JPS63983Y2 - - Google Patents
Info
- Publication number
- JPS63983Y2 JPS63983Y2 JP1983071604U JP7160483U JPS63983Y2 JP S63983 Y2 JPS63983 Y2 JP S63983Y2 JP 1983071604 U JP1983071604 U JP 1983071604U JP 7160483 U JP7160483 U JP 7160483U JP S63983 Y2 JPS63983 Y2 JP S63983Y2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- pressure chamber
- compressor
- valve
- passage
- 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 7
- 238000007599 discharging Methods 0.000 claims 1
- 230000007423 decrease Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 239000002699 waste material Substances 0.000 description 3
- 241000234435 Lilium Species 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
Landscapes
- Supercharger (AREA)
Description
【考案の詳細な説明】 本考案は過給圧制御装置に関するものである。[Detailed explanation of the idea] The present invention relates to a boost pressure control device.
以下本考案の一実施例を第１図に沿つて説明す
る。 An embodiment of the present invention will be described below with reference to FIG.
２はエンジン本体を示し、吸気が供給される吸
気通路４と排気を排出する排気通路６を有してい
る。８は過給装置で、エンジン２の排気通路６に
設けられたタービン１０、同タービン１０に回転
軸１２を介して連結されるとともに吸気通路４に
設けられて駆動されるコンプレツサ１４を有して
いる。 Reference numeral 2 denotes an engine body, which has an intake passage 4 to which intake air is supplied and an exhaust passage 6 from which exhaust gas is discharged. Reference numeral 8 denotes a supercharger, which has a turbine 10 provided in the exhaust passage 6 of the engine 2, and a compressor 14 connected to the turbine 10 via a rotating shaft 12 and provided in the intake passage 4 to be driven.
吸気通路４には、上流から順にエアクリーナ１
８、コンプレツサ１４、スロツトル弁２０、気化
器２２の小ベンチユリ２４と大ベンチユリ２６が
設けられている。 The air cleaner 1 is installed in the intake passage 4 in order from the upstream.
8, a compressor 14, a throttle valve 20, a small bench lily 24 and a large bench lily 26 of a carburetor 22 are provided.
２８はバイパス通路で、一端３０は吸気通路４
のコンプレツサ１４とスロツトル弁２０上流との
間に連通され、他端３２は吸気通路４のエアクリ
ーナ１８とコンプレツサ１４との間に連通されて
いる。 28 is a bypass passage, and one end 30 is an intake passage 4
The other end 32 is connected between the air cleaner 18 of the intake passage 4 and the compressor 14.
３４はバイパス通路２８に介装されたバイパス
弁３６の作動装置で、ケース３８内がダイヤフラ
ム４０により第１圧力室４２と第２圧力室４４に
隔絶され、同ダイヤフラム４０はロツド４６を介
してバイパス弁３６に連結されている。又、ケー
ス３８内はロツド４６が摺動自在に支持されてい
る隔壁４８によつて第２圧力室４４とバイパス通
路室５０とが隔絶されている。５２は第１圧力室
４２内に圧縮配置されたスプリングである。 Reference numeral 34 denotes an operating device for a bypass valve 36 installed in the bypass passage 28. The inside of the case 38 is separated into a first pressure chamber 42 and a second pressure chamber 44 by a diaphragm 40, and the diaphragm 40 is operated by a bypass valve 36 via a rod 46. The valve 36 is connected to the valve 36. Further, inside the case 38, the second pressure chamber 44 and the bypass passage chamber 50 are separated from each other by a partition wall 48 on which a rod 46 is slidably supported. 52 is a spring compressed and arranged within the first pressure chamber 42.
上記第１圧力室４２は実質的に抵抗のない圧力
通路５４を介して吸気通路４のスロツトル弁２０
下流位置に連通され、第２圧力室４４は互いに並
列に設けられたオリフイス５６と第２圧力室４４
方向へのみ流通する一方向弁５８を有する圧力通
路６０を介して吸気通路４のスロツトル弁２０下
流位置に連通されている。 The first pressure chamber 42 is connected to the throttle valve 20 of the intake passage 4 via a substantially resistance-free pressure passage 54.
The second pressure chamber 44 is connected to the downstream position, and the second pressure chamber 44 has an orifice 56 and a second pressure chamber 44 provided in parallel with each other.
The intake passage 4 is connected to a position downstream of the throttle valve 20 through a pressure passage 60 having a one-way valve 58 that allows flow in only one direction.
上記作動装置３４のスプリング５２は第１圧力
室４２の圧力が第２圧力室４４の圧力より例えば
150mmHg以上低いときにダイヤフラム４０が図中
下方に移動してバイパス弁３６を開作動せしめる
よう設定されており、又、オリフイス５６は、第
１圧力室４４と比較して所定時間遅れてスロツト
ル弁２０下流の圧力が伝達されるよう設定されて
いる。 The spring 52 of the actuating device 34 allows the pressure in the first pressure chamber 42 to be lower than the pressure in the second pressure chamber 44, for example.
