JPH0340210B2 - - Google Patents

Info

Publication number
JPH0340210B2
JPH0340210B2 JP57195305A JP19530582A JPH0340210B2 JP H0340210 B2 JPH0340210 B2 JP H0340210B2 JP 57195305 A JP57195305 A JP 57195305A JP 19530582 A JP19530582 A JP 19530582A JP H0340210 B2 JPH0340210 B2 JP H0340210B2
Authority
JP
Japan
Prior art keywords
pressure
blow
passage
downstream
gas
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP57195305A
Other languages
Japanese (ja)
Other versions
JPS5985470A (en
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 filed Critical
Priority to JP19530582A priority Critical patent/JPS5985470A/en
Publication of JPS5985470A publication Critical patent/JPS5985470A/en
Publication of JPH0340210B2 publication Critical patent/JPH0340210B2/ja
Granted legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01MLUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00Crankcase ventilating or breathing
    • F01M13/02Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F01M13/025Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction with an inlet-conduit via an air-filter

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Description

【発明の詳細な説明】 この発明は過給機付内燃機関におけるブローバ
イガス還流装置に係り、特に、クランクケース内
を与圧して正圧領域の吸気通路内にブローバイガ
スを還流させ得る過給機付内燃機関におけるブロ
ーバイガス還流装置に関する。
DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a blow-by gas recirculation device for a supercharged internal combustion engine, and more particularly to a blow-by gas recirculation device for a supercharged internal combustion engine, and particularly for a supercharger capable of pressurizing the inside of a crankcase and recirculating blow-by gas into an intake passage in a positive pressure region. The present invention relates to a blow-by gas recirculation device for an internal combustion engine.

従来、自然給気型の内燃機関の場合には、吸気
通路内に生じる負圧を利用して、ブローバイガス
を吸気通路内に還流させている。ところが、過給
機付内燃機関の場合には、負圧を利用出来る負圧
領域が過給機の上流側の吸気通路、つまりエアク
リーナの吸気流入側及びエアクリーナと過給機と
の間に限定される。したがつて、正圧を生じる正
圧領域となる過給機の下流側の吸気通路、つまり
過給機と気化器との間及び気化器とインテークバ
ルブとの間には、ブローバイガスを還流させるこ
とができず、このため、内燃機関を構成する各種
部品を合理的に配置出来ない場合があつた。
Conventionally, in the case of a naturally-aired internal combustion engine, blow-by gas is circulated into the intake passage using negative pressure generated within the intake passage. However, in the case of a supercharged internal combustion engine, the negative pressure area where negative pressure can be used is limited to the intake passage on the upstream side of the supercharger, that is, the intake inlet side of the air cleaner and between the air cleaner and the supercharger. Ru. Therefore, blow-by gas is recirculated in the intake passage downstream of the supercharger, which is a positive pressure region that generates positive pressure, that is, between the supercharger and the carburetor and between the carburetor and the intake valve. As a result, various parts constituting the internal combustion engine could not be arranged rationally in some cases.

そこで、本願の発明者は、正圧領域に局部的に
負圧部を発生させることができるベンチユリ部を
設け、このベンチユリ部からブローバイガスを還
流させ得る装置を発明し、簡単な構成で正圧領域
にもブローバイガスを還流させ得ることを可能と
した。
Therefore, the inventor of the present application has invented a device that provides a vent lily section that can locally generate a negative pressure section in a positive pressure region and allows blow-by gas to flow back from this vent lily section, and has a simple configuration that allows positive pressure This made it possible to reflux blow-by gas into the area as well.

しかし、上記装置のベンチユリ部は、常にクラ
ンクケース内の圧力よりも低い負圧を生じさせな
ければならないので、ベンチユリ部の絞り部をで
きるだけ絞らなければならず、その結果、吸入空
気はこの狭い絞り部を通過する際にかなりの圧力
損を生じる。このため、過給機稼働中には、この
圧力損失を考慮して高めに過給しなければなら
ず、また、過給機が稼働せず自然給気で吸気を図
る運転領域の場合には、圧力損失のため充分なる
吸気を行うことができないという新たな問題が生
じた。
However, the vent lily of the above device must always generate a negative pressure lower than the pressure in the crankcase, so the constricted part of the vent lily must be narrowed down as much as possible, and as a result, the intake air flows through this narrow constriction. Significant pressure loss occurs when passing through the area. For this reason, when the turbocharger is in operation, it is necessary to supercharge to a high degree in consideration of this pressure loss.Also, in the case of an operating region where the turbocharger is not operating and intake is achieved using natural air supply, However, a new problem arose in that sufficient air intake could not be achieved due to pressure loss.

