JP2007247560A - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

Info

Publication number
JP2007247560A
JP2007247560A JP2006072890A JP2006072890A JP2007247560A JP 2007247560 A JP2007247560 A JP 2007247560A JP 2006072890 A JP2006072890 A JP 2006072890A JP 2006072890 A JP2006072890 A JP 2006072890A JP 2007247560 A JP2007247560 A JP 2007247560A
Authority
JP
Japan
Prior art keywords
air
fuel ratio
internal combustion
combustion engine
ratio sensor
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
Application number
JP2006072890A
Other languages
Japanese (ja)
Inventor
Wataru Akai
Hiroki Nagabuchi
Tetsuo Oshita
哲男 大下
博樹 永渕
亘 赤井
Original Assignee
Toyota Motor Corp
トヨタ自動車株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp, トヨタ自動車株式会社 filed Critical Toyota Motor Corp
Priority to JP2006072890A priority Critical patent/JP2007247560A/en
Publication of JP2007247560A publication Critical patent/JP2007247560A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12Control of the pumps
    • F02B37/18Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F02B37/183Arrangements of bypass valves or actuators therefor
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/008Mounting or arrangement of exhaust sensors in or on exhaust apparatus
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/20Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a flow director or deflector
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Improving ICE efficiencies

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine capable of improving accuracy of air fuel ratio control. <P>SOLUTION: The internal combustion engine 1 includes an engine burning air fuel mixture and generating power, and a supercharger 3 including a compressor 32 arranged in an intake passage of the engine and a turbine 31 arranged in an exhaust passage of the engine, rotating the turbine 31 by exhaust gas passing the exhaust passage 6 and driving the compressor 32 to supercharge the engine. Also, the internal combustion engine 1 includes a bypass passage 62 provided in the exhaust passage 6 and bypassing the turbine 31, a wastegate valve 63 arranged at an outlet part of the bypass passage 62 and opening and closing the bypass passage 62, an air fuel ratio sensor 7 arranged in a downstream side of the wastegate valve 63 in the exhaust passage 6, and a guide means 8 leading exhaust gas passing through the bypass passage 62 to the air fuel ratio sensor 7 at the time of opening of the wastegate valve 63. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an internal combustion engine, and more particularly to an internal combustion engine that can improve the accuracy of air-fuel ratio control.

  In an internal combustion engine having a supercharger, an air-fuel ratio sensor is installed on an exhaust gas passage (exhaust passage) of the engine, and the oxygen concentration in the exhaust gas is measured by this air-fuel ratio sensor and supplied to the engine. The air / fuel ratio is adjusted. Here, the air-fuel ratio sensor generally operates normally within a predetermined temperature range. For this reason, when the engine is started, the air-fuel ratio sensor needs to be warmed up in order to improve the accuracy of the air-fuel ratio control.

  A technique described in Patent Document 1 is known for a conventional internal combustion engine related to the internal combustion engine according to the present invention. In a conventional internal combustion engine (air-fuel ratio sensor activation control device for an internal combustion engine), in an internal combustion engine provided with an air-fuel ratio sensor with a built-in heater in an exhaust passage, the exhaust passage is connected to a sensor-side passage in which an air-fuel ratio sensor is disposed. And a bypass valve passage that bypasses the air-fuel ratio sensor, and a switching valve device that can be switched to open either the sensor-side passage or the bypass-side passage is provided, while the element temperature of the air-fuel ratio sensor is The temperature detection means to detect and the operation of the switching valve device is controlled according to the detected temperature of the temperature detection means, and after starting, the sensor side passage is opened until the first predetermined temperature is reached. After reaching the temperature, until the second predetermined temperature is reached, the bypass side passage is opened, and after reaching the second predetermined temperature, the switching valve device control means for opening the sensor side passage, and the detected temperature of the temperature detection means In Then, the energization to the heater is controlled to stop energizing the heater until the first predetermined temperature is reached after starting, and the energization to the heater is reached after reaching the first predetermined temperature. The heater energization control means for starting the operation is provided.

JP 2000-19148 A

  An object of the present invention is to provide an internal combustion engine that can improve the accuracy of air-fuel ratio control.

  To achieve the above object, an internal combustion engine according to the present invention is disposed on an engine that generates power by burning an air-fuel mixture, a compressor disposed on an intake passage of the engine, and an exhaust passage of the engine. An internal combustion engine having a turbine that rotates the turbine by exhaust gas passing through the exhaust passage and drives the compressor to supercharge the engine, and is provided in the exhaust passage A bypass passage that bypasses the turbine, a wastegate valve that is disposed at an outlet of the bypass passage to open and close the bypass passage, and an empty space that is disposed in the exhaust passage and downstream of the wastegate valve. A fuel ratio sensor and a guide for guiding exhaust gas that has passed through the bypass passage to the air-fuel ratio sensor when the wastegate valve is opened. Characterized in that it comprises a means.