The diaphragm 40 is set to move downward in the figure to open the bypass valve 36 when the pressure is lower than 150 mmHg, and the orifice 56 opens the throttle valve 20 after a predetermined time delay compared to the first pressure chamber 44. The downstream pressure is set to be transmitted.
６２は、吸気通路４のコンプレツサ１４下流位
置の圧力に応じて、排気通路６のタービン１０上
下流をバイパスするウエストゲート装置である。
同ウエストゲート装置６２は、上記圧力が例えば
＋500mmHg以上にならないように制御している。
上記実施例の作動を以下設明する。 Reference numeral 62 denotes a waste gate device that bypasses the upstream and downstream portions of the turbine 10 in the exhaust passage 6 according to the pressure at the downstream position of the compressor 14 in the intake passage 4 .
The waste gate device 62 controls the pressure so that it does not exceed, for example, +500 mmHg.
The operation of the above embodiment will be explained below.
エンジン２が第２図に示す出力特性図におい
て、任意の回転速度イで運転され、且つ、スロツ
トル弁２０が全開状態で最大負荷ロが作用してい
ると、過給圧はウエストゲート装置６２により、
最大過給圧である＋500mmHgに制御されている。 In the output characteristic diagram shown in FIG. 2, when the engine 2 is operated at an arbitrary rotational speed A, and the throttle valve 20 is fully open and the maximum load B is applied, the boost pressure is controlled by the waste gate device 62. ,
It is controlled at +500mmHg, which is the maximum boost pressure.
この状態でスロツトル弁２０を急激に全閉状態
ハとすると、吸気慣性及びコンプレツサ１４の回
転慣性により、スロツトル弁２０上流圧力が急激
に増大し、圧力反射を生じてコンプレツサ１４に
逆流する。このためコンプレツサ１４部分でサー
ジングを生じ、異音を発生する傾向を有してい
る。このとき、バイパス弁３６を作動する作動装
置３４の第１圧力室４２内の圧力は、ロ位置での
＋500mmHgから、ハ位置の−600mmHgまで急激に
低下し、これに対して第２圧力室４４内の圧力は
圧力通路６０に介装されたオリフイス５６によつ
て制限され除々に低下する。 When the throttle valve 20 is suddenly brought into a fully closed state (C) in this state, the pressure upstream of the throttle valve 20 rapidly increases due to the intake inertia and the rotational inertia of the compressor 14, causing a pressure reflection and flowing back to the compressor 14. For this reason, surging occurs in the compressor 14 portion, which tends to generate abnormal noise. At this time, the pressure in the first pressure chamber 42 of the actuating device 34 that operates the bypass valve 36 rapidly decreases from +500 mmHg at the B position to -600 mmHg at the C position. The internal pressure is limited by an orifice 56 interposed in the pressure passage 60 and gradually decreases.
従つて、第１圧力室４２内圧力と第２圧力室４
４内圧力との差圧はロからハへ変化すると同時に
最大となり、該差圧が上述の通り150mmHg以上で
ある間ダイヤフラム４０はバイパス弁３６を開作
動せしめ、コンプレツサ１４下流の圧力をコンプ
レツサ１４上流の低圧側に放出せしめる。 Therefore, the pressure inside the first pressure chamber 42 and the second pressure chamber 4
The differential pressure between the internal pressure of the compressor 4 and the internal pressure becomes maximum at the same time as changing from A to C. As mentioned above, while the differential pressure is 150 mmHg or more, the diaphragm 40 opens the bypass valve 36 and changes the pressure downstream of the compressor 14 to the upstream of the compressor 14. discharge to the low pressure side.
上記差圧は、第２圧力室４４がオリフイス５６
により制限されている間存在するが、徐々に小と
なり、所定時間例えば２〜３秒後には150mmHgと
なり、ダイヤフラム４０はスプリング５２の付勢
力によつてバィパス弁３６を閉作動せしめる。ま
た、上記差圧は、スロツトル弁２０を閉作動する
直前の過給圧、つまり、吸気通路４の圧力に比例
して増大するため、作動装置３４におけるバイパ
ス弁３６が開いている時間は、スロツトル弁２０
を閉動する直前の過給圧が高いほど長くなる。 The above differential pressure is caused by the second pressure chamber 44 having an orifice 56
However, it gradually decreases to 150 mmHg after a predetermined time, for example, 2 to 3 seconds, and the diaphragm 40 closes the bypass valve 36 by the biasing force of the spring 52. Furthermore, since the differential pressure increases in proportion to the supercharging pressure immediately before the throttle valve 20 is closed, that is, the pressure in the intake passage 4, the time during which the bypass valve 36 in the actuating device 34 is open is valve 20
The higher the boost pressure just before closing, the longer it will take.