そこでこの発明の目的は、上記の如き不都合を
除去すべく、過給機下流側かつ気化器絞り弁上流
側の吸気通路に圧入口を開口し、該圧入口を始端
とし内燃機関のクランクケース内に開口する圧出
口を終端とする与圧管を設け、前記クランクケー
スの吸入口に始端するブローバイガス通路を設
け、前記与圧管の圧入口よりも更に下流側の吸気
通路に設けたベンチユリ部に臨ませて前記ブロー
バイガス通路の吐出口を吸気通路下流側に指向さ
せて設けることにより、クランクケース内を与圧
することと相俟つて、ベンチユリ部により圧力が
低くなることを利用して、さらにベンチユリ部に
臨ませて吸気通路下流側に指向させてブローバイ
ガス通路の吐出口を設けることによりこの吐出口
にベンチユリ部の低くなつた圧力を効果的に作用
させて、正圧領域においてもブローバイガスを確
実に還流し得て、内燃機関の構造に適合した合理
的な部品配置を可能にできるのは勿論のこと、ベ
ンチユリ部の絞り部の通路断面積を可能な限り大
きくし得て、ベンチユリ部を設けることによる吸
入空気の圧力損失を小さくし、吸入空気のベンチ
ユリ部通過の際の圧力損失を極力低減し、吸入空
気量の増加を図ることのできる過給機付内燃機関
におけるブローバイガス還流装置を実現するにあ
る。
Therefore, an object of the present invention is to open a pressure inlet in the intake passage downstream of the supercharger and upstream of the carburetor throttle valve, and to use the pressure inlet as the starting point to enter the crankcase of the internal combustion engine in order to eliminate the above-mentioned disadvantages. A pressurized pipe is provided which terminates at a pressure outlet opening into the crankcase, a blow-by gas passage is provided which starts at the intake port of the crankcase, and a blow-by gas passage is provided which faces a bench lily portion provided in the intake passage further downstream from the pressure inlet of the pressurized pipe. By arranging the discharge port of the blow-by gas passage toward the downstream side of the intake passage, the inside of the crankcase is pressurized, and the pressure is lowered by the bench lily portion. By providing the outlet of the blow-by gas passage facing toward the downstream side of the intake passage, the lowered pressure of the vent lily is effectively applied to this outlet, ensuring blow-by gas even in the positive pressure region. Not only can the vent lily be recirculated to the internal combustion engine, allowing for a rational arrangement of parts that is compatible with the structure of the internal combustion engine, but also the passage cross-sectional area of the constricted part of the vent lily can be made as large as possible. A blow-by gas recirculation device for an internal combustion engine with a supercharger has been realized that can increase the amount of intake air by minimizing the pressure loss when the intake air passes through the bench lily. There is something to do.

以下図面に基づいてこの発明の実施例を詳細且
つ具体的に説明する。
Embodiments of the present invention will be described in detail and specifically below based on the drawings.