  In this internal combustion engine, when the wastegate valve is opened, high-temperature exhaust gas bypasses the turbine through the bypass passage, and is guided by the guide means to hit the air-fuel ratio sensor. Therefore, the air-fuel ratio sensor is warmed up more efficiently than the configuration in which the air-fuel ratio sensor is warmed up by the exhaust gas that has passed through the turbine and the temperature has decreased. As a result, the air-fuel ratio sensor can be used at an early stage after the engine is started, and there is an advantage that the accuracy of the air-fuel ratio control is effectively improved.

  In the internal combustion engine according to the present invention, the guide means is constituted by fins formed on the valve body of the wastegate valve.

  Further, in this internal combustion engine, when the valve body is opened when the wastegate valve is opened, the exhaust gas from the bypass passage is guided by the valve body and the guide means and hits the air-fuel ratio sensor. Thereby, there is an advantage that the air-fuel ratio sensor is efficiently warmed up.

  In the internal combustion engine according to the present invention, the guide means and the waste gate valve are integrally formed.

  Further, in this internal combustion engine, since the guide means and the waste gate valve are integrally formed, the durability of the guide means against high-temperature exhaust gas is improved as compared with the configuration in which the guide means is welded to the valve body. There are advantages to doing.

  Also, in the internal combustion engine according to the present invention, the guide means comprises a convex portion formed on the inner wall of the exhaust passage.

  In this internal combustion engine, when the wastegate valve is opened, the exhaust gas from the bypass passage is guided by the guide means, flows along the inner wall of the exhaust passage, and hits the air-fuel ratio sensor. Thereby, since the high-temperature exhaust gas is efficiently supplied to the air-fuel ratio sensor, there is an advantage that the air-fuel ratio sensor is efficiently warmed up.

  In the internal combustion engine according to the present invention, the guide means is integrally formed with the inner wall of the exhaust passage.

  Further, in this internal combustion engine, the guide means is integrally formed with the inner wall of the exhaust passage, so that the durability of the guide means against high-temperature exhaust gas is higher than the configuration in which the guide means is welded to the exhaust passage. Has the advantage of improving.

  In the internal combustion engine according to the present invention, the air-fuel ratio sensor is arranged on the downstream side of the turbine and on the rotating shaft of the turbine.

  In this internal combustion engine, the air-fuel ratio sensor is located closer to the outlet of the bypass passage than the configuration in which the air-fuel ratio sensor is arranged further downstream in the exhaust passage. Therefore, the exhaust gas that has passed through the bypass passage is guided by the guide means from a closer position and hits the air-fuel ratio sensor. Thereby, there exists an advantage by which an air fuel ratio sensor is warmed up efficiently.

  In the internal combustion engine according to the present invention, the air-fuel ratio sensor is disposed with its longitudinal direction inclined with respect to the flow direction of the exhaust gas.

  Further, in this internal combustion engine, the exhaust gas hits from a direction inclined with respect to the longitudinal direction of the air-fuel ratio sensor, so that moisture in the exhaust gas is difficult to accumulate inside the casing of the air-fuel ratio sensor. Therefore, such a configuration has an advantage that the damage of the air-fuel ratio sensor due to moisture in the exhaust gas is effectively reduced.

  Further, in the internal combustion engine according to the present invention, the air-fuel ratio sensor is arranged with its tip direction downward and inclined with respect to the vertical direction.

  Further, in this internal combustion engine, the air-fuel ratio sensor is disposed with its tip direction downward and inclined with respect to the vertical direction, so that water does not easily accumulate inside the casing of the air-fuel ratio sensor. Thereby, there is an advantage that damage to the air-fuel ratio sensor due to moisture in the exhaust gas is effectively reduced.

  In the internal combustion engine according to the present invention, the guide means is constituted by a movable fin disposed in the exhaust passage.

  In this internal combustion engine, when the wastegate valve is opened, the exhaust gas from the bypass passage is guided by the guide means and hits the air-fuel ratio sensor. Thereby, there exists an advantage by which an air fuel ratio sensor is warmed up efficiently.

  In the internal combustion engine according to the present invention, the guide means is constituted by a fixed fin disposed in the exhaust passage.

  In this internal combustion engine, when the wastegate valve is opened, the exhaust gas from the bypass passage is guided by the guide means and hits the air-fuel ratio sensor. Thereby, there exists an advantage by which an air fuel ratio sensor is warmed up efficiently.

  In the internal combustion engine according to the present invention, the bypass passage is opened when the engine is started.

  Further, in this internal combustion engine, when the bypass passage is opened when the engine is started, the exhaust gas mainly passes through the bypass passage. This prevents the exhaust gas from being cooled by the heat capacity of the turbine, etc., so that the high-temperature exhaust gas is effectively led to the air-fuel ratio sensor. Thereby, there exists an advantage by which an air fuel ratio sensor is warmed up efficiently.