上記オリフイス５６と並列に配設された一方向
弁５８は、第１圧力室４２より第２圧力室４４の
方が低圧とはならないように、吸気通路４の圧力
上昇が実質的に直接伝達されるよう配置されてい
る。 The one-way valve 58 disposed in parallel with the orifice 56 allows the pressure increase in the intake passage 4 to be substantially directly transmitted so that the second pressure chamber 44 does not have a lower pressure than the first pressure chamber 42. It is arranged so that
上述の作動により、スロツトル弁２０開度が大
から吸気通路４の該スロツトル弁２０を急激に閉
作動した場合に、作動装置３４の作用により、ス
ロツトル閉２０を閉作動する直前の吸気通路４内
の圧力とスロツトル弁２０を閉作動した後の該ス
ロツトル弁２０下流の圧力との差圧により設定さ
れる時間だけバイパス弁３６を開いてコンプレツ
サ１４の下流圧力をバイパス通路からコンプレツ
サ１４上流に放出するので、スロツトル弁２０の
閉作動直後に発生するスロツトル弁２０上流の急
激な圧力増大によるコンプレツサ１４のサージン
グ及び異音の発生を有効に防止できる作用効果を
有する。さらに、バイパス弁３６は、前述したよ
うにスロツトル弁２０の閉作動とほぼ同時に開き
その後再び閉状態に保持されるため、スロツトル
弁２０が再び開作動されても過給空気は、バイパ
ス通路２８からコンプレツサ１４上流へ流出する
ことなくエンジン本体２へ有効に供給されるため
加速開始時の応答性が良好となる効果を有する。 Due to the above-described operation, when the throttle valve 20 in the intake passage 4 is suddenly closed due to the large opening degree of the throttle valve 20, the operation of the actuating device 34 causes the inside of the intake passage 4 immediately before the throttle closing 20 to be closed. The bypass valve 36 is opened for a time set by the differential pressure between the pressure of Therefore, it is possible to effectively prevent surging of the compressor 14 and generation of abnormal noise due to a sudden pressure increase upstream of the throttle valve 20 that occurs immediately after the throttle valve 20 is closed. Furthermore, as described above, the bypass valve 36 opens almost simultaneously with the closing operation of the throttle valve 20 and is then held in the closed state again. Therefore, even if the throttle valve 20 is opened again, the supercharging air will not flow from the bypass passage 28. Since it is effectively supplied to the engine body 2 without flowing out upstream of the compressor 14, it has the effect of improving responsiveness at the start of acceleration.
又、本実施例によれば、第１圧力室４２の圧力
が＋500mmHgである位置ロからハに急激に低下す
る途中で、ニ位置で既に150mmHgの差圧がダイヤ
フラム４０に作用するため、バイパス弁３６の開
作動が迅速に行なわれ、サージングの発生を有効
に防止する効果を奏する。 Further, according to this embodiment, while the pressure in the first pressure chamber 42 is rapidly decreasing from position B, which is +500 mmHg, to C, a pressure difference of 150 mmHg is already acting on the diaphragm 40 at position N, so that the bypass valve is closed. The opening operation of 36 is performed quickly, and there is an effect of effectively preventing the occurrence of surging.
上記実施例では、第２圧力室４４と吸気通路４
を連通せしめる圧力通路６０にオリフイス５６と
一方向弁５８を設けたが、該圧力通路６０を廃止
し、ダイヤフラム４０にオリフイスと第１圧力室
４２から第２圧力室４４方向へのみ流通する一方
向弁を設け、第１圧力室４２の圧力が遅延されて
第２圧力室４４に伝達されるよう構成しても上記
実施例同様の作用効果を奏する。 In the above embodiment, the second pressure chamber 44 and the intake passage 4
Although an orifice 56 and a one-way valve 58 were provided in a pressure passage 60 that communicates with Even if a valve is provided so that the pressure in the first pressure chamber 42 is delayed and transmitted to the second pressure chamber 44, the same effects as in the above embodiment can be obtained.
第１図は本考案の一実施例を示す概略説明図、
第２図は一実施例の作動特性図である。
２：エンジン、４：吸気通路、６：排気通路、
８：過給装置、１０：タービン、１４：コンプレ
ツサ、２０：スロツトル弁、２８：バイパス通
路、３４：作動装置、３６：バイパス弁、４０：
ダイヤフラム、４２：第１圧力室、４４：第２圧
力室、５６：オリフイス。
FIG. 1 is a schematic explanatory diagram showing an embodiment of the present invention;
FIG. 2 is an operational characteristic diagram of one embodiment. 2: Engine, 4: Intake passage, 6: Exhaust passage,
8: Supercharger, 10: Turbine, 14: Compressor, 20: Throttle valve, 28: Bypass passage, 34: Actuation device, 36: Bypass valve, 40:
Diaphragm, 42: first pressure chamber, 44: second pressure chamber, 56: orifice.
