JP3911512B2 - Air bypass valve for turbocharged engine - Google Patents

Description

  The present invention relates to an air bypass valve that prevents occurrence of surging during deceleration in an engine with a supercharger.

  In an automotive engine equipped with a turbocharger, when the throttle valve is suddenly closed from the open state due to deceleration of the accelerator operation, the upstream side of the throttle valve is based on the intake inertia and the rotational inertia of the compressor. Pressure rises temporarily.

  If it does so, the surging that supercharged air will reversely flow to the compressor side of a supercharger will be produced by pressure reflection, and a surge sound (pulsation sound) will be emitted.

Therefore, as disclosed in, for example, Japanese Patent Application Laid-Open No. 5-98984 and Japanese Patent Application Laid-Open No. 11-264321, a diaphragm type air bypass is connected to an air bypass passage that connects the upstream side and the downstream side of the compressor in the turbocharger. It is customary to suppress the occurrence of surging by inserting a valve and opening the air bypass valve when decelerating and returning the supercharged air compressed by the compressor to the upstream side. .
Japanese Patent Application Laid-Open No. 5-98984 JP-A-11-264321

  However, since the air bypass valve is a diaphragm type to the last, in the middle region between the light load region and the high load region of the engine, it is combined with the pressing urging force of the spring, and the valve opening force and the valve closing force are balanced, The chattering phenomenon that the position of the valve body is not stabilized and the opening / closing action is repeated may occur, which may give the driver an unpleasant vibration sound.

  It can be said that this is the fate of the diaphragm type air bypass valve. As a preventive measure against the chattering phenomenon that newly occurs, in order to attenuate the pulsation of the supercharged air as in the invention of JP-A-5-98984, A first throttle part is provided in the bypass passage, and a second throttle part is provided in the sensing passage in order to attenuate air column vibration. On the other hand, as in the invention of Japanese Patent Application Laid-Open No. 11-264321, the surging tank is specially provided. It is necessary to program the electromagnetic open / close control valve of the air bypass valve based on the output signal that detects the vibration of the diaphragm.

  Furthermore, in the diaphragm type air bypass valves of the above-mentioned two known inventions, there is a problem that the driver cannot audibly know that the valve has been opened at the time of deceleration, and the driving interest cannot be changed.

  The present invention aims to drastically solve such problems, and in order to achieve the object, in claim 1, an air bypass pipe line that connects the upstream side and the downstream side of the compressor in the turbocharger is provided. As an air bypass valve that is installed and opens the air bypass line by the intake pipe negative pressure during deceleration, and closes by the supercharging pressure during acceleration,

  A valve body cylinder in which a supercharged air derivation port and an air bypass valve opening / closing control port communicating with the upstream side of the compressor are distributed on the body surface;

  A head cover in which a back end portion inserted and fitted into the head portion of the valve body cylinder serves as a valve seat, and a supercharged air introduction port communicating with the downstream side of the compressor is formed in the center,

  As a U-shaped cross-section that can close the supercharged air inlet port and the supercharged air outlet port so that they cannot communicate with each other,

  The piston valve consists of a compression coil spring that is also installed in the valve main body cylinder in order to press and urge the piston valve in the valve closing direction that is always in close contact with the valve seat of the head cover.

  Opening the air release port, which is wider than the supercharged air derivation port at the time of valve opening action of the piston valve, and communicates with the supercharged air introduction port, to the body surface of the valve body cylinder,

  The air release port is sealed with a detachable cap.

  Further, in claim 2, the supercharged air outlet port is formed in an opening at a position biased toward the head side of the body surface of the valve body cylinder.

  Although it deviates further to the head side than the supercharged air outlet port, an air release port is formed at a position that maintains a constant distance of about 2 mm from the valve seat of the head cover.

  The supercharged air outlet port and the air release port are opened in different directions around the center of the valve body cylinder, and the phases are changed so that the openings partially overlap each other by a certain amount. It is characterized by that.

  According to a third aspect of the present invention, the air release port is formed as a long hole extending along the circumferential direction of the valve body cylinder, and the supercharged air outlet port is formed as a round hole.

  In claim 4, the supercharged air introduction port that opens at the center of the head cover is shaped as a conical surface that gradually expands from the midway part to the valve seat at the back end part,

  The opening area of the supercharged air derivation port and the opening area of the atmosphere opening port are set substantially equal to the opening area of the inlet portion in the supercharged air introduction port.