  In the internal combustion engine according to the present invention, when the wastegate valve is opened, the hot exhaust gas passes through the bypass passage and bypasses the turbine, and is guided by the guide means and hits the air-fuel ratio sensor. Therefore, the air-fuel ratio sensor is warmed up more efficiently than the configuration in which the air-fuel ratio sensor is warmed up by the exhaust gas that has passed through the turbine and the temperature has decreased. As a result, the air-fuel ratio sensor can be used at an early stage after the engine is started, and there is an advantage that the accuracy of the air-fuel ratio control is effectively improved.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. The constituent elements of this embodiment include those that can be easily replaced by those skilled in the art or those that are substantially the same. In addition, a plurality of modifications described in this embodiment can be arbitrarily combined within a range obvious to those skilled in the art.

  FIG. 1 is a conceptual diagram showing an internal combustion engine according to an embodiment of the present invention. 2 to 6 are a configuration diagram (FIG. 2), an AA view (FIG. 3), a perspective view (FIG. 4), and an operation explanatory diagram showing a specific example 1 of the guide means of the internal combustion engine shown in FIG. (FIGS. 5 and 6). 7 to 9 are a configuration diagram (FIG. 7) and an operation explanatory diagram (FIGS. 8 and 9) showing a specific example 2 of the guide means described in FIG. 10 to 13 are a configuration diagram (FIG. 10) and an operation explanatory diagram (FIGS. 11 to 13) showing a specific example 3 of the guide means described in FIG.

[Internal combustion engine]
The internal combustion engine 1 has an engine 2, a supercharger 3, and an ECU 4 (see FIG. 1). The engine 2 includes a piston 21, a cylinder 22 that accommodates the piston 21, and a crankshaft 23 that is coupled to the piston 21, and burns the air-fuel mixture in the cylinder 22 to drive the piston 21 and this piston. The motion of 21 (reciprocating motion) is converted into the rotational motion of the crankshaft 23 to generate power. An intake passage (intake pipe) 5 is connected to the intake port 24 of the engine 2 via an intake manifold. An exhaust passage (exhaust pipe) 6 is connected to the exhaust port 25 of the engine 2 via an exhaust manifold. In the engine 2, air is sucked into the cylinder 22 through the intake passage 5 and the intake port 24, and combustion gas in the cylinder 22 is discharged through the exhaust port 25 and the exhaust passage 6.

  The supercharger 3 realizes high output (or low fuel consumption) of the engine 2 by supercharging. The supercharger 3 includes a turbine 31 disposed on the exhaust passage 6, a compressor 32 disposed on the intake passage 5, and a rotating shaft 33 that connects the turbine 31 and the compressor 32. In the supercharger 3, the turbine 31 is driven by the exhaust gas passing through the exhaust passage 6, and the power is transmitted to the compressor 32 via the rotary shaft 33 to drive the compressor 32. Then, the air in the intake passage 5 is compressed by the compressor 32 and supplied (supercharged) to the engine 2, thereby increasing the output of the engine 2.

  An air cleaner 51, an intercooler 52, a throttle valve 53, and a surge tank 54 are installed on the intake passage 5. The air cleaner 51 is a filter that is disposed at the inlet of the intake passage 5 and removes dust and dirt in the intake air. The intercooler 52 is a device that cools the air compressed by the turbine 31 of the supercharger 3. The throttle valve 53 is a flow rate adjustment valve that adjusts the amount of air supplied to the engine 2 (intake air amount), and is driven, for example, by operating an accelerator pedal (not shown). The surge tank 54 is a tank that temporarily stores intake air and suppresses intake pulsation. A catalyst device 61 is disposed on the exhaust passage 6. The catalyst device 61 has a function of purifying exhaust gas passing therethrough with a catalyst.

  An ECU (Electronic Control Unit) 4 is connected to the engine 2 and the supercharger 3 and controls their drive. For example, the ECU 4 performs opening / closing control of a waste gate valve 63, air-fuel ratio control, drive control of the guide means 8, and the like which will be described later.

[Bypass passage and wastegate valve]
The exhaust passage 6 of the engine 2 is provided with a bypass passage (waist gate) 62 that bypasses the turbine 31 of the supercharger 3 (see FIGS. 1 and 2). The bypass passage 62 has an inlet 621 on the upstream side of the turbine 31 and an outlet 622 on the downstream side of the turbine 31 (side the discharge port of the turbine 31). The bypass passage 62 is integrally formed with the turbo housing 34 that houses the turbine 31.

  The bypass passage 62 is provided with a waste gate valve (open / close valve) 63. The waste gate valve 63 includes a valve body 631 and an actuator 632. The valve body 631 is arrange | positioned at the exit part 622 of the bypass channel | path 62, and opens and closes the bypass channel | path 62 by the opening / closing operation | movement (refer FIGS. 2-4). The actuator 632 is connected to the valve body 631 through the rod 633, and opens and closes the valve body 631 by driving thereof. The wastegate valve 63 is connected to the ECU 4 by an actuator 632 and is driven and controlled by the ECU 4. By controlling the driving of the waste gate valve 63, the amount of exhaust gas supplied to the turbine 31 is adjusted, and the supercharging pressure applied to the engine 2 is controlled. For example, when the opening degree of the waste gate valve 63 increases, the supply amount of the exhaust gas to the turbine 31 decreases and the supercharging pressure of the engine 2 decreases. Conversely, when the opening degree of the wastegate valve 63 decreases, the amount of exhaust gas supplied to the turbine 31 increases and the supercharging pressure of the engine 2 increases.

