JPH02252920A - Supercharge pressure control valve device for internal combustion engine - Google Patents

Abstract

PURPOSE:To prevent the generation of the air stream sound by setting the inlet of the control valve of a supercharge pressure control valve device interposed in a decompression passage which is formed so as to make a detour around a supercharger, in the valve closing direction, and setting the outlet in the valve opening direction, and forming a through hole on a bearing holder for supporting a valve shaft. CONSTITUTION:A supercharge pressure control valve device 32 for controlling the supercharge pressure is interposed midway in a decompression passage 8 which is installed for the communication between the first intake passage 4 on the upstream side of a supercharger 3 and the second intake passage 5 formed between the supercharger 3 and a throttle valve 6. The device 32 is constituted so that a control valve 25 is opened and closed according to the differential pressure between the first and second pressure chambers 19 and 30 partitioned by a diaphragm 17, valve opening force due to the received pressure of a control valve 25, and the valve closing force due to the springy force of a spring member 28. Further, a throttle hole 33 is formed on a bearing holder 27 supporting the shaft part 24 of the control valve 25, and the second intake passage 5 and the second pressure chamber 30 are allowed to communicate through the throttle hole 33. The time delay in the pressure transmission speed is applied onto the bearing holder 27 because of the presence of the throttle hole 33.

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention relates to a boost pressure control valve device for an internal combustion engine that suppresses abnormal pressure in the intake passage upstream of a throttle valve, which occurs particularly when a vehicle decelerates. be.

[Conventional technology]

Fig. 3 shows a configuration diagram of a conventional boost pressure control valve device of this type.
is an intake pipe that serves as a passage for intake air from this air cleaner 1,
3 is a supercharger connected in the middle of this intake pipe 2, 4 is a first intake passage on the upstream side of the supercharger 3, 5 is a second intake passage on the downstream side of the supercharger 3, and 6 is a A throttle valve 7 for controlling the amount of intake air provided in the second intake passage 5, 7 a third intake passage downstream of the throttle valve 6, 8 the first and second intake passages 4.
5 is a pressure reduction path communicating with the pressure reduction path 8, and 9 is a boost pressure control valve device that controls the boost pressure of the second intake path 5 by controlling the opening/closing of this pressure reduction path 8, and hereinafter referred to as the boost pressure control valve device 9 will be explained in detail.

Reference numeral 11 denotes a flange at the lower end of the housing IO, which is connected to an opening 14 formed in the intake pipe 2 of the second intake path 5. Reference numeral 15 denotes a valve seat around the opening on the inner circumferential side of the flange 11, 16 a nipple serving as an inlet/outlet for intake air, and 17 a peripheral edge portion sandwiched between the upper end opening of the housing 10 and the lower end opening of the case 18. A diaphragm 19 is a first pressure chamber 2 formed by the diaphragm 17 and the case 18.
0 is a first passage 23 connected between the pressure extraction boat 21 of the third intake passage 7 and the nipple 22 of the case 18 in order to guide the pressure of the third intake passage 7 to the first pressure chamber 19;
24 is a rod, one end of which is connected to the holders 23a, 23b, and the other end of which is connected to the valve seat 1.
A control valve 25 corresponding to 5 and opening/closing the pressure reducing path 8 is coupled thereto.

26 is a bearing that supports the rod 24, and the bearing holder 2
It is supported by 7. 28 is the case 18 and the holder 2
3a and pushes out the diaphragm 17 to open the control valve 2.
A spring member 29 urges the housing 1 in the valve closing direction.
A second passage 30 is a second pressure chamber in the space between the diaphragm 17 and the bearing holder 27, and a second air intake passage is provided through the second passage 29. It is connected to 5. Reference numeral 31 denotes a constriction provided at the outlet of the second passage 29, which serves as ventilation resistance to give a time delay to the speed of pressure transmission through this passage 29.

The supercharging pressure control valve device configured as described above has a valve opening force due to the differential pressure between the first pressure chamber 19 and the second pressure chamber 30 and the pressure received by the control valve 25, and an opening force due to the spring force of the spring member 28. The valve 25 opens and closes depending on the valve force. Also, in this case,
The positive pressure passage has an inlet on the open side of the control valve 25, and an outlet on the closed side of the control valve 25.

Next, the operation will be explained.

When the engine suddenly decelerates from supercharging operation, the first pressure chamber 19 becomes a high negative pressure equivalent to that during idling, and the second pressure chamber 30 increases in pressure to a level higher than that during supercharging operation and becomes a high positive pressure. The pressure received by the diaphragm 17 is increased, improving responsiveness. Further, the supercharging pressure in the second intake passage 5 suddenly changes at the same time as the valve is opened, but the throttle 31 causes a time delay in transmitting the pressure to the second pressure chamber 30. This prevents sudden changes in pressure in synchronization.