  In claim 5, a circular wind tunnel receiving concave groove having a constant depth is cut out on the body surface of the valve body cylinder, and an air release port is formed in the flat groove bottom surface of the wind tunnel receiving concave groove.

  A trumpet-type wind tunnel that expands outwardly and is press-fitted into the wind tunnel receiving groove is surrounded by the periphery of the air release port, and a sealing cap is detachably attached to the wind tunnel. It is characterized by that.

  Further, according to the sixth aspect of the present invention, the adjustment screw 杆 is integrally extended and extended from the retainer of the compression coil spring to the outside of the valve body cylinder, and the adjustment screw 杆 is rotated from the outside to urge the piston valve. It is characterized in that the tension of the compression coil spring can be adjusted.

  According to the above configuration of the first aspect, the air bypass valve interposed in the air bypass pipe is a cylinder type, and the supercharged air derivation port and the air bypass valve opening / closing control port communicating with the upstream side of the compressor are opened in the body surface. The distributed valve body cylinder and the back end part inserted and fitted into the head part of the valve body cylinder serve as the valve seat of the piston valve, and the supercharged air introduction port communicating with the downstream side of the compressor is opened at the center. A head cover, a U-shaped piston valve installed in the valve body cylinder and capable of closing the supercharged air inlet port and the supercharged air outlet port so that they cannot communicate with each other; A compression coil bar built in the valve body cylinder to press and urge in the valve closing direction that is always in close contact with the valve seat. Since consisting of, unlike the conventional diaphragm type air bypass valve, the piston valve can be kept constant stable position, there is no risk of generating chattering phenomenon and this accompanying uncomfortable vibration noise.

  In addition, an air release port that is wider than the supercharged air derivation port at the time of opening of the piston valve and communicates with the supercharged air introduction port is formed in the body surface of the valve body cylinder, Since the air release port is sealed by a detachable cap, when the air release port is used in a sealed state, the supercharging air is instantaneously transferred from the downstream side to the upstream side of the compressor without residual pressure by the opening of the piston valve. Therefore, there is no risk of generating a surge noise or giving a burden such as twisting to the rotating shaft of the turbine.

  On the other hand, when the air release port is open with the cap removed, the residual pressure of the supercharged air is released from the air release port to the outside without leaking earlier than the supercharged air outlet port due to the opening of the piston valve. As a result, the driver can hear the sound of “push-on” at the time of release, so that the opening action of the piston valve can be known, and at the same time, a unique change in the sense of racing can be obtained.

  In particular, if the configuration of claim 2 is adopted, the air release port is located closer to the valve seat of the piston valve than the supercharged air derivation port, and both ports partially overlap by a certain amount. Since the phase is changed as an open state, the supercharged air is discharged to the outside (engine room) from the front during the open use of the air release port, and then is derived from the supercharger outlet port. Become.

  Moreover, the air release port opens at a position that maintains a constant distance of about 2 mm from the valve seat of the piston valve, so the above supercharged air release timing is neither too early nor too late. At this time, the sound is released without omission, and the generated sound can be effectively expanded in that sense.

  If the configuration of claim 3 is adopted, the air release port forms a long hole extending along the circumferential direction of the valve body cylinder, so that a large amount of the supercharged air can be discharged to the outside at once. And there is no fear that the residual pressure will remain, and it is useful for enlarging the generated sound.

  If the structure of Claim 4 is employ | adopted, since the supercharging air introduction port, the supercharging air derivation port, and the air release port are set to be almost equal in their opening areas, the supercharging air is also left. It can be instantaneously derived and can be simply rationalized as a necessary configuration.

  Furthermore, if the structure of Claim 5 is employ | adopted, the diffusion effect of the emitted sound emitted from the atmosphere release port can be given up by the trumpet type wind tunnel which surrounds the periphery of the atmosphere release port.

  If the configuration of claim 6 is adopted, the tension of the compression coil spring acting on the piston valve can be adjusted by rotating the adjusting screw か ら from the outside of the valve body cylinder. There is an effect that the action speed can be obtained.

  Hereinafter, the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing the overall configuration of an automobile-mounted engine with a supercharger, which includes an intake pipe (2) and an exhaust pipe for a cylinder (1). In addition to the passage (3), a supercharger comprising a compressor (4) arranged in the middle of the intake pipe (2) and a turbine (5) arranged in the middle of the exhaust pipe (3) (Turbocharger) (T).

  The intake pipe (2) supplies outside air to the intake valve (6) of the cylinder (1). In the example shown in the drawing, the air cleaner (7) and the compressor are sequentially introduced from the upstream side along the intake pipe (2). (4) An intercooler (8), a throttle valve (9) and an injector (10) are provided.

  Furthermore, the intake pipe (2) communicates the first intake introduction pipe (2a) that connects the air cleaner (7) and the compressor (4), and the compressor (4) and the intercooler (8). The second intake introduction pipe (2b) to be connected, the third intake introduction pipe (2c) to connect the intercooler (8) and the throttle valve (9), the throttle valve (9) and the intake valve (6) A surging tank (11) and an intake manifold (12) are connected to each other, and an injector (10) faces the intake manifold (12) at a position close to the intake valve (6).

  On the other hand, the exhaust pipe (3) discharges the exhaust from the exhaust valve (13) to the outside. In addition to the turbine (5) and the exhaust muffler (not shown), the turbine (5) An exhaust manifold (14) that communicates with the exhaust valve (13) is disposed.

  The turbine (5) and the compressor (4) of the supercharger (T) are installed in parallel on the same shaft, and the turbine (5) is rotationally driven by the exhaust pressure, and the compressor uses the rotational force. When (4) performs a pumping action, the intake air is compressed (supercharged) and supplied to the cylinder (1).

  (15) is an air bypass conduit that connects the first intake introduction conduit (2a) located upstream of the compressor (4) and the second intake introduction conduit (2b) located downstream similarly. The air bypass valve (V) is installed in the middle of the air bypass conduit (15), and the throttle valve (9) of the engine is suddenly closed by the deceleration of the accelerator operation. In this case, the air bypass valve (V) opens the air bypass pipe line (15) by the negative pressure of the intake pipe and prevents surge noise from the turbocharger (T), while the boost pressure at the time of acceleration increases. The air bypass conduit (15) is closed.

  In the present invention, the air bypass valve (V) is particularly configured as follows as a cylinder type instead of the conventional diaphragm type.

  That is, in FIGS. 2 to 11 where the cylinder type air bypass valve (V) is extracted and shown, (16) is a fixed length (L1) (for example, about 72 mm) and an outer diameter (D1) (for example, about 54 mm). A valve body cylinder made of a light alloy having an inner diameter (d1) (for example, about 36 mm), and (17) is a head cover made of the same light alloy that is inserted and fitted into an opening head portion of the valve body cylinder (16). However, the center thereof is formed as a supercharged air introduction port (P1), and a base (18) surrounding the port is provided on the second intake introduction line (2b) side of the air bypass line (15) (compressor). And the downstream side).

  (19) is a disk-shaped mounting flange that projects outwardly and integrally from the base (18) of the supercharged air introduction port (P1) via a plurality of bolts (20) scattered in a radially symmetrical manner. The valve body cylinder (16) is fixed to the head portion.

  In this case, the supercharged air introduction port (P1) of the head cover (17) has a constant inner diameter (d2) (for example, about 16 mm), but gradually expands from its midway toward the valve body cylinder (16). It is processed as a conical surface (21) so that the supercharged air from the inlet can be flowed and led out quickly and smoothly. The inner diameter at the back end of the conical surface (21) is about 28 mm. Moreover, the back end portion of the head cover (17) that is inserted and fitted into the valve body cylinder (16) is shaped so as to function as a valve seat (22) that stably receives a piston valve described later. (23) shows a sealing O-ring inserted in the fitting surface between the valve body cylinder (16) and its head cover (17).

  (P2) is a supercharged air derivation port drilled at a position biased toward the head side of the body surface of the valve body cylinder (16), and is the same as the inlet part of the supercharged air introduction port (P1). The circular opening has a constant inner diameter (d3) (for example, about 16 mm). (24) is a cap tube that is press-fitted and integrated into the opening edge of the supercharged air derivation port (P2), and is a first intake pipe (2a) of the air bypass line (15). Side (upstream side of the compressor). As the cap tube (24), an elbow type is shown in the figure, but its bent shape, directionality, etc. can be freely selected.

  Similarly, (25) is a wind tunnel receiving concave groove having a constant depth (for example, about 7 mm) cut out at a position biased toward the head side of the body surface of the valve body cylinder (16). d4) open in a circle with (for example about 34 mm).

  (P3) is an air release port drilled in the flat groove bottom surface of the wind tunnel receiving groove (25), which is closer to the head side of the valve body cylinder (16) than the supercharged air derivation port (P2). The opening is located at a position that is further biased, and due to the correlation with the supercharged air derivation port (P2), the openings are partially displaced by a certain amount (W).

  In other words, the atmosphere release port (P3) opens at a position approaching the valve seat (22) of the head cover (17), and the supercharged air derivation port (P2) is the atmosphere release port (P3). Rather than the valve seat (22).

  In addition, the supercharged air derivation port (P2) is formed as a circular round hole, but the air release port (P3) is substantially oval extending along the circumferential direction of the valve body cylinder (16). As an elongated hole, the opening area is formed substantially equal to the opening area of the inlet portion in the supercharged air introduction port (P1). It can be discharged to the outside without leaving a large amount of supercharged air as soon as possible at the beginning of the valve opening operation described later.

In this regard, in the illustrated example, the air release port (P3) has a length (y) of about 10 mm and a length of about 25 mm as compared to the above-described supercharged air outlet port (P2) having a round hole opened as an inner diameter (d3) of about 16 mm. as long hole opened to the width (x), the opening length by (y) a quantity of about 5mm corresponding to half (about 10 mm) (W), the upper Symbol supercharging opening of the atmospheric vent port (P3) The phase change state that overlaps with that of the air derivation port (P2) is maintained.

  However, the atmosphere opening port (P3) has an opening area substantially equal to the opening area of the inlet portion in the supercharged air introduction port (P1), and is partially constant from the supercharged air outlet port (P2) ( As long as it is at the opening position whose phase has changed by W), this may be used as a plurality of round holes instead of one long hole, and the openings may be scattered to the groove bottom surface of the wind tunnel receiving groove (25).

  In this case, the air release port (P3) has been described as being further biased toward the head side of the valve body cylinder (16) than the supercharged air derivation port (P2), but the valve seat of the head cover (17) ( 22) is not reached, and there is a slight fixed distance (S) (preferably approximately between the opening edge of the air release port (P3) and the valve seat (22) adjacent to each other. 2 mm) is effective.

  If the interval distance (S) is longer than about 2 mm, the discharge timing of the supercharged air from the supercharged air introduction port (P1) to the atmosphere release port (P3) is delayed, and the time of the discharge will be described later. The generated sound is also reduced. On the contrary, when the interval distance (S) is zero and the opening edge of the air release port (P3) and the valve seat (22) are on the same plane, the supercharged air release timing is advanced. This is because the sound generated at the time of release becomes small.

  In the illustrated example, the supercharged air derivation port (P2) and the air release port (P3) whose phases have changed from each other are about 180 degrees around the center (O) of the valve body cylinder (16) as shown in FIG. As a relationship indicating a different direction of (θ), the opening distribution is made on the body surface of the valve body cylinder (16), but as long as the opening state partially overlaps by the above-described constant amount (W), The crossing angle (θ) directed by both ports (P2) and (P3) may be distributed as an aperture other than 180 degrees.

  (26) is a light alloy wind tunnel that is press-fitted and integrated into the wind tunnel receiving groove (25) of the valve body cylinder (16) so as to surround the periphery of the air release port (P3). The inner diameter (d5) at the tip of the overhang is, for example, about 36 mm, and by making a trumpet type that expands outward, the generated sound when supercharged air is released from the air release port (P3) is greatly increased. It can be diffused and amplified to inform the driver.

  However, a cap (27) is detachably attached to the wind tunnel (26), so that the user opens the wind tunnel (26) as shown in FIGS. 2 to 7 and as shown in FIGS. It can be used selectively in a sealed state.

  In the case of the illustrated example, the cap (27) formed from a light alloy into an inverted U-shaped cross section cannot be dropped into the wind tunnel (26) by a plurality of bolts (28) pressed against the trumpet type wind tunnel (26). However, as long as it is detachable, a blind plug (rubber cap) instead of the cap (27) may be filled in the wind tunnel (26), and the wind tunnel (26) is installed. It is okay to attach a blind plug (rubber cap) directly to the atmosphere release port (P3).

  Further, (29) is a genuine piston valve built in the valve body cylinder (16) so as to be movable forward and backward, and has a certain length (L2) (for example, about 36 mm) and an inner diameter (d6) (for example, The supercharged air introduction port (P1) and the supercharged air are formed in a U-shaped cross-section with about 28 mm), and its head portion is in close contact with the valve seat (22) of the head cover (17). The lead-out port (P2) and the atmosphere release port (P3) can be closed so that they cannot communicate with each other.

  Needless to say, the outer diameter (D2) of the piston valve (29) is a dimension corresponding to the inner diameter (d1) of the valve body cylinder (16), but in order not to bite foreign matter such as sludge and carbon. It is desirable that a part of the outer peripheral surface on the head side be a concave circumferential groove (30), for example, to be cut into an L-shaped section by about 0.5 mm.

  (31) is a compression coil spring that normally presses and urges the piston valve (29) in the valve closing direction, and is a steel spring retainer (32) built in the valve body cylinder (16), and its piston valve. (29) is interposed between the head portions facing each other. The spring retainer (32) has a hat-shaped cross section, and an adjustment screw rod (33) extends through the tail end portion of the valve main body cylinder (16) from the center thereof and is integrally extended to the outside.

  For this reason, the tension of the compression coil spring (31) can be adjusted by rotating it from the outside and advancing and retreating, so that the optimum opening / closing action speed of the piston valve (29) can be obtained. . The adjusting screw 杆 (33) is screwed with the valve body cylinder (16). (33a) is a rectangular locking groove of the rotating operation tool with respect to the adjusting screw rod (33), (34) is a fixing nut of the adjusting screw rod (33), and (35) is the spring retainer (32). The pedestal is shown.

  Further, (P4) is a valve opening / closing control port drilled on the tail end side of the body surface of the valve body cylinder (16), and is inserted through a base pipe (36) that is press-fitted and integrated therein. The air bypass valve control valve (electromagnetic three-way switching valve) (37) as shown in FIG. 1 is connected in communication.

  Furthermore, the air bypass valve control valve (37), which is an electromagnetic three-way switching valve, communicates its control port (P4) with the surging tank (11) according to a command from an engine control computer (not shown). The internal pressure of the valve body cylinder (16) is set to a negative pressure, and the piston valve (29) is moved to the valve open position while resisting the compression coil spring (31) based on the pressure difference from the supercharging air introduction port (P1) side. While making the tension advance, the control port (P4) is also communicated with the third intake introduction pipe (2c) to eliminate the pressure difference and to equalize with the urging force of the compression coil spring (31). In order to return the piston valve (29) to the closed position, the air bypass valve (V) is controlled to open and close.

  (38) is a mounting bolt of the air bypass valve (V) for the engine room (M) of the automobile, and is integrated into an appropriate portion of the body surface of the valve body cylinder (16), for example, as shown in FIG. The support stay (39) and the fixing nut (40) are used for attachment to the engine room (M), but are connected and supported in the inserted state to the air bypass pipe (15). Furthermore, the installation of the mounting bolt (38) may be omitted.

  In the illustrated example, the body surface of the valve body cylinder (16) is circular, and a plurality of radiating fins (41) are engraved on the circular surface. Similarly, the body surface of the valve body cylinder (16) is engraved. May be a regular hexagon or other regular polygon, and the air release port (P3) as described above may be opened on the flat surface of the regular polygon, and the valve body cylinder (16) may be connected to the piston valve (29). It can be used as a true cast product.

  The air bypass valve (V) of the present invention having the above-described configuration operates as follows. That is, FIGS. 2 to 7 show a state in which the air release port (P3) of the air bypass valve (V) is opened by removing the cap (27) from the wind tunnel (26). When the accelerator is returned from the state where the turbocharger (T) is operated by the speed increasing operation and the throttle valve (9) of the engine is suddenly closed, the above-mentioned that forms the downstream side of the compressor (4) The pressure in the second and third intake introduction pipes (2b) and (2c) rises temporarily.

  At that time, the air bypass valve control valve (37) is operated so that the surging tank (11) in which negative pressure is generated communicates with the open / close control port (P4) of the air bypass valve (V). The piston valve (29) of the air bypass valve (V) receives the negative suction force and moves forward in the valve opening action direction indicated by the arrow (F) in FIG. As a result of the communication between the air supply introduction port (P1), the supercharged air derivation port (P2), and the air release port (P3), the occurrence of surging can be prevented and the turbine (5) is twisted. There is also no risk of burdening.

In this regard, in the illustrated embodiment, the air release port (P3) of the air bypass valve (V) is closer to the valve seat (22) of the piston valve (29) than the supercharged air derivation port (P2). And a constant distance (S) of about 2 mm from the valve seat (22), and a certain amount of about half of the opening length (y) at the air release port (P3) ( because it is a phase change W) but only the supercharged air outlet port (P2) as an opening state of partially overlapping, when the valve is opened the action of the piston valve (29), supercharged air is the supercharged air introduced From the port (P1) to the air release port (P3) at the very beginning, it is released to the outside (engine room) instantly at an effective timing, and at the time of release, a unique sound of racing style called “push-on” is emitted. Become. The supercharged air is also derived from the introduction port (P1) to the lead-out port (P2), but the lead-out action is based on the phase change between the air release port (P3) and the supercharged air lead-out port (P2). As a result, a time difference that is slightly delayed is generated.

  In particular, the air release port (P3) is an elongated hole extending along the circumferential direction of the valve body cylinder (16) and has an opening area almost equal to the opening area of the inlet portion of the supercharged air introduction port (P1). Therefore, in combination with the conical surface (21) in which the supercharged air introduction port (P1) expands toward the valve seat (22) of the piston valve (29), a large amount of the supercharged air is not generated at all. , It can be discharged from the atmosphere opening port (P3) at once, and the generated sound at the time of the discharge can be enlarged extremely high. In order to achieve such an effect, the trumpet type wind tunnel (26) surrounding the air release port (P3) also contributes.

  On the other hand, in a use state where the air release port (P3) is not exposed to the outside by the cap (27) that seals the wind tunnel (26), as is apparent from FIGS. When the valve is opened, the supercharged air is led out from the supercharged air introduction port (P1) of the air bypass valve (V) to the supercharged air derivation port (P2). At that time, the supercharged air is first transferred from the introduction port (P1) to the inside of the wind tunnel (26) sealed by the cap (27), and the inside of the wind tunnel (26) is temporarily used as an air tank. Therefore, there is no risk of residual pressure remaining, which helps to prevent surging completely and improve the durability of the turbine (5).

  In any of the above-described use states, the control port (P4) of the air bypass valve (V) has the same pressure as that of the second intake introduction pipe (2b) by the operation of the air bypass valve control valve (37). When the piston valve (29) is communicated with the third intake introduction pipe (2c), the piston valve (29) returns and returns in the valve closing direction indicated by the reverse arrow (R) in FIGS. The air introduction port (P1) is hermetically closed to the atmosphere release port (P3) and the supercharged air derivation port (P2). As a result, there is no possibility of generating a new vibration sound such as a chattering phenomenon as well as a surge sound.

It is a schematic diagram which shows the whole structure of an engine with a supercharger. It is a side view which extracts and shows the air bypass valve of this invention. FIG. 3 is a plan view of FIG. 2. FIG. 3 is a front view of FIG. 2. FIG. 5 is a cross-sectional view taken along line 5-5 of FIG. 4 and shows a closed state of the piston valve. It is sectional drawing corresponding to FIG. 5 which similarly shows the valve opening state of a piston valve. FIG. 7 is a cross-sectional view taken along line 7-7 in FIG. 5. It is a front view corresponding to FIG. 4 which shows the airtight use state of an air release port. FIG. 9 is a cross-sectional view taken along line 9-9 in FIG. 8 and shows a closed state of the piston valve. It is sectional drawing corresponding to FIG. 9 which similarly shows the valve opening state of a piston valve. It is the 11-11 line sectional view of FIG. It is a side view which shows the attachment state of the air bypass valve with respect to an engine room.

Explanation of symbols

(1) ・ Cylinder (2) ・ Intake line (2a) ・ First intake line (2b) ・ Second intake line (2c) ・ 3rd intake line (3) ・ Exhaust line ( 4) ・ Compressor (5) ・ Turbine (6) ・ Intake valve (7) ・ Air cleaner (8) ・ Intercooler (9) ・ Throttle valve (10) ・ Injector (11) ・ Surging tank (12) ・ Intake manifold ( 13) ・ Exhaust valve (14) ・ Exhaust manifold (15) ・ Air bypass pipe (16) ・ Valve body cylinder (17) ・ Head cover (18) ・ Base (19) ・ Flange (20) ・ Bolt (21) -Conical surface (22)-Valve seat (23)-O-ring (24)-Base tube (25)-Wind tunnel receiving groove (26)-Wind tunnel (27)-Cap (28)-Bolt (29 ) ・ Piston valve (30) ・ Concave groove (31) ・ Compression coil spring (32) ・ Spring retainer (33) ・ Adjustment screw 杆 (34) ・ Fixing nut (36) ・ Base pipe (37) ・ Air bypass valve control Valve (38), Mounting bolt (39), Support stay (40), Fixing nut (41), Radiating fin (M), Engine room (T), Supercharger (turbocharger)
(V) ・ Air bypass valve (P1) ・ Supercharged air introduction port (P2) ・ Supercharged air derivation port (P3) ・ Air release port (P4) ・ Control port (S) ・ Interval distance (W) ・ Constant amount (Overlap amount)
(Θ) · Crossing angle

Claims (6)

The turbocharger (T) is interposed in an air bypass line (15) that connects the upstream side and the downstream side of the compressor (4) in communication, and the air bypass line (15) is connected to the intake pipe negative during deceleration. As an air bypass valve (V) that opens by pressure, and closes by boost pressure during acceleration,
A valve body cylinder (16) in which a supercharged air derivation port (P2) communicating with the upstream side of the compressor (4) and an air bypass valve opening / closing control port (P4) are distributed in the body surface;
The back end portion inserted and fitted into the head portion of the valve body cylinder (16) becomes the valve seat (22), and the supercharged air introduction port (P1) communicating with the downstream side of the compressor (4) is the center. A head cover (17) having an opening formed therein,
The supercharged air introduction port (P1) and the supercharged air derivation port (P2) have a U-shaped cross section that can be closed so that they cannot communicate with each other. When,
A compression coil spring (31) built in the valve body cylinder (16) is also installed to press and bias the piston valve (29) in the valve closing direction in which the piston valve (29) is always in close contact with the valve seat (22) of the head cover (17). And
An air release port (P3), which is wider than the supercharged air derivation port (P2) when the piston valve (29) is opened, and communicates with the supercharged air introduction port (P1), While opening in the cylinder surface of the cylinder (16),
An air bypass valve for an engine with a supercharger, wherein the air release port (P3) is sealed with a detachable cap (27). While opening the supercharging air deriving port (P2) at a position biased toward the head side of the body surface of the valve body cylinder (16),
The air release port is further displaced to the head side than the supercharged air derivation port (P2), but is kept at a constant distance (S) of about 2 mm from the valve seat (22) of the head cover (17). (P3) with an opening,
The supercharged air derivation port (P2) and the air release port (P3) are opened in different directions around the center (O) of the valve body cylinder (16), and the opening degree is constant (W). 2. The air bypass valve for an engine with a supercharger according to claim 1, wherein the phase is changed so as to have a partially overlapping relationship.   The atmospheric opening port (P3) is formed as a long hole extending along the circumferential direction of the valve body cylinder (16), and the supercharged air outlet port (P2) is formed as a round hole. An air bypass valve for an engine with a supercharger according to 1 or 2. The supercharged air introduction port (P1) that opens to the center of the head cover (17) is shaped as a conical surface (21) that gradually expands from the midway part to the valve seat (22) at the back end part,
The opening area of the supercharged air derivation port (P2) and the opening area of the air release port (P3) are set to be substantially equal to the opening area of the inlet portion in the supercharged air introduction port (P1). Item 4. An air bypass valve for an engine with a supercharger according to item 1, 2 or 3. A circular wind tunnel receiving groove (25) of a certain depth is cut out on the body surface of the valve body cylinder (16), and an air release port (P3) is opened in the flat groove bottom surface of the wind tunnel receiving groove (25). As it forms,
An outwardly expanding trumpet-type wind tunnel (26) press-fitted and integrated into the wind tunnel receiving groove (25) is surrounded by the wind tunnel (26). 5. The air bypass valve for an engine with a supercharger according to claim 1, wherein a sealing cap (27) is detachably attached to the engine.   The adjustment screw 杆 (33) is integrally extended and extended from the retainer (32) of the compression coil spring (31) to the outside of the valve body cylinder (16), and the adjustment screw 杆 (33) is rotated from the outside. The air bypass valve for an engine with a supercharger according to claim 1, characterized in that the tension of the compression coil spring (31) biasing the piston valve (29) can be adjusted.

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