  An air-fuel ratio sensor 7 is disposed in the exhaust passage 6 of the engine 2 (see FIGS. 1 and 2). The air-fuel ratio sensor 7 is a sensor that measures the oxygen concentration in the exhaust gas, and is connected to the ECU 4. The air-fuel ratio sensor 7 is disposed on the downstream side of the bypass passage 62 and on the upstream side of the catalyst device 61. The air-fuel ratio sensor 7 is disposed on the downstream side of the turbine 31, that is, on the flow path of the exhaust gas that has passed through the turbine 31. Specifically, the air-fuel ratio sensor 7 is attached by being screwed to the wall surface of the exhaust passage 6 so that the measurement part is located on the downstream side of the waste gate valve 63 and on the extension line of the rotating shaft of the turbine 31. It is done. In such a configuration, when the internal combustion engine 1 is in operation, the air / fuel ratio sensor 7 measures the oxygen concentration in the exhaust gas and controls the air / fuel ratio of the engine 2 (the fuel injection amount of the fuel injection nozzle 26).

[Warm-up of air-fuel ratio sensor]
Here, the air-fuel ratio sensor normally operates normally within a predetermined temperature range. For this reason, when starting the engine (during cold start), the air-fuel ratio sensor needs to be warmed up in order to improve the accuracy of the air-fuel ratio control.

  Further, when the exhaust gas passes through the turbine 31 when the engine 2 is started, the temperature of the exhaust gas decreases due to the heat capacity of the turbine 31 or the work in the turbine 31. For this reason, depending on the exhaust gas that has passed through the turbine 31, it is difficult for the air-fuel ratio sensor 7 to be warmed up. On the other hand, since the exhaust gas that has passed through the bypass passage 62 is not affected by the turbine 31, it is at a relatively high temperature.

  Therefore, in this internal combustion engine 1, guide means 8 is provided on the downstream side of the bypass passage 62 in order to efficiently guide the high-temperature exhaust gas that has passed through the bypass passage 62 to the air-fuel ratio sensor 7 (FIG. 2). (See FIG. 4). In such a configuration, for example, when the wastegate valve 63 is valved at the start of the engine 2 (at the time of cold start), the hot exhaust gas bypasses the turbine 31 through the bypass passage 62 and is guided by the guide means 8. Thus, it hits the air-fuel ratio sensor 7 (see FIG. 5). Therefore, the air-fuel ratio sensor 7 is efficiently warmed up as compared with the configuration in which the air-fuel ratio sensor is warmed up by the exhaust gas that has passed through the turbine and the temperature has decreased. As a result, the air-fuel ratio sensor 7 can be used at an early stage after the engine 2 is started, so that the accuracy of the air-fuel ratio control is effectively improved.

[Specific example 1 of guide means]
Specifically, the guide means 8 is comprised by the fin formed in the valve body 631 of the wastegate valve 63 (refer FIGS. 2-4). For example, the guide means (fin) 8 has a plate-like shape that curves along the outer peripheral shape of the valve body 631 and extends from the valve body 631 toward the downstream side of the exhaust gas. Attach to the edge of The guide means 8 has a planar shape along the inner wall surface shape (duct shape) of the exhaust passage 6. Further, the guide means 8 is formed so that the extending direction thereof faces the air-fuel ratio sensor 7 when the valve body 631 is opened.

  In such a configuration, when the valve body 631 is opened when the wastegate valve 63 is opened, the exhaust gas from the bypass passage 62 hits the plane of the valve body 631, and this exhaust gas flows along the peripheral surface of the guide means 8. It hits the air-fuel ratio sensor 7 (see FIG. 5). Thereby, the air-fuel ratio sensor 7 is warmed up. In particular, in such a configuration, since the guide means 8 is formed on the valve body 631 of the wastegate valve 63, the exhaust gas that has hit the valve body 631 flows from the valve body 631 along the guide means 8 quickly. Thereby, there is an advantage that the exhaust gas from the bypass passage 62 is effectively guided to the air-fuel ratio sensor 7 and the air-fuel ratio sensor 7 is efficiently warmed up. When the waste gate valve 63 is closed, the exhaust means passes through the turbine 31 side, so the guide means 8 does not function (see FIG. 6).

  Moreover, in said structure, it is preferable that the guide means 8 and the valve body 631 of the wastegate valve 63 are integrally molded. For example, the guide means 8 and the valve body 631 are formed as a single member by pressing. In such a configuration, there is an advantage that the durability of the guide unit 8 against high-temperature exhaust gas is improved as compared with a configuration in which the guide unit is welded to the valve body. For example, if the durability of the guide means 8 is low, the guide means 8 may be peeled off from the valve body 631 and the downstream side catalyst device 61 may be damaged.