図において、2は過給機であつて、該過給機2
はエンジンの充填効率を高め馬力アツプを図るた
め、吸入空気量を強制的に増加させるもので、例
えば排気エネルギーを利用したターボ過給機等が
ある。4は上記過給機2の下流側たる下流部吸気
通路6に設けられた気化器、5は該気化器4内に
設けられている気化器ベンチユリ、8は後述の与
圧管14の圧入口よりも更に下流側かつ気化器4
の絞り弁24上流側の吸気通路、つまり、上記過
給機2と気化器4との間の下流部吸気通路6に設
けられたベンチユリ部で、該ベンチユリ部8は次
のように設けられる。
In the figure, 2 is a supercharger, and the supercharger 2
In order to improve engine filling efficiency and increase horsepower, the amount of intake air is forcibly increased, such as a turbo supercharger that uses exhaust energy. 4 is a carburetor provided in the downstream intake passage 6 on the downstream side of the supercharger 2, 5 is a carburetor bench lily provided in the carburetor 4, and 8 is a port from the pressure inlet of the pressurizing pipe 14, which will be described later. Also further downstream and vaporizer 4
The bench lily part 8 is provided in the intake passage upstream of the throttle valve 24, that is, in the downstream intake passage 6 between the supercharger 2 and the carburetor 4, and the bench lily part 8 is provided as follows.

即ち、吸入空気は、後述するブローバイガス通
路12の吐出口12bに到来するまでに、下流部
吸気通路6の内壁との摩擦により圧力が低減する
が、この低減した圧力だけでは後述するブローバ
イガスを還流させる程度の圧力差を生じさせ得な
い場合がある。上記ベンチユリ部8には、その中
央部が絞られて周辺に比べ小径の通路断面積の絞
り部8aが形成されている。この絞り部8aの大
きさは、この部分にベンチユリ効果によつて生じ
る圧力と機関本体10内のクランクケース内の圧
力との関係により決定される。つまり、クランク
ケース内のブローバイガスを下流部吸気通路6に
還流させ得る程度の圧力差を生じさせることが、
上記絞り部8aの大きさを決定する際に要求され
る。
That is, the pressure of the intake air is reduced by friction with the inner wall of the downstream intake passage 6 before it reaches the discharge port 12b of the blow-by gas passage 12, which will be described later. In some cases, it may not be possible to generate a pressure difference sufficient to cause reflux. The bench lily portion 8 is constricted at its central portion to form a constricted portion 8a having a smaller passage cross-sectional area than the periphery. The size of this constricted portion 8a is determined by the relationship between the pressure generated in this portion due to the bench lily effect and the pressure within the crankcase within the engine body 10. In other words, it is possible to generate a pressure difference large enough to cause the blow-by gas in the crankcase to flow back to the downstream intake passage 6.
This is required when determining the size of the aperture portion 8a.

ところで、ベンチユリ部8の絞り部8aは、小
さくなる程そこに生じる圧力を低くすることがで
きるが、その反面、吸入空気の抵抗は大となり、
圧力損失が大きくなる。この場合、クランクケー
ス内は後述の如く与圧されて圧力が高くなるの
で、相対的にベンチユリ部8は極端に圧力を低く
生じさせる必要もなくなり、絞り部8aを余り絞
ることもなく通路断面積を大きくできる。このた
め、この絞り部8aを吸入空気が通過する際の圧
力損失を低減できる。
By the way, the smaller the constriction part 8a of the bench lily part 8 is, the lower the pressure generated therein can be, but on the other hand, the resistance of the intake air increases,
Pressure loss increases. In this case, since the inside of the crankcase is pressurized and the pressure becomes high as described later, there is no need for the bench lily portion 8 to generate an extremely low pressure, and the passage cross-sectional area is can be made larger. Therefore, pressure loss when the intake air passes through the constricted portion 8a can be reduced.