Claims (1)
ンジンの吸気通路に設けられ上記タービンに駆動
されるコンプレツサとを通する過給装置、上記コ
ンプレツサと同コンプレツサ下流に設けられたス
ロツトル弁との間の圧力を上記コンプレツサ上流
に放出するバイパス通路、同バイパス通路に設け
られたバイパス弁、および上記バイパス弁を駆動
する作動装置を備え、同作動装置は上記バイパス
弁に連結されたダイヤフラム、同ダイヤフラムに
よつて隔絶された第１圧力室と第２圧力室および
上記バイパス弁を閉方向に付勢するスプリングを
有し、上記第１圧力室は上記吸気通路のスロツト
ル弁下流位置に連通され、上記第２圧力室は並列
に配設されたオリフイスと上記第２圧力室方向へ
のみ流通する一方向弁を介してスロツトル弁下流
位置に連通構成したことを特徴とした過給圧制御
装置。 A supercharging device that passes through a turbine provided in the exhaust passage of the engine and a compressor provided in the intake passage of the engine and driven by the turbine, which controls the pressure between the compressor and a throttle valve provided downstream of the compressor. The compressor includes a bypass passage discharging upstream of the compressor, a bypass valve provided in the bypass passage, and an actuating device for driving the bypass valve, and the actuating device is isolated by a diaphragm connected to the bypass valve, and the diaphragm. a first pressure chamber, a second pressure chamber, and a spring that biases the bypass valve in the closing direction, the first pressure chamber is communicated with a downstream position of the throttle valve in the intake passage, and the first pressure chamber is connected to a downstream position of the throttle valve in the intake passage; A supercharging pressure control device characterized in that the boost pressure control device is configured to communicate with a downstream position of a throttle valve via orifices arranged in parallel and a one-way valve that allows flow only in the direction of the second pressure chamber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7160483U JPS59177735U (en) | 1983-05-13 | 1983-05-13 | Supercharging control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7160483U JPS59177735U (en) | 1983-05-13 | 1983-05-13 | Supercharging control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59177735U JPS59177735U (en) | 1984-11-28 |
| JPS63983Y2 true JPS63983Y2 (en) | 1988-01-12 |
Family
ID=30201750
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7160483U Granted JPS59177735U (en) | 1983-05-13 | 1983-05-13 | Supercharging control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59177735U (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0511305Y2 (en) * | 1986-07-31 | 1993-03-19 | ||
| JP6549350B2 (en) * | 2013-12-26 | 2019-07-24 | 株式会社ミクニ | Supercharged internal combustion engine |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5557620A (en) * | 1978-10-20 | 1980-04-28 | Daihatsu Motor Co Ltd | Exhaust air turbosupercharger engine |
| JPS5560623A (en) * | 1978-10-30 | 1980-05-07 | Daihatsu Motor Co Ltd | Exhaust turbo-supercharged engine |
| JPS5566614A (en) * | 1978-11-15 | 1980-05-20 | Daihatsu Motor Co Ltd | Exhaust turbo-supercharged engine |
| JPS57122123A (en) * | 1981-01-19 | 1982-07-29 | Mazda Motor Corp | Supercharged pressure control apparatus of engine with supercharger |
| JPS5924824U (en) * | 1982-08-07 | 1984-02-16 | 積水樹脂株式会社 | Iron-based metal wall material |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5232811Y2 (en) * | 1972-11-16 | 1977-07-26 | ||
| JPS58111325U (en) * | 1982-01-25 | 1983-07-29 | いすゞ自動車株式会社 | Internal combustion engine with exhaust turbocharger |
-
1983
- 1983-05-13 JP JP7160483U patent/JPS59177735U/en active Granted
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5557620A (en) * | 1978-10-20 | 1980-04-28 | Daihatsu Motor Co Ltd | Exhaust air turbosupercharger engine |
| JPS5560623A (en) * | 1978-10-30 | 1980-05-07 | Daihatsu Motor Co Ltd | Exhaust turbo-supercharged engine |
| JPS5566614A (en) * | 1978-11-15 | 1980-05-20 | Daihatsu Motor Co Ltd | Exhaust turbo-supercharged engine |
| JPS57122123A (en) * | 1981-01-19 | 1982-07-29 | Mazda Motor Corp | Supercharged pressure control apparatus of engine with supercharger |
| JPS5924824U (en) * | 1982-08-07 | 1984-02-16 | 積水樹脂株式会社 | Iron-based metal wall material |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59177735U (en) | 1984-11-28 |
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