  For example, the guide means 8 and the wastegate valve 63 which are separate parts may be coupled by welding or the like.

[Specific example 2 of guide means]
Further, in the internal combustion engine 1, a configuration in which the guide means 8 is formed by a convex portion formed on the inner wall of the exhaust passage 6 (see FIG. 7). For example, on the downstream side of the bypass passage 62 and the upstream side of the air-fuel ratio sensor 7, the inner wall surface of the exhaust passage 6 protrudes in a convex shape, and the guide means 8 is configured by this raised portion. In such a configuration, when the wastegate valve 63 is opened, the exhaust gas from the bypass passage 62 is guided by the guide means 8 and flows along the inner wall of the exhaust passage 6 and hits the air-fuel ratio sensor 7 (see FIG. 8). Thereby, since the high-temperature exhaust gas is efficiently supplied to the air-fuel ratio sensor 7, there is an advantage that the air-fuel ratio sensor 7 is efficiently warmed up. When the waste gate valve 63 is closed, the exhaust means passes through the turbine 31 side, so the guide means 8 does not function (see FIG. 9).

  In the above configuration, the guide means 8 is preferably integrally formed with the inner wall of the exhaust passage 6. For example, a duct-like member constituting the exhaust passage 6 is recessed from the outside to the inside between the bypass passage 62 and the air-fuel ratio sensor 7, and the guide means 8 is formed by this recess (see FIG. 7). . In such a configuration, there is an advantage that the durability of the guide unit 8 against high-temperature exhaust gas is improved as compared with a configuration in which the guide unit is welded to the exhaust passage. For example, if the durability of the guide means 8 is low, the guide means 8 may be peeled off from the exhaust passage 6 and the downstream side catalyst device 61 may be damaged.

  The guide means 8 may be configured by, for example, a guide fin welded to the inner wall of the exhaust passage 6 (not shown).

[Positional relationship between air-fuel ratio sensor and turbine]
In the internal combustion engine 1, the air-fuel ratio sensor 7 is preferably disposed on the downstream side of the turbine 31 and on the rotating shaft of the turbine 31 (see FIGS. 2 and 7). That is, the air-fuel ratio sensor 7 is disposed on the downstream side of the bypass passage 62 and immediately after the turbine flow. In such a configuration, the air-fuel ratio sensor 7 is located closer to the outlet of the bypass passage 62 than the configuration (not shown) in which the air-fuel ratio sensor is disposed further downstream in the exhaust passage. Therefore, the exhaust gas that has passed through the bypass passage 62 is guided from the closer position by the guide means 8 and hits the air-fuel ratio sensor 7. Thereby, there exists an advantage by which the air fuel ratio sensor 7 is warmed up efficiently.

[Air-fuel ratio sensor orientation]
Generally, an air-fuel ratio sensor has a plurality of holes (not shown) for taking in exhaust gas to be measured. These holes are formed in the side surface of the casing of the air-fuel ratio sensor. However, if moisture in the exhaust gas enters the housing through these holes and accumulates, the air-fuel ratio sensor may be damaged (cracked) when the hot exhaust gas hits the air-fuel ratio sensor.

  Therefore, in the internal combustion engine 1, the air-fuel ratio sensor 7 is preferably disposed with its longitudinal direction inclined with respect to the flow direction of the exhaust gas (see FIGS. 2 and 7). For example, the longitudinal direction (center axis) of the air-fuel ratio sensor 7 and the flow direction of the exhaust gas that has passed through the bypass passage 62 obliquely intersect with each other, and the longitudinal direction of the air-fuel ratio sensor 7 and the rotation axis of the turbine 31 The air-fuel ratio sensor 7 is attached to the exhaust passage 6 so that. In this embodiment, the longitudinal direction of the air-fuel ratio sensor 7 and the rotational axis of the turbine 31 intersect at an angle of about 45 [deg].

  In such a configuration, since the exhaust gas hits from the direction inclined with respect to the longitudinal direction of the air-fuel ratio sensor 7, moisture in the exhaust gas is difficult to accumulate inside the casing of the air-fuel ratio sensor 7. Therefore, such a configuration has an advantage that damage to the air-fuel ratio sensor 7 due to moisture in the exhaust gas is effectively reduced.

  In the above configuration, it is preferable that the air-fuel ratio sensor 7 is disposed with its tip direction downward and inclined with respect to the vertical direction (see FIGS. 2 and 7). As a result, water does not easily accumulate inside the casing of the air-fuel ratio sensor 7, and there is an advantage that damage to the air-fuel ratio sensor 7 due to moisture in the exhaust gas is effectively reduced.

[Specific example 3 of guide means]
Further, in the internal combustion engine 1, the guide means 8 may be constituted by a movable fin disposed in the exhaust passage 6 (see FIG. 10). For example, the guide means 8 is configured by arranging plate-like movable fins on the downstream side of the bypass passage 62 and on the upstream side of the air-fuel ratio sensor 7. In addition, the movable fin can be displaced in the exhaust passage 6 to displace the plane direction with respect to the flow direction of the exhaust gas. In such a configuration, when the waste gate valve 63 is opened (when guided by the guide means 8), the exhaust gas from the bypass passage 62 is guided by the guide means (movable fin) 8 and hits the air-fuel ratio sensor 7 (FIG. 11). reference). Thereby, there exists an advantage by which the air fuel ratio sensor 7 is warmed up efficiently.