Next, the valve opening method will be explained.

When the effective pressure receiving area of the diaphragm 17 is Ad, the effective pressure receiving area of the control valve 25 is Bcd, and the set load of the spring member 28 applies negative pressure to the first pressure chamber 19 (the upper and lower portions of the valve 25 are atmospheric pressure). Convert to the valve opening pressure of CmmHg.

In addition, the pressure in the first pressure chamber 19 is set to P, mmHg, and supercharging m.
If the pressure in the pressure reducing path 8 downstream of 3 is Pa Hg, the valve opening ceremony is as follows. Here, - A: B = 2 to 3 in a boat fishing valve
:1, where A:B=2.5:
1, and the engine load state shown in Fig. 4 and Pk, P,
The value of C is determined so that interference (overlap) with zone a in the characteristic diagram showing the pressure relationship can be eliminated and Pm can be set as high as possible.

Here, if 400mn+Hg, PI=1.4PA
It will be 400. When this is expressed in a graph of engine load, the characteristic of the α line in FIG. 4 is shown. In this figure, line e shows the pressure change in the car.

[Problem to be solved by the invention]

Since the conventional boost pressure control valve device for an internal combustion engine is configured as described above, it takes a long time to maintain a delicate opening in response to pressure changes in the automobile, and as a result, the air escaping from valve 2 & There is a problem that the sound generates new airflow sound, and there is also the issue of improving responsiveness, automatic vibration prevention, and diaphragm 1.
A second passage 29 is provided in the housing 10 to prevent inversion of the
Moreover, since it is necessary to provide a throttle 31 at the outlet of this passage, the structure is complicated and the cost is high.

This invention was made to solve the above-mentioned problems. It prevents the generation of air flow noise, suppresses the automatic vibration of the valve, and performs stable control operations in response to pressure changes in the automobile. An object of the present invention is to obtain a boost pressure control valve device for an internal combustion engine that can improve responsiveness.

[Means to solve the problem]

A supercharging pressure control valve device for an internal combustion engine according to the present invention communicates with a first intake passage on an upstream side of a supercharger, a second intake passage between the supercharger and a throttle valve, and a second intake passage between the supercharger and a throttle valve. a control valve that opens and closes a pressure reducing passage communicating with the first intake passage; a first pressure that guides pressure from the second intake passage to a third intake passage downstream of the throttle valve through the first passage; a throttle hole provided in a bearing holder that supports the shaft portion of the control valve; a second pressure chamber that communicates with the second air intake passage through the throttle hole; and a partition between the first and second pressure chambers. The control valve includes a diaphragm connected to the shaft of the control valve, and a spring member that biases the diaphragm in the direction of closing the control valve.

[For production]

In this invention, a throttle hole is provided in the bearing holder that supports the valve stem of the illumination valve so that the second intake passage and the second pressure chamber are communicated with each other, thereby preventing the engine from being supercharged. During sudden deceleration, the boost pressure in the second intake passage changes at the same time as the valve opens, but the throttle hole causes a time delay in transmitting pressure to the second pressure chamber. There is no sudden change in pressure in synchronization.

〔Example〕

An embodiment of the present invention will be described below with reference to the drawings. 1st
The figure shows a configuration diagram of a boost pressure control valve device for an internal combustion engine according to the present invention, and the same parts as those of the conventional device explained in FIG. Reference numeral 32 denotes a boost pressure control valve device according to the present invention, which differs from the conventional boost pressure control valve device explained in FIG. The second passage 29 and the throttle 31 provided on the wall of the housing 10 are eliminated, and the bearing holder 27
A throttle hole 33 is provided to provide a time delay to the pressure transmission speed, and the second air intake passage 5 and the second pressure chamber 30 are communicated via a pressure reduction passage 8.

The supercharging pressure control valve device according to the present invention configured as described above has a valve opening force due to the differential pressure between the first pressure chamber 19 and the second pressure chamber 3° and the pressure received by the valve 25, and a spring of the spring member 28. The valve 25 opens and closes in response to the valve-closing force.

Further, the positive pressure passage has an inlet on the closed side of the valve 25 and an outlet on the open side of the valve 25.

Next, the valve opening method will be explained using the same method as in the conventional example.

becomes. Here, as in the conventional example, A:B=2.5:1 is used to eliminate interference (overlap) with zone C in the characteristic diagram showing the relationship between engine load condition, PA + P, and pressure shown in Figure 2. The value of C is determined so that , P, can be set as high as possible. Here, if it is 150onHg,
Ps=0.6 Pa 150, as shown in the r line shown in FIG. 2, and the valve opening conditions for the pressure values of PA and PI are significantly different from the conventional one.

In FIG. 2, the C zone is in a high load state (near the throttle fully open), the B zone is in a low load state (throttle opening is small), and the C zone is in an idle state.

In addition, as shown by line f in FIG. 2, according to the present invention, the crossing time with the pressure fluctuation line e during deceleration is shortened by degrees, and generation of a new air flow velocity can be prevented.

〔Effect of the invention〕

As explained above, according to the present invention, the positive pressure inlet is in the valve closing direction, the outlet is in the valve opening direction, and the throttle hole is provided in the bearing holder of the valve to give a time delay to the pressure transmission speed. Since the second air intake passage and the second pressure chamber are communicated with each other by providing this, the intersecting time with the pressure fluctuation during deceleration is shortened, and the generation of air flow noise can be prevented. Furthermore, since the spring initial load can be set without worrying about valve opening in a high load range, and a relatively low valve opening pressure can be achieved, the durability of the bearing holder can also be improved. Furthermore, since the configuration of the aperture hole is simple, there is no need for a conventional second passage, that is, a mechanism for preventing the diaphragm from turning over, and as a result, the device can be downsized and manufactured at low cost.

[Brief explanation of drawings]

FIG. 1 is a configuration diagram of a boost pressure control valve device according to an embodiment of the present invention, FIG. 2 is a characteristic diagram showing the relationship between engine load condition and Pa, and Pa pressure by the device of the present invention, and FIG. FIG. 4 is a block diagram of a conventional boost pressure control valve device, and is a characteristic diagram showing the relationship between the engine load state and PA and PI pressures of the conventional device. 3...Supercharger, 4...First intake path, 5...Second
intake passage, 6... throttle valve, 7... third intake passage, 8... pressure reduction passage, 17... diaphragm, 19...
...First pressure chamber, 20...First passage, 25...
Control valve, 27... bearing holder, 28... spring member,
30... Second pressure chamber, 33... Throttle hole. Note that the same reference numerals in the figures indicate the same or equivalent parts. Agent Masuo Oiwa Figure 2, Title of the invention 3, Person making the amendment 4, Boost pressure control valve device for internal combustion engine subject to amendment (601) Mitsubishi Electric Corporation Representative Mamoru Shiki 6, Amendment Contents (1) Amend the claims of the specification as shown in the attached sheet. (2) Correct "-C" in line 9 of page 5 to "+C". (3) Correct J to '400aaHg and J to '400mmHg' on page 5, line 16. (4) ``Correct α line J to ``d line'' on page 5, line 18. (5) "Subtle opening" on page 6, line 4 of the same page is corrected to "minor opening." (6) Delete "the above-mentioned second air intake path" in the 4th line of page 7. (7) Delete "via decompression path 8" on page 8, line 13. (8) “Valve opening force” on page 8, line 17 of the same page has been changed to “valve closing force”.
and correct it. 9) Correct "-C" in the third line of page 9 to "+C". ω If r150+mslLg on page 9, line 9, then
If `` is r-150111111) 1g, '' is corrected. θO, page 10, line 4, "make the valve close, and the outlet the valve open" is changed to "make the valve close, and the outlet the valve open side."
and correct it. 0ri Delete ``In other words, the diaphragm reversal prevention mechanism'' on page 10, lines 13-14. 7. List of Attached Documents Claims 1 Mail-order Claims A first intake passage on the upstream side of the supercharger, communicating with a second intake passage between the supercharger and the throttle valve; A control valve that opens and closes a pressure reducing passage communicating with the first intake passage, and a first pressure chamber that guides pressure through the first passage downstream of the throttle valve. , a throttle hole provided in a bearing holder that supports the shaft portion of the control valve, a second pressure chamber communicating with the second air intake passage through the throttle hole, and a partition between the first and second pressure chambers. A supercharging pressure control valve device for an internal combustion engine, comprising a diaphragm connected to a shaft portion of a control valve, and a spring member that biases the diaphragm in the closing direction of the control valve.

Claims (1)

[Claims] a control valve that opens and closes a pressure reducing passage that communicates with a first intake passage on the upstream side of the supercharger, a second intake passage between the supercharger and the throttle valve, and communicates with the first intake passage; a first pressure chamber that guides pressure from the second intake passage to a third intake passage on the downstream side of the throttle valve through a first passage; provided in a bearing holder that supports the shaft portion of the control valve; a throttle hole, a second pressure chamber communicating with the second air intake passage through the throttle hole;
An internal combustion engine characterized by comprising: a diaphragm that partitions the first and second pressure chambers and is connected to the shaft of the control valve; and a spring member that biases the diaphragm in the closing direction of the control valve. Supply pressure control valve device.