また、上記ベンチユリ部8の絞りい部8aに
は、内燃機関を構成する機関本体10内のクラン
クケースの吸引口12aから延設したブローバイ
ガス通路12の吐出口12bが下流側に向けて臨
んで設けられている。この吐出口12bからブロ
ーバイガスを正圧領域である下流部吸気通路6に
還流する。ここで、下流側とは、機関本体10内
の燃焼室へ供給される吸入空気の進行方向側を云
い、上流側とは下流側と逆方向側を云う。前記ベ
ンリユリ部8の絞り部8aに下流側に向けて設け
られた吐出口12bには、ベンチユリ部8の絞り
部8aにより低くなつた圧力を効果的に作用させ
ることができる。これにより、絞り部8aによつ
て生じる低い圧力を有効に利用でき、絞り部8a
を余り絞ることなく通路断面積を大きくできる。
このため、絞り部8aを吸入空気が通過する際の
圧力損圧を低減できる。
In addition, a discharge port 12b of a blow-by gas passage 12 extending from a suction port 12a of a crankcase in an engine body 10 constituting an internal combustion engine faces toward the downstream side of the constriction portion 8a of the bench lily portion 8. It is provided. The blow-by gas is returned to the downstream intake passage 6, which is a positive pressure region, from the discharge port 12b. Here, the downstream side refers to the side in the direction in which intake air is supplied to the combustion chamber within the engine body 10, and the upstream side refers to the side in the opposite direction to the downstream side. The pressure lowered by the constricted portion 8a of the bent lily portion 8 can be effectively applied to the discharge port 12b provided in the constricted portion 8a of the bent lily portion 8 toward the downstream side. As a result, the low pressure generated by the constricted portion 8a can be effectively utilized, and the constricted portion 8a
The cross-sectional area of the passage can be increased without narrowing down too much.
Therefore, the pressure drop when the intake air passes through the constriction portion 8a can be reduced.

また、図において、14は与圧管である。該与
圧管14は、過給機2下流側かつ気化器4の絞り
弁24上流側の吸気通路、つまり、過給機2とベ
ンチユリ部8との間の過給機2側に近接する下流
部吸気通路6に圧入口13を開口し、該圧入口1
3を始端とし機関本体10のクランクケース内に
開口する圧出口15を終端とする。この与圧管1
4を介して、下流部吸気通路6内の正圧の吸入空
気の一部をクランクケース内に導入し、上記過給
機2で生成した正圧を利用してクランクケース内
を与圧するのである。与圧管14には、クランク
ケース内の圧力が下流部吸気通路6内の圧力より
も高くなつた場合に、下流部吸気通路6に圧力が
逆流するのを防ぐため、逆止弁16がクランクケ
ース側近傍に取付けられている。また、与圧管1
4の下流部吸気通路6側には、与圧管14に吸入
される正圧を調整する調整弁18が設けられてい
る。この調整弁18は、必要に応じて設ければよ
い。20は上記過給機2の上流側の上流部吸気通
路22に設けられたエアクリーナ、24は上記気
化器4内に設けられた絞り弁である。
Further, in the figure, 14 is a pressurized pipe. The pressurized pipe 14 is connected to an intake passage on the downstream side of the turbocharger 2 and upstream of the throttle valve 24 of the carburetor 4, that is, the downstream portion adjacent to the turbocharger 2 side between the turbocharger 2 and the bench lily portion 8. A pressure inlet 13 is opened in the intake passage 6, and the pressure inlet 1
3 is the starting end, and the outlet 15 opening into the crankcase of the engine body 10 is the ending end. This pressurized tube 1
4, a portion of the positive pressure intake air in the downstream intake passage 6 is introduced into the crankcase, and the positive pressure generated by the supercharger 2 is used to pressurize the inside of the crankcase. . A check valve 16 is installed in the pressurized pipe 14 to prevent pressure from flowing back into the downstream intake passage 6 when the pressure inside the crankcase becomes higher than the pressure inside the downstream intake passage 6. It is attached near the side. In addition, pressurized pipe 1
A regulating valve 18 for regulating the positive pressure sucked into the pressurizing pipe 14 is provided on the downstream side of the intake passage 6 of the pressurizing pipe 14 . This regulating valve 18 may be provided as necessary. 20 is an air cleaner provided in the upstream intake passage 22 on the upstream side of the supercharger 2, and 24 is a throttle valve provided in the carburetor 4.

なお、上記ベンチユリ部8は、必ずしも過給機
2と気化器4との間に限定されるものではなく、
気化器4のさらに下流側の下流部吸気通路6に設
けてもよい。また、ブローバイガス吸引用ベンチ
ユリ部8に設けずに、気化器ベンチユリ5により
生起される負圧雰囲気を利用すべく、この気化器
ベンチユリ5に接近した箇所にブローバイガス通
路12の吐出口12bを配設することもでき、良
効を得る。
Note that the bench lily portion 8 is not necessarily limited to between the supercharger 2 and the carburetor 4,
It may be provided in the downstream intake passage 6 further downstream of the carburetor 4. In addition, the discharge port 12b of the blow-by gas passage 12 is arranged close to the carburetor bench lily 5 in order to utilize the negative pressure atmosphere generated by the carburetor bench lily 5, without providing it in the blow-by gas suction bench lily 8. It can also be used with good effect.