  In the configuration shown in FIG. 11, the guide means 8 extends to the vicinity of the rear of the turbine 31. Therefore, the guide unit 8 can also guide the exhaust gas that has passed through the turbine 31 to the air-fuel ratio sensor 7. Thereby, there exists an advantage by which the air fuel ratio sensor 7 is warmed up more efficiently.

  Further, when the engine 2 is at high speed or high temperature (when the turbine 31 is used), the guide means 8 is displaced so as to be parallel to the flow direction of the exhaust gas (see FIG. 12). In such a configuration, the flow of the exhaust gas that has passed through the turbine 31 is not obstructed by the guide means 8.

  Further, when the temperature is extremely low, the guide means 8 is displaced so as to be perpendicular to the flow direction of the exhaust gas (see FIG. 13). In such a configuration, the guide means 8 closes the exhaust passage 6 substantially completely, so that the exhaust gas stays in the exhaust passage 6 and the engine 2. Thereby, there exists an advantage by which the engine 2 is warmed up. Further, at this time, the function of the engine brake can be exhibited by the guide means 8 being interlocked with the brake operation and the accelerator release operation of the vehicle.

  In addition, the guide means 8 is not limited to the above, and may be configured by a fixed fin disposed in the exhaust passage 6 (not shown). For example, the guide means 8 is configured by fixing plate-like fins downstream of the bypass passage 62 and upstream of the air-fuel ratio sensor 7. The fixed fins are arranged so as not to obstruct the turbine flow in the exhaust passage 6 when the turbine 31 is in operation. In such a configuration, when the wastegate valve 63 is opened, the exhaust gas from the bypass passage 62 is guided by the guide means (fixed fin) 8 and hits the air-fuel ratio sensor 7. Thereby, there exists an advantage by which the air fuel ratio sensor 7 is warmed up efficiently.

[Air-fuel ratio sensor warm-up and wastegate valve opening / closing control]
In the internal combustion engine 1, it is preferable that the bypass passage 62 is opened (the waste gate valve 63 is opened) when the engine 2 is started. In such a configuration, the exhaust gas in the exhaust passage 6 mainly bypasses the turbine 31 and passes through the bypass passage 62. This prevents the exhaust gas from being cooled by the heat capacity of the turbine 31 and the like, so that the high-temperature exhaust gas is efficiently guided to the air-fuel ratio sensor 7. Thereby, there exists an advantage by which the air fuel ratio sensor 7 is warmed up efficiently.

  As described above, the internal combustion engine according to the present invention is useful in that the accuracy of air-fuel ratio control can be improved.

It is a conceptual diagram which shows the internal combustion engine concerning the Example of this invention. It is a block diagram which shows the specific example 1 of the guide means of the internal combustion engine described in FIG. It is an AA view which shows the specific example 1 of the guide means of the internal combustion engine described in FIG. FIG. 2 is a perspective view showing a specific example 1 of the guide means of the internal combustion engine shown in FIG. 1. FIG. 3 is an operation explanatory view showing a specific example 1 of the guide means of the internal combustion engine shown in FIG. 1. FIG. 3 is an operation explanatory view showing a specific example 1 of the guide means of the internal combustion engine shown in FIG. 1. It is a block diagram which shows the specific example 2 of the guide means described in FIG. It is action explanatory drawing which shows the specific example 2 of the guide means described in FIG. It is action explanatory drawing which shows the specific example 2 of the guide means described in FIG. It is a block diagram which shows the specific example 3 of the guide means described in FIG. It is action explanatory drawing which shows the specific example 3 of the guide means described in FIG. It is action explanatory drawing which shows the specific example 3 of the guide means described in FIG. It is action explanatory drawing which shows the specific example 3 of the guide means described in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Engine 21 Piston 22 Cylinder 23 Crankshaft 24 Intake port 25 Exhaust port 26 Fuel injection nozzle 3 Supercharger 31 Turbine 32 Compressor 33 Rotating shaft 34 Turbo housing 4 ECU
5 Intake passage 51 Air cleaner 52 Intercooler 53 Throttle valve 54 Surge tank 6 Exhaust passage 61 Catalytic device 62 Bypass passage 621 Inlet portion 622 Outlet portion 63 Wastegate valve 631 Valve element 632 Actuator 633 Rod 7 Air-fuel ratio sensor 8 Guide means

Claims (11)

  1. An engine for generating power by burning an air-fuel mixture, a compressor disposed on an intake passage of the engine, and a turbine disposed on an exhaust passage of the engine, and the turbine by exhaust gas passing through the exhaust passage An internal combustion engine having a supercharger that rotates the engine to drive the compressor and supercharge the engine,
    A bypass passage provided in the exhaust passage and bypassing the turbine; a wastegate valve disposed at an outlet of the bypass passage to open and close the bypass passage; and in the exhaust passage and downstream of the wastegate valve An internal combustion engine comprising: an air-fuel ratio sensor arranged on the side; and guide means for guiding exhaust gas that has passed through the bypass passage when the wastegate valve is opened to the air-fuel ratio sensor.
  2.   The internal combustion engine according to claim 1, wherein the guide means is constituted by fins formed on a valve body of the waste gate valve.
  3.   The internal combustion engine according to claim 2, wherein the guide means and the wastegate valve are integrally formed.
  4.   2. The internal combustion engine according to claim 1, wherein the guide means comprises a convex portion formed on an inner wall of the exhaust passage.
  5.   The internal combustion engine according to claim 4, wherein the guide means is formed integrally with an inner wall of the exhaust passage.
  6.   The internal combustion engine according to any one of claims 1 to 5, wherein the air-fuel ratio sensor is arranged on a downstream side of the turbine and on a rotating shaft of the turbine.
  7.   The internal combustion engine according to any one of claims 1 to 6, wherein the air-fuel ratio sensor is disposed with its longitudinal direction inclined with respect to the flow direction of the exhaust gas.
  8.   The internal combustion engine according to any one of claims 1 to 7, wherein the air-fuel ratio sensor is disposed with a tip direction thereof downward and inclined with respect to a vertical direction.
  9.   The internal combustion engine according to claim 1, wherein the guide means is constituted by a movable fin disposed in the exhaust passage.
  10.   The internal combustion engine according to claim 1, wherein the guide means is constituted by a fixed fin disposed in the exhaust passage.
  11.   The internal combustion engine according to claim 1, wherein the bypass passage is opened when the engine is started.
JP2006072890A 2006-03-16 2006-03-16 Internal combustion engine Pending JP2007247560A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2006072890A JP2007247560A (en) 2006-03-16 2006-03-16 Internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2006072890A JP2007247560A (en) 2006-03-16 2006-03-16 Internal combustion engine

Publications (1)

Publication Number Publication Date
JP2007247560A true JP2007247560A (en) 2007-09-27

Family

ID=38592113

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2006072890A Pending JP2007247560A (en) 2006-03-16 2006-03-16 Internal combustion engine

Country Status (1)

Country Link
JP (1) JP2007247560A (en)

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7748216B2 (en) 2006-05-11 2010-07-06 Toyota Jidosha Kabushiki Kaisha Internal combustion engine
EP2205841A1 (en) * 2007-10-29 2010-07-14 Volkswagen Aktiengesellschaft Internal combustion engine comprising an exhaust-gas turbocharger and a charge-air cooler
JP2011058426A (en) * 2009-09-10 2011-03-24 Ihi Corp Adjusting valve and supercharging apparatus
JP2011058425A (en) * 2009-09-10 2011-03-24 Ihi Corp Adjusting valve and supercharging apparatus
JP2011208586A (en) * 2010-03-30 2011-10-20 Toyota Motor Corp Exhaust manifold
JP2012180793A (en) * 2011-03-02 2012-09-20 Toyota Motor Corp Control device of internal combustion engine
JP2012241545A (en) * 2011-05-16 2012-12-10 Toyota Motor Corp Exhaust device of engine
JP2012246820A (en) * 2011-05-27 2012-12-13 Toyota Motor Corp Exhaust structure of engine with supercharger
JP2013024205A (en) * 2011-07-25 2013-02-04 Toyota Motor Corp Exhaust turbine supercharger, and internal combustion engine
WO2013145278A1 (en) 2012-03-30 2013-10-03 トヨタ自動車 株式会社 Control device for internal combustion engine
CN103370514A (en) * 2011-02-11 2013-10-23 Ihi供应系统国际有限责任公司 Valve device for a blow-off valve of a turbocharger
JP2014227930A (en) * 2013-05-23 2014-12-08 トヨタ自動車株式会社 Turbine housing of turbocharger
WO2015040888A1 (en) * 2013-09-19 2015-03-26 本田技研工業株式会社 Structure for attaching exhaust gas sensor of internal combustion engine
FR3018889A1 (en) * 2014-03-24 2015-09-25 Renault Sa Wastegate valve optimized to improve watering of a catalyst
FR3018854A3 (en) * 2014-03-20 2015-09-25 Renault Sa Integrated deflector in the turbocharger housing
JP2016173041A (en) * 2015-03-16 2016-09-29 マツダ株式会社 Exhaust device for engine
DE102017001411A1 (en) 2016-02-16 2017-08-17 Mazda Motor Corporation Motor loader
US10605156B2 (en) * 2018-01-16 2020-03-31 Toyota Jidosha Kabushiki Kaisha Exhaust structure for internal combustion engine

Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7748216B2 (en) 2006-05-11 2010-07-06 Toyota Jidosha Kabushiki Kaisha Internal combustion engine
EP2205841A1 (en) * 2007-10-29 2010-07-14 Volkswagen Aktiengesellschaft Internal combustion engine comprising an exhaust-gas turbocharger and a charge-air cooler
JP2011501043A (en) * 2007-10-29 2011-01-06 フオルクスワーゲン・アクチエンゲゼルシヤフトVolkswagen Aktiengesellschaft Internal combustion engine with turbocharger and intercooler
JP2011058426A (en) * 2009-09-10 2011-03-24 Ihi Corp Adjusting valve and supercharging apparatus
JP2011058425A (en) * 2009-09-10 2011-03-24 Ihi Corp Adjusting valve and supercharging apparatus
JP2011208586A (en) * 2010-03-30 2011-10-20 Toyota Motor Corp Exhaust manifold
CN103370514A (en) * 2011-02-11 2013-10-23 Ihi供应系统国际有限责任公司 Valve device for a blow-off valve of a turbocharger
JP2014506646A (en) * 2011-02-11 2014-03-17 アイ・エイチ・アイ チャージング システムズ インターナショナル ゲーエムベーハー Valve body mechanism for bleed valve of exhaust gas turbocharger
JP2012180793A (en) * 2011-03-02 2012-09-20 Toyota Motor Corp Control device of internal combustion engine
JP2012241545A (en) * 2011-05-16 2012-12-10 Toyota Motor Corp Exhaust device of engine
JP2012246820A (en) * 2011-05-27 2012-12-13 Toyota Motor Corp Exhaust structure of engine with supercharger
JP2013024205A (en) * 2011-07-25 2013-02-04 Toyota Motor Corp Exhaust turbine supercharger, and internal combustion engine
WO2013145278A1 (en) 2012-03-30 2013-10-03 トヨタ自動車 株式会社 Control device for internal combustion engine
JP2014227930A (en) * 2013-05-23 2014-12-08 トヨタ自動車株式会社 Turbine housing of turbocharger
JPWO2015040888A1 (en) * 2013-09-19 2017-03-02 本田技研工業株式会社 Mounting structure of exhaust gas sensor for internal combustion engine
WO2015040888A1 (en) * 2013-09-19 2015-03-26 本田技研工業株式会社 Structure for attaching exhaust gas sensor of internal combustion engine
US9890703B2 (en) 2013-09-19 2018-02-13 Honda Motor Co., Ltd. Fixing structure for exhaust gas sensor of internal combustion engine
FR3018854A3 (en) * 2014-03-20 2015-09-25 Renault Sa Integrated deflector in the turbocharger housing
FR3018889A1 (en) * 2014-03-24 2015-09-25 Renault Sa Wastegate valve optimized to improve watering of a catalyst
JP2016173041A (en) * 2015-03-16 2016-09-29 マツダ株式会社 Exhaust device for engine
DE102017001411A1 (en) 2016-02-16 2017-08-17 Mazda Motor Corporation Motor loader
JP2017145719A (en) * 2016-02-16 2017-08-24 マツダ株式会社 Supercharging device for engine
US10260404B2 (en) 2016-02-16 2019-04-16 Mazda Motor Corporation Engine supercharger
US10605156B2 (en) * 2018-01-16 2020-03-31 Toyota Jidosha Kabushiki Kaisha Exhaust structure for internal combustion engine

Similar Documents

Publication Publication Date Title
RU122448U1 (en) Exhaust gas recirculation mixer and vehicle engine system (options)
CN102200050B (en) System for inducting air into engine
EP3084189B1 (en) Control system for internal combustion engine
DE112005000486B4 (en) Control device for charging device with electric motor
US7127893B2 (en) Internal combustion engine comprising a compressor in the induction tract
CA2402173C (en) Intelligent electric actuator for control of a turbocharger with an integrated exhaust gas recirculation valve
RU112724U1 (en) Turbo compressor with double snail and exhaust gas recycles
US7451597B2 (en) Intake system of internal combustion engine
US9709009B2 (en) Low pressure exhaust gas recirculation apparatus
JP5389238B1 (en) Waste gate valve control device for internal combustion engine
EP1639245B1 (en) Internal combustion engine comprising a compressor in the suction part and method therefor
JP5321852B2 (en) Engine blow-by gas recirculation system
DE10215779B4 (en) Internal combustion engine with a charging device
US8230675B2 (en) Discharging stored EGR in boosted engine system
JP2004346776A (en) Internal combustion engine equipped with intake air bypass controlling device
US9163590B2 (en) Vaporized-fuel processing system
EP1478830B1 (en) Method and device for operating an internal combustion engine
EP1464808B1 (en) Control apparatus and control method for internal combustion engine
US20110225955A1 (en) Exhaust apparatus for internal combustion engine
KR20100096277A (en) Motor vehicle internal combustion engine egr loop
US20120096852A1 (en) Engine with a charging system
CN203452902U (en) Turbocharging system
JP2012057519A (en) Exhaust system device of vehicle
US20070223352A1 (en) Optical disc assemblies for performing assays
DE10394147T5 (en) Air and fuel supply system for an internal combustion engine