JP2600295Y2 - Engine air pressure passage connection device - Google Patents

Description

[Detailed description of the invention]

[0001]

The present invention relates to an engine equipped with a sequential turbocharger and the like, which is provided with a negative pressure, a positive pressure, a control pressure,
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic passage connecting device for connecting a large number of pneumatic passages piped to a solenoid valve or the like in a pressure operation system in which air pressure such as atmospheric pressure acts on an actuator by a solenoid valve to open and close various valves.

[0002]

2. Description of the Related Art In an engine equipped with a sequential turbocharger, a waste gate valve for controlling a supercharging pressure of a primary turbocharger and a secondary turbocharger, and an exhaust gas for controlling an operation of a secondary turbocharger are provided. Various valves such as a control valve, an intake control valve, and a relief valve are provided.
In the operation system of these valves, a diaphragm-type actuator is provided for each valve in consideration of safety and durability against high heat of the turbocharger. It also has various solenoid valves that operate according to electric signals, and is configured to supply a negative pressure, a positive pressure, a control pressure, and an atmospheric pressure of the intake system to each valve by the solenoid valves. Therefore, the number of solenoid valves and pneumatic passages added to various valves becomes very large. Therefore, it is required that the installation of the solenoid valves and the piping of the passages be configured so as to be performed accurately and easily as a whole.

[0003] Conventionally, there is a prior art in Japanese Utility Model Laid-Open No. 2-33992 for piping of the above-mentioned passage. A pipe is connected to a hose via a socket, and a union nut is rotatably attached to a tip of the pipe. It has been shown.

[0004]

In the above-mentioned prior art, since a single hose is connected, a large number of passages cannot be connected accurately and easily.

The present invention has been made in view of this point, and in a case where a plurality of solenoid valves and the like are provided in a pressure operation system of an engine and a number of air pressure passages are provided, installation of the solenoid valves and the like and pneumatic pressure An object of the present invention is to accurately and easily perform piping of a passage.

[0006]

According to the present invention, a plurality of solenoid valves and sensors for operating various actuators are provided at least at various points of an engine body through a plurality of pneumatic passages. The centralized connector for connecting the solenoid valve side hose and the engine body side hose of the plurality of pneumatic passages to each other is composed of a pair of main bodies and a soft connector interposed between the main bodies. It is characterized by:

[0007]

According to the above construction, a plurality of solenoid valves and sensors of the pressure operation system of the engine are integrated into one place,
The assembling and maintenance are easy, and the plurality of pneumatic passages can be accurately and easily connected and piped by the centralized connector.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 illustrates a case where a sequential turbocharger system is applied to a horizontally opposed engine. Reference numeral 1 denotes an engine body of a horizontally opposed engine, and a combustion chamber 5, an intake port 6, an exhaust port 7, a spark plug 8,
A valve train 9 and the like are provided. Further, a primary turbocharger 40 and a secondary turbocharger 50 are disposed near the left and right banks 3 and 4 owing to the shortened shape of the engine. As an exhaust system, a common exhaust pipe 10 from the left and right banks 3, 4 is communicated with the turbines 40a, 50a of the turbochargers 40, 50, and the turbines 40a, 50
The exhaust pipe 11 from a is joined to one exhaust pipe 12 and communicated with the catalytic converter 13 and the muffler 14.

[0009] As an intake system, intake pipes 16 and 17 branched from the air cleaner 15 into two pipes are connected to blowers 40b and 50b of both turbochargers 40 and 50, respectively, and an intake pipe 18 from the blowers 40b and 50b. , 19 are communicated with the intercooler 20. And intercooler 20
From the chamber 22 via a throttle valve 21, and from the chamber 22 via an intake manifold 23 to each cylinder of the left and right banks 3, 4. Further, as an idle control system, an idle control valve 25 and a check valve 26 that opens by a negative pressure are provided in a bypass passage 24 immediately downstream of the air cleaner 15 and the intake manifold 23. The intake air amount is controlled.

As a fuel system, an injector 30 is provided near a port of the intake manifold 23, and a fuel pump 3
A fuel passage 33 from a fuel tank 32 having a filter 1 and a fuel pressure regulator 35 communicates with the injector 30. The fuel pressure regulator 35 regulates the fuel pressure supplied to the injector 30 at a constant height with respect to the intake pressure, and controls the fuel injection by the pulse width of the injection signal. It is possible to do. The ignition system is connected so that an ignition signal from the igniter 36 is input to the ignition plug 8 as an ignition system.

Next, the control system of the primary turbocharger 40 will be described. Exhaust gas is always introduced into the turbine 40a to operate, and when the throttle valve 21 is open, the blower 40b supplies pressurized air during load operation. It has become. Diaphragm type actuator 4 on turbine side
2 is provided. In addition, the pressure chamber of the actuator 42 is configured to communicate with the pressure chamber of the actuator 42 from above and downstream of the blower 40b through passages 47 and 48, a duty solenoid valve 43, and a control pressure passage 44. And acts on the actuator 42 to cause the waste gate valve 41
Change the opening of Here, for example, when the duty ratio is large, the control pressure decreases due to the increase in the leak amount, the opening degree of the waste gate valve 41 is reduced, and the supercharging pressure is increased. Conversely, when the duty ratio decreases, the opening degree is increased at a high control pressure, and the supercharging pressure is reduced.

On the other hand, a bypass passage 46 having an air bypass 45 is provided between the upper and downstream sides of the blower 40b in order to prevent a decrease in the rotation of the blower and the occurrence of intake noise when the throttle valve is rapidly closed. The air bypass 45 is opened by the manifold negative pressure when the throttle valve is rapidly closed, and leaks air trapped upstream of the blower quickly.

The control system of the secondary turbocharger 50 will be described. A waste gate valve 51 similar to that on the primary side is provided with an actuator 52. In this case, passages 49 and 77 from the intake manifold 23 and the intake pipe 17 upstream of the blower are configured to communicate with the actuator 52 via the duty solenoid valve 53 and the control pressure passage 54 to generate a control pressure and act on the actuator 52. Then, the boost pressure is separately controlled by changing the opening of the waste gate valve 51. An exhaust pipe 10 upstream of the turbine 50a has a diaphragm actuator 5
6 is provided, an intake control valve 58 provided with a similar actuator 57 is provided downstream of the blower 50b, and a supercharging pressure relief valve 60 is provided between above and downstream of the blower 50b. The relief passage 59 is communicated with.

The pressure operation system of each of these valves will be described. A passage 61 from the intake manifold 23 has a check valve 62 and communicates with a surge tank 63 to store a negative pressure when the throttle valve is fully closed and to generate a pulsating pressure. It is designed to buffer. In one spring chamber of the supercharging pressure relief valve 60, a negative pressure passage 64 from the surge tank 63 and a positive pressure passage 65 by the supercharging pressure downstream of the intake control valve 58 are connected to the switching solenoid valve 70 and the passage 66. And is opened by applying a negative pressure by an electric signal and closed by applying a positive pressure.

The actuator 57 of the intake control valve 58 is
A positive pressure is always applied to one of the chambers by the positive pressure passage 67, and the positive pressure passage 65 and the negative pressure passage 64 are connected to the spring chamber via a switching solenoid valve 71 and a passage 68. Then, a negative pressure is applied to the spring chamber by an electric signal to close the intake control valve 58, and the intake control valve 58 is opened by a spring force when both chambers are set to a positive pressure. The actuator 56 of the exhaust control valve 55 has a second chamber for switching between atmospheric pressure and negative pressure in one chamber.
The switching solenoid valve 74 is communicated via a passage 69, and a first switching solenoid valve 73 for switching between positive pressure and negative pressure is communicated via a passage 75 with the other chamber. The exhaust control valve 55 is closed by applying an atmospheric pressure to one chamber and applying a negative pressure to the other chamber by an electric signal to apply a negative pressure to one chamber and applying a positive pressure to the other chamber to cause the exhaust control valve 55 to operate. open.

Various sensors will be described. The differential pressure sensor 80 communicates with the intake pipe 19 above and downstream of the intake control valve 58 through passages 78 and 79 to detect a differential pressure. The absolute pressure sensor 81 communicates with the intake manifold 23 through the switching solenoid valve 76 and the passage 72 to select and detect the intake pipe pressure and the atmospheric pressure. Further, a crank angle sensor 82, a knock sensor 83, and a water temperature sensor 84 are provided on the engine body 1, and a cam angle sensor 85 is provided opposite to a cam rotor (not shown) connected to a cam shaft of the valve mechanism 9; Is provided with an O2 sensor 86, and the throttle valve 21 is provided.
A throttle opening sensor 87 is provided in the air cleaner 15, and an intake air amount sensor 88 is provided immediately downstream of the air cleaner 15.

Further, the installation of the above-described various switching solenoid valves, duty solenoid valves, etc., and the piping of each passage will be described. First, a mounting bracket 95 is provided, on which five switching solenoid valves 70 and 7 are mounted.
1, 73, 74, 76, two duty solenoid valves 43, 53, and two sensors 80, 81 for detecting pressure.
Are concentrated and installed near the secondary turbocharger 50. The above-mentioned solenoid valves and sensors are formed by a total of fifteen passages 44, 47, 48,.
.. Are piped to the various parts on the engine body 1 side and the surge tank 63, and the bracket side and the engine body side of the many passages 44, 47, 48,.

Referring to FIGS. 2A and 2B, the centralized connector 110 will be described.
20 and 130 and a soft connector 115 having a predetermined thickness. One body 120 has a groove 121 formed on one side for accommodating the connector 115, for example, eight connection plugs 1.
22a to 122h are provided in a row so as to protrude from both sides, and a claw 123 is provided at one end in the length direction, and an engagement receiver 124 is provided at the other end.
Are formed respectively. The other body 130 also has the groove 1
31, a claw 133, and an engagement receiver 134, and eight connection plugs 132 a to 132 h are formed in pairs at the same positions as in the above-described case. The connecting tool 115 includes a connection plug 122.
a, 132a,... are provided with seals 117a to 117h having through holes 116 slightly smaller in diameter than the plug arrangement. The connection plugs 122a, 132a,...
Which of 47, 48,... Is connected is determined in advance.

To explain the passage 47, for example, when the passage is piped, the bracket side hose 47a is fitted into the connection plug 122a of one body 120, and the engine body side hose 47b is fitted into the connection plug 132a at the same position of the other body 130. Put in. Similarly, the hoses of the other seven passages are fitted and connected in the same manner. Then, both main bodies 120, 13
0, a connecting tool 115 is interposed therebetween, and claws 123 at both ends are sandwiched between the through-holes 116 of the seal body 117a from both sides so as to be fitted tightly.
133 is locked to the engagement receivers 134 and 124.
In this way, the pair of main bodies 120 and 130 are prevented from coming off in a one-touch manner and are joined. By the connection of the main bodies 120, 130, the eight passages 44, 47, 48,... Are sealed identically by the seal bodies 117a to 117h, respectively, and are accurately connected at predetermined positions at once. Piped. The remaining seven passages 64, 65, 66 ...
Similarly, the pipes are collectively connected by the centralized connector 110.

Referring to FIG. 3, the overall configuration of the electronic control system will be described. First, the control unit 100 controls the I / O1
01, CPU 102, RAM 103, backup RA
M104, ROM 105, and constant voltage circuit 106,
Process the signal. Also, an ignition switch 90,
When the relay 91 is turned on, the constant voltage circuit 10
6, the drive circuit 107 turns on the relay 93 to drive the fuel pump 31 by energization. I / O
Signals from various sensors 80 to 88 are input to 101, and various switching solenoid valves 70, 71, 7 are supplied from a drive circuit 107.
A switching signal is output to 3, 74, 76, a duty signal is output to the duty solenoid valves 43, 53, an injection signal is output to the injector 30, a control signal is output to the idle control valve 25, and an ignition signal is output to the igniter 36. I have.

Next, the operation of this embodiment will be described. First, the engine is in a single turbo mode at a low load and a low to medium speed when the engine is operating, and outputs an open signal to the switching solenoid valve 70 to open the supercharging pressure relief valve 60 by negative pressure, and particularly to close the intake control valve 58 during deceleration. Leaks the supercharging pressure downstream of the blower on the secondary side. At the same time, a closing signal is output to the first and second switching solenoid valves 73 and 74 to close the exhaust control valve 55, shut off exhaust gas from being introduced into the secondary turbocharger 50, and change the solenoid valve 71 for switching. To close the intake control valve 58 to prevent the supercharging pressure of the primary turbocharger 40 from leaking. In this way, the secondary turbocharger 50 is deactivated, and only the primary turbocharger 40 operates to supercharge. At this time, the duty signal is output to the duty solenoid valve 43 on the primary side and the waste gate valve 41
Is changed, and feedback control is performed so that the actual supercharging pressure follows the target supercharging pressure.

When the engine speed, the engine load, etc. increase, the mode is switched to the twin turbo mode, and the preliminary rotation mode is determined at the initial stage. First, a closing signal is output to the switching solenoid valve 70 to close the supercharging pressure relief valve 60, and then the first and second switching solenoid valves 73 and 74 are output.
To open the exhaust control valve 55, and further output an open signal to the switching solenoid valve 71 to sequentially control the opening and closing of the intake control valve 58 so as to open the secondary turbocharger 50. Rotate. Thereafter, the secondary turbocharger 50 is substantially operated, and the mode is automatically shifted to the twin turbo mode in a state where the torque fluctuation is small. In this mode, the duty signals corresponding to the operation sharing of the turbochargers 40 and 50 are output from the duty solenoid valves 43 and 53.
And the opening degree of the waste gate valves 41 and 51 is changed, and thus the feedback control is performed so that the actual supercharging pressure follows the higher target supercharging pressure.

Although the embodiment of the present invention has been described above, the present invention is not limited to this.

[0024]

[Effects of the Invention] As described above, according to the present invention,
In a vehicular engine, a solenoid valve and a sensor that detects pressure are collectively used in a pressure operation system that opens and closes various valves by applying air pressure such as negative pressure, positive pressure, control pressure, and atmospheric pressure to an actuator with a solenoid valve. Since they are installed, they can be easily assembled and maintained. In addition, since the pneumatic passages connecting these solenoid valves and sensors to the engine body, the actuator, and the like are collectively connected by the centralized connector, the piping is reliable and easy. This is particularly effective when a large number of solenoid valves and air pressure passages are provided, as in an engine with a sequential turbocharger.

Since the centralized connector is constituted by a pair of main bodies and a connecting member serving also as a seal, the structure is simple.
In addition, the configuration is such that the pair of main bodies are pressed together via the connecting member so as to be prevented from coming off and joined, so that the work is facilitated and there is no possibility that the main bodies come off due to vibration or the like.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing an embodiment of an air passage connection device for an engine according to the present invention.

FIG. 2 is a side view of the centralized connector and a front view in partial cross section.

FIG. 3 is a circuit diagram of a control system.

[Explanation of symbols]

 1 Engine main body 42, 52, 56, 57, 60 Actuator 70, 71, 73, 74, 76 Switching solenoid valve 43, 53 Duty solenoid valve 80, 81 Sensor 95 Mounting bracket 44, 47, 48 ... Passage 110 concentrated connector

Claims (3)

(57) [Scope of request for utility model registration] A plurality of solenoid valves and sensors for operating various actuators are collectively installed at least in various places of an engine body through a plurality of pneumatic passages, and the plurality of pneumatic passages are located on the solenoid valve side. A centralized connector for connecting the hose and the hose on the engine body side
And a soft connector interposed between the main bodies.
An apparatus for connecting a pneumatic passage of an engine, characterized in that: 2. A pair of the body of the centralized connector plural sets provided et al is in a state of connection plugs connected to the plurality of hoses is projected to both sides, the connecting Huyghe is sealed to each set of connection plug comrades 2. The apparatus according to claim 1, further comprising a plurality of seals connected to each other. 3. The engine according to claim 1, wherein the engine is a supercharged engine in which a primary turbocharger and a secondary turbocharger operating in a sequential turbo system are added to an engine body, and a wastegate provided in the primary turbocharger. Valves, waste gate valves provided on the secondary turbocharger, exhaust control valves, intake control valves, a plurality of switching solenoid valves that operate actuators of relief valves, duty solenoid valves, and pressure detecting sensors are connected by a centralized connector. 2. The communication device according to claim 1, wherein the plurality of passages are connected to the engine body or the like through a plurality of passages connected together.
An apparatus for connecting a pneumatic passage of an engine as described in the above.