the number of set temperatures increases, and the thermoswitch is changed as appropriate.
(ヘ) 考案の効果
本考案によるときは、内燃機関の冷却水温度が
所定の設定温度を超えているときは、前記内燃機
関の冷却水通路に感温部が挿入されているサーモ
スイツチが開路し、電磁弁を励磁しない。このと
き電磁弁の第１の過給圧導出口に導管を介して連
通している入口は出口を介してアクチユエータの
受圧室に連通しているから、ターボチヤージヤの
コンプレツサスクロール部の空気圧の静圧が前記
アクチユエータの受圧室に導入されているので、
前記所定の設定温度を当該内燃機関の暖機運転終
了時の冷却水通路の冷却水温度に設定すれば、暖
機運転終了後はサーモスイツチが開き、アクチユ
エータの受圧室にはターボチヤージヤのコンプレ
ツサスクロール部の空気圧の静圧が作用して、過
給圧が一定値以上となるとバイパス弁を開いて過
給圧の過昇を防止し、ノツキングの発生等正常な
機関運転を損う現象を、従来技術と同様に阻止す
る。(F) Effect of the invention According to the invention, when the temperature of the cooling water of the internal combustion engine exceeds a predetermined set temperature, the thermoswitch in which the temperature sensing part is inserted into the cooling water passage of the internal combustion engine opens the circuit. and do not energize the solenoid valve. At this time, since the inlet that communicates with the first supercharging pressure outlet of the solenoid valve via a conduit communicates with the pressure receiving chamber of the actuator via the outlet, the static pressure of the air pressure in the compressor scroll portion of the turbocharger is introduced into the pressure receiving chamber of the actuator, so
If the predetermined set temperature is set to the temperature of the cooling water in the cooling water passage at the end of warm-up of the internal combustion engine, the thermoswitch will open after the end of warm-up, and the compressor scroll of the turbocharger will be placed in the pressure receiving chamber of the actuator. When the static pressure of the air pressure in the engine reaches a certain value or higher, the bypass valve opens to prevent the boost pressure from rising excessively. Block as well as technology.
暖機運転終了前の冷却水温度が前記所定の設定
温度以下であるときは、前記サーモスイツチが閉
じ、励磁電流を電磁弁に供給して、前記ターボチ
ヤージヤのコンプレツサスクロール部に形成した
第１の過給圧導出口とアクチユエータの受圧室と
の連通を遮断し、該受圧室をターボチヤージヤの
コンプレツサスクロール部より下流の空気通路に
設けられたスロツトルバルブとの間に形成した第
２の過給圧導出口と連通する。内燃機関が充分暖
機されていない時は、ターボチヤージヤのコンプ
レツサのインペラの回転により速度エネルギを得
た空気は、前記スクロール部およびその下流の空
気通路内で圧力回復をしながら流れるので、前記
第２の過給圧導出口における空気圧の静圧は前記
第１の過給圧導出口における空気圧の静圧より高
い圧力を示すため、前記アクチユエータの受圧室
内の圧力は暖機運転終了後の受圧室内の圧力より
高く、従つてバイパス通路に設けられたバイパス
弁の開度は、暖機運転終了時より大となり、ター
ボチヤージヤの過給圧は低い値で制御され、内燃
機関の暖機運転時に内燃機関の弁、クランクシヤ
フト、ピストン等のムーブメント系の潤滑不足な
どによる摩耗その他の不具合を防止する顕著な効
果を奏する。 When the cooling water temperature before the end of the warm-up operation is below the predetermined set temperature, the thermoswitch is closed and an exciting current is supplied to the solenoid valve, so that the first A second supercharging system in which communication between a supercharging pressure outlet and a pressure receiving chamber of an actuator is cut off, and the pressure receiving chamber is formed between a throttle valve provided in an air passage downstream of a compressor scroll portion of a turbocharger. Communicates with the pressure outlet. When the internal combustion engine is not sufficiently warmed up, the air that has gained velocity energy through the rotation of the impeller of the compressor of the turbocharger flows through the scroll section and the air passage downstream thereof while recovering its pressure. Since the static air pressure at the boost pressure outlet of the actuator is higher than the static pressure of the air pressure at the first boost pressure outlet, the pressure in the pressure receiving chamber of the actuator is lower than the pressure in the pressure receiving chamber after warm-up. The opening degree of the bypass valve provided in the bypass passage is higher than the pressure, so the opening degree of the bypass valve provided in the bypass passage becomes larger at the end of warm-up, and the supercharging pressure of the turbocharger is controlled at a low value. It has a remarkable effect in preventing wear and other problems caused by insufficient lubrication of movement systems such as valves, crankshafts, and pistons.
また本考案においては、ターボチヤージヤのコ
ンプレツサの吐出側空気通路に形成した圧力分布
の異なる第１および第２の過給圧導出口と前記ア
クチユエータの受圧室とを選択的に連通させる手
段として電磁弁を用いているので、前記第１およ
び第２の過給圧導出口の間に１個または複数の過
給圧導出口を形成し、この過給圧導出口を導管を
介して、前記過給圧導出口の数に応じた数の入口
を出口に選択的に連通せしめる電磁弁、例えば四
方電磁弁、五方電磁弁等を介してアクチユエータ
に連通することにより、内燃機関の暖機運転終了
後において各種センサの出力およびコンピユータ
の信号に基いて電磁弁を切替え、前記圧力分布の
異なる過給圧導出口からの空気圧を選択的にアク
チユエータの受圧室に導入することができる。こ
の場合においては、ターボチヤージヤのコンプレ
ツサの吐出側空気通路の圧力を複数のモードに選
択的に切替えることができ、内燃機関の負荷の変
化後、運転状態に応じた過給圧の制御を極めて容
易に行うことができる等の特長を有するものであ
る。 Further, in the present invention, a solenoid valve is used as a means for selectively communicating the first and second boost pressure outlets having different pressure distributions formed in the discharge side air passage of the compressor of the turbocharger and the pressure receiving chamber of the actuator. Since the supercharging pressure outlet is used, one or more supercharging pressure outlets are formed between the first and second supercharging pressure outlets, and the supercharging pressure is By communicating with the actuator through a solenoid valve, such as a four-way solenoid valve, a five-way solenoid valve, etc., which selectively connects the inlet with the outlet according to the number of outlet ports, By switching the electromagnetic valve based on the outputs of various sensors and signals from the computer, air pressure from the supercharging pressure outlets having different pressure distributions can be selectively introduced into the pressure receiving chamber of the actuator. In this case, the pressure in the discharge side air passage of the turbocharger compressor can be selectively switched between multiple modes, making it extremely easy to control the boost pressure according to the operating condition after changes in the load of the internal combustion engine. It has features such as being able to perform
さらに本考案においては、アクチユエータを作
動せしめる圧力としてコンプレツサのスクロール
部からスロツトルバルブまでの間の吸気通路にお
ける圧力分布を利用して、前記吸気通路における
少くとも２個所の過給圧導出口における空気圧の
静圧を排気通路のバイパス弁を操作するアクチユ
エータの受圧室に導入するものであるから、アク
チユエータは従来の過給圧制御装置に用いられて
いる空気圧と大気圧との差圧を利用する極めて簡
単な構成のもので差支えなく、従来のターボチヤ
ージヤの過給圧制御装置を利用して実施できるも
のである。 Furthermore, in the present invention, the pressure distribution in the intake passage between the scroll part of the compressor and the throttle valve is used as the pressure for operating the actuator, and the air pressure at at least two boost pressure outlet ports in the intake passage is utilized. The actuator introduces the static pressure of It has a simple configuration and can be implemented using a conventional turbocharger boost pressure control device.
従つて本考案によるときは、内燃機関の暖機運
転時に内燃機関の気筒内燃焼圧力およびターボチ
ヤージヤの回転数を低くおさえることができ、暖
機終了前の機関運転、特に高負荷、高回転運転に
対して機関を保護し、耐久性低下を防止できる。 Therefore, when the present invention is used, the combustion pressure in the cylinders of the internal combustion engine and the rotational speed of the turbocharger can be kept low during warm-up operation of the internal combustion engine, and the engine operation before the end of warm-up, especially high load and high rotation speed operation, can be suppressed. It is possible to protect the engine and prevent a decrease in durability.
第１図は従来の典型的な過給圧制御装置を使用
したターボチヤージヤシステムの断面図、第２図
は本考案による過給圧制御装置の一実施例を適用
したターボチヤージヤシステムの断面図、第３図
は第２図の実施例による過給圧特性を示す線図、
第４図は別の実施例による多段式過給圧制御の過
給圧特性を示す線図である。
なお図中、１は内燃機関、２は吸気管、３は排
気管、４はターボチヤージヤ、５はそのタービン
ホイール、６はそのコンプレツサインペラ、８は
バイパス通路、９はバイパス弁、１２はアクチユ
エータ、１３はその受圧室、１９は空気通路、２
０は第１過給圧導出口、２１は第２過給圧導出
口、２２，２３，２４は導管、２５は三方電磁
弁、２６はサーモスイツチ、２８は冷却水通路、
をそれぞれ示すものである。
Figure 1 is a cross-sectional view of a turbocharger system using a typical conventional boost pressure control device, and Figure 2 is a cross-sectional view of a turbocharger system using an embodiment of the boost pressure control device according to the present invention. Figure 3 is a diagram showing the boost pressure characteristics according to the embodiment shown in Figure 2,
FIG. 4 is a diagram showing boost pressure characteristics of multistage boost pressure control according to another embodiment. In the figure, 1 is an internal combustion engine, 2 is an intake pipe, 3 is an exhaust pipe, 4 is a turbocharger, 5 is its turbine wheel, 6 is its compressor impeller, 8 is a bypass passage, 9 is a bypass valve, 12 is an actuator, 13 is its pressure receiving chamber, 19 is an air passage, 2
0 is a first boost pressure outlet, 21 is a second boost pressure outlet, 22, 23, 24 are conduits, 25 is a three-way solenoid valve, 26 is a thermoswitch, 28 is a cooling water passage,
are shown respectively.
Claims (1)
気ガス排出側に連通するバイパス通路に設けられ
たバイパス弁をコンプレツサの吐出側と内燃機関
の吸気口とを連結する吸気通路の過給圧と大気圧
との圧力差の増大に応じて開き側に作動させるア
クチユエータを備えるターボチヤージヤの過給圧
制御装置において、 前記ターボチヤージヤのコンプレツサスクロー
ル部に形成した第１の過給圧導出口と、前記コン
プレツサスクロール部と前記吸気通路に設けられ
たスロツトルバルブとの間に形成した第２の過給
圧導出口との少なくとも２個の過給圧導出口と、 前記過給圧導出口の各々と導管を介して連通す
る入口および前記アクチユエータの受圧室と導管
を介して連通する出口とを有する電磁弁と、 前記内燃機関の冷却水通路に感温部が挿入され
て該感温部の温度が所定の設定温度に達したとき
に前記電磁弁への励磁電流の供給または遮断の開
閉動作を行うサーモスイツチとよりなり、 前記電磁弁は、前記サーモスイツチの感温部の
温度が前記所定の設定温度以下であるとき、前記
第１の過給圧導出口と前記アクチユエータの受圧
室との連通を遮断して前記第２の過給圧導出口を
前記アクチユエータの受圧室に連通させ、前記サ
ーモスイツチの感温部の温度が前記所定の設定温
度を超えたとき、前記第２の過給圧導出口と前記
アクチユエータの受圧室との連通を遮断して前記
第１の過給圧導出口を前記アクチユエータの受圧
室に連通させるように前記サーモスイツチにより
制御されることを特徴とするターボチヤージヤの
過給圧制御装置。[Scope of Claim for Utility Model Registration] An intake valve that connects a bypass valve provided in a bypass passage that branches from the exhaust gas inlet side of the exhaust turbine and communicates with the exhaust gas discharge side with the compressor discharge side and the intake port of the internal combustion engine. In a turbocharger supercharging pressure control device comprising an actuator that operates to the opening side in response to an increase in the pressure difference between the supercharging pressure of a passage and atmospheric pressure, the first supercharging pressure formed in a compressor scroll portion of the turbocharger. at least two supercharging pressure outlet ports; a second supercharging pressure outlet port formed between the compressor scroll portion and a throttle valve provided in the intake passage; a solenoid valve having an inlet that communicates with each of the pressure outlet ports via a conduit, and an outlet that communicates with a pressure receiving chamber of the actuator via a conduit; a temperature sensing portion inserted into a cooling water passage of the internal combustion engine; The thermoswitch is configured to open and close the supply or cutoff of excitation current to the solenoid valve when the temperature of the temperature sensing portion reaches a predetermined set temperature, and the solenoid valve When the temperature is below the predetermined set temperature, communication between the first boost pressure outlet and the pressure receiving chamber of the actuator is cut off, and the second boost pressure outlet is connected to the pressure receiving chamber of the actuator. When the temperature of the temperature sensing part of the thermoswitch exceeds the predetermined set temperature, communication between the second boost pressure outlet and the pressure receiving chamber of the actuator is cut off and the first A boost pressure control device for a turbocharger, characterized in that the boost pressure control device is controlled by the thermoswitch so as to communicate the boost pressure outlet with the pressure receiving chamber of the actuator.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17521983U JPS6082530U (en) | 1983-11-12 | 1983-11-12 | Turbocharger boost pressure control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17521983U JPS6082530U (en) | 1983-11-12 | 1983-11-12 | Turbocharger boost pressure control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6082530U JPS6082530U (en) | 1985-06-07 |
| JPS6349547Y2 true JPS6349547Y2 (en) | 1988-12-20 |
Family
ID=30381259
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP17521983U Granted JPS6082530U (en) | 1983-11-12 | 1983-11-12 | Turbocharger boost pressure control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6082530U (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5618026A (en) * | 1979-07-20 | 1981-02-20 | Toyota Motor Corp | Exhaust controller for internal combustion engine with exhaust turbocharger |
| JPS5765830A (en) * | 1980-10-13 | 1982-04-21 | Hitachi Ltd | Supercharger controller for internal combustion engine |
| JPS57124026A (en) * | 1981-01-23 | 1982-08-02 | Mazda Motor Corp | Supercharged pressure controller of engine with supercharger |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57144223U (en) * | 1981-03-05 | 1982-09-10 |
-
1983
- 1983-11-12 JP JP17521983U patent/JPS6082530U/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5618026A (en) * | 1979-07-20 | 1981-02-20 | Toyota Motor Corp | Exhaust controller for internal combustion engine with exhaust turbocharger |
| JPS5765830A (en) * | 1980-10-13 | 1982-04-21 | Hitachi Ltd | Supercharger controller for internal combustion engine |
| JPS57124026A (en) * | 1981-01-23 | 1982-08-02 | Mazda Motor Corp | Supercharged pressure controller of engine with supercharger |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6082530U (en) | 1985-06-07 |
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