この発明は上述のように構成されているので、
以下の如く作用する。
Since this invention is configured as described above,
It works as follows.

エアクリーナ20から吸入された空気は、上流
部吸気通路22を通り過給機2へ送られる。過給
機2では、投入空気量を強制的に増加させて下流
部吸気通路6に送る。このため、上流部吸気通路
22内で負圧であつた吸入空気は、下流部吸気通
路6内では正圧となり、正圧領域の下流部吸気通
路6を下流側へ向けて進む。
Air taken in from the air cleaner 20 is sent to the supercharger 2 through an upstream intake passage 22. In the supercharger 2, the amount of input air is forcibly increased and sent to the downstream intake passage 6. Therefore, the intake air, which had a negative pressure in the upstream intake passage 22, becomes a positive pressure in the downstream intake passage 6, and moves toward the downstream side through the downstream intake passage 6 in the positive pressure region.

このとき、正圧となつた吸入空気の一部は、下
流部吸気通路6から分岐した与圧管14の圧入口
13に流入し、残りの大部分は下流部吸気通路6
内をさらに下流に向けて進むが、この間に、吸入
空気は下流部吸気通路6の内壁との摩擦により正
圧が低下する。また、下流部吸気通路6に設けら
れたベンチユリ部8を吸入空気が通過する場合
に、ベンチユリ部8の絞り部8aの通路断面は、
その周辺の通路断面に比べ小さいので、ベンチユ
リ部8を通過する吸入空気の速度は増加し、速度
エネルギも増加する。このとき、ベルヌイの定理
から速度エネルギと圧力エネルギの総和は一定に
なる関係が成立するので、上記ベンチユリ部8で
は速度エネルギが増加する代わりに圧力エネルギ
が減少し、その結果、ベンチユリ部8はその周辺
の圧力よりも低くなる。
At this time, a part of the intake air that has become positive pressure flows into the pressure inlet 13 of the pressurizing pipe 14 branched from the downstream intake passage 6, and most of the remaining part flows into the downstream intake passage 6.
During this time, the positive pressure of the intake air decreases due to friction with the inner wall of the downstream intake passage 6. Further, when the intake air passes through the bench lily portion 8 provided in the downstream intake passage 6, the passage cross section of the constricted portion 8a of the bench lily portion 8 is as follows.
Since it is smaller than the passage cross section around it, the velocity of the intake air passing through the bench lily portion 8 increases, and the velocity energy also increases. At this time, according to Bernoulli's theorem, there is a relationship that the sum of velocity energy and pressure energy is constant, so in the bench lily section 8, the pressure energy decreases instead of the velocity energy increasing, and as a result, the bench lily section 8 lower than the surrounding pressure.

一方、与圧管14内に流入した正圧の吸入空気
は、機関本体10内のクランクケース内に導入さ
れ、クランクケース内を与圧し、クランクケース
内の圧力をブローバイガス通路12の吐出口12
bが位置する下流部吸気通路6内のベンチユリ部
8に生じる圧力よりも高くする。このため、クラ
ンクケース内のブローバイガスは、圧力の高いブ
ローバイガス吸引口12aから吸引されてブロー
バイガス通路12内を通り、圧力の低いベンチユ
リ部8に臨ませた吐出口12bから正圧領域であ
る下流部吸気通路6に還流されることになる。
On the other hand, the positive pressure intake air that has flowed into the pressurized pipe 14 is introduced into the crankcase in the engine body 10, pressurizes the inside of the crankcase, and transfers the pressure inside the crankcase to the discharge port 12 of the blow-by gas passage 12.
The pressure generated in the vent lily portion 8 in the downstream intake passage 6 where b is located. Therefore, the blow-by gas in the crankcase is sucked from the high-pressure blow-by gas suction port 12a, passes through the blow-by gas passage 12, and is in a positive pressure region from the discharge port 12b facing the low-pressure bench lily portion 8. The air is returned to the downstream intake passage 6.

ところで、ベンチユリ部8は、クランクケース
内と一定の圧力差を維持できれば、確実にブロー
バイガスをベンチユリ部8に還流できるから、ク
ランクケース内が与圧されて圧力が高くなると、
それに比例してベンチユリ部8に生じる圧力を高
くできる。従つて、ベンチユリ部8の絞り部8a
の通路断面積を大きくすることが可能となり、ブ
ローバイガスを含んだ吸入空気がベンチユリ部8
を通過する際の圧力損失を小さくすることができ
る。
By the way, if the bench lily part 8 can maintain a constant pressure difference with the inside of the crankcase, the blow-by gas can be reliably returned to the bench lily part 8. Therefore, when the inside of the crankcase is pressurized and the pressure increases,
The pressure generated in the bench lily portion 8 can be increased in proportion to this. Therefore, the constricted portion 8a of the bench lily portion 8
It is possible to increase the passage cross-sectional area of the bench lily part 8, and the intake air containing blow-by gas is
The pressure loss when passing through can be reduced.

また、ベンチユリ部8の絞り部8aに下流側に
向けて設けた吐出口12bには、ベンチユリ部8
の絞り部8aにより低くなつた圧力を効果的に作
用させることができる。これにより、絞り部8a
によつて生じる低い圧力を有効に利用できること
により、絞り部8aを余り絞ることなく通路断面
積を大きくできる。このため、前記のクランクケ
ース内の与圧により絞り部8aを絞ることがない
ことに併せてブローバイガス通路を下流側に指向
させることにより絞り部8aを余り絞ることがな
いことにより、絞り部8aの通路断面積を大きく
し得て、絞り部8aを吸入空気が通過する際の圧
力損失をより低減できる。
Further, a discharge port 12b provided toward the downstream side of the constricted portion 8a of the bench lily portion 8 is provided with a
The reduced pressure can be effectively applied to the constricted portion 8a. As a result, the aperture part 8a
By being able to effectively utilize the low pressure generated by this, the cross-sectional area of the passage can be increased without constricting the constricted portion 8a too much. Therefore, in addition to the fact that the throttle part 8a is not throttled due to the pressurization inside the crankcase, the blow-by gas passage is oriented downstream so that the throttle part 8a is not throttled too much. The cross-sectional area of the passage can be increased, and the pressure loss when the intake air passes through the constriction part 8a can be further reduced.

また、与圧管14の圧入口13とブローバイガ
ス通路12の吐出口12bとは、ともに過給機2
下流側かつ絞り弁24上流側の吸気通路に設けら
れているため、絞り弁24が急激に閉鎖された際
に圧入口13と吐出口12bとの間に過大な圧力
差を生じることがない。このため、過大な圧力差
に起因する不都合を防止するとができる。例え
ば、絞り弁24の急激な閉鎖は、走行中に頻繁に
発生するものであることから、ブローバイガスの
還流量の徒な急変が惹起される不都合があり、ま
た、ブローバイガスの還流量を調整するPCVバ
ルブが設けられている場合には、バルブが頻繁に
動作されることによりバルブの耐久性が低下する
不都合があるとともにバルブの作動音が放出され
る不都合がある。しかし、与圧管14の圧入口1
3とブローバイガス通路12の吐出口12bとの
間に過大な圧力差が頻繁に生じないことにより、
ブローバイガスの還流量の徒な急変やPCVバル
ブの耐久性の低下、作動音の放出等の不都合を防
止することができる。
Further, the pressure inlet 13 of the pressurized pipe 14 and the discharge port 12b of the blow-by gas passage 12 are both connected to the supercharger 2.
Since it is provided in the intake passage on the downstream side and upstream of the throttle valve 24, an excessive pressure difference will not be generated between the pressure inlet 13 and the discharge outlet 12b when the throttle valve 24 is suddenly closed. Therefore, inconveniences caused by excessive pressure differences can be prevented. For example, since the sudden closing of the throttle valve 24 frequently occurs during driving, there is an inconvenience in that it causes an unnecessary sudden change in the amount of recirculation of blow-by gas, and the amount of recirculation of blow-by gas is adjusted. When a PCV valve is provided, there is a disadvantage that the valve is operated frequently, which reduces the durability of the valve, and also that the operation sound of the valve is emitted. However, the pressure inlet 1 of the pressurized pipe 14
3 and the discharge port 12b of the blow-by gas passage 12, so that an excessive pressure difference does not occur frequently.
It is possible to prevent inconveniences such as an unnecessary sudden change in the blow-by gas recirculation amount, a decrease in the durability of the PCV valve, and the emission of operating noise.

以上の説明から明らなかように、この発明の構
成によれば、クランクケース内を与圧できること
と相俟つて、ベンチユリ部の吸引力により生ずる
負圧雰囲気を利用して、さらにベンチユリ部に臨
ませて吸気通路下流側に指向させてブローバイガ
ス通路の吐出口を設けることによりこの吐出口に
ベンチユリ部の低くなつた圧力を効果的に作用さ
せて、ブローバイガスを還流させるのに必要なク
ランクケースとブローバイガス通路の吐出口との
間の相対的な圧力差を生じさせることが可能とな
り、これによつて、過給機下流側の吸気通路の正
圧領域においてもブローバイガスを確実に還流で
き、内燃機関の構造に適合した合理的な各種部品
の配置が可能になるのは勿論のこと、クランクケ
ース内を与圧することにより絞り部を余り絞るこ
とがないことに併せてブローバイガス通路の吐出
口を下流側に指向させることにより絞り部を余り
絞ることがないことによつて、ベンチユリ部の絞
り部の通路断面積を大きくすることが可能とな
り、従つて、ベンチユリ部を設けることによる吸
入空気の圧力損失を小さくし、吸入空気がベンチ
ユリ部を通過する際の圧力損失を可能な限り小さ
くし得て、自然給気の場合の吸入空気量を確実に
増加させることが可能となるばかりでなく、過給
機稼働中の圧力損失を見込んだ余分な過給圧を減
らすこともできる。また、与圧管の圧入り内とブ
ローバイガス通路の吐出口とは、ともに過給機下
流側かつ絞り弁上流側に設けられていることによ
り、絞り弁の急激な閉鎖時に圧入口と吐出口との
間に過大な圧力差を生じることがなく、このた
め、ブローバイガスの還流量の急激な変動や、
PCVバルブの耐久性の低下、作動音の放出等の
不都合を防止することができる。そのうえ、クラ
ンクケースを与圧する圧力源として、過給機で生
じさせた正圧流をそのまま利用できるので、ポン
プ等の別途の圧力源を設けることなくクランクケ
ース内を確実かつ効率良く与圧することができる
等、極めて新規的有益な効果を奏するものであ
る。
As is not clear from the above description, according to the configuration of the present invention, in addition to being able to pressurize the inside of the crankcase, the negative pressure atmosphere generated by the suction force of the bench lily part is utilized to further approach the bench lily part. By providing a discharge port for the blow-by gas passage so that it is oriented toward the downstream side of the intake passage, the reduced pressure in the vent lily section can be effectively applied to the discharge port, which is necessary for recirculating the blow-by gas in the crankcase. This makes it possible to create a relative pressure difference between the air flow and the discharge port of the blow-by gas passage, thereby ensuring that the blow-by gas can be recirculated even in the positive pressure region of the intake passage downstream of the turbocharger. This not only makes it possible to arrange various parts in a rational manner that matches the structure of the internal combustion engine, but also by pressurizing the inside of the crankcase, there is no need to restrict the throttle part too much. By directing the outlet toward the downstream side, the constriction part is not narrowed too much, which makes it possible to increase the passage cross-sectional area of the constriction part of the bench lily. This not only makes it possible to reduce the pressure loss as much as possible when the intake air passes through the bench lily, but also to reliably increase the amount of intake air in the case of natural air supply. , it is also possible to reduce excess boost pressure in consideration of pressure loss during turbocharger operation. In addition, the pressure inlet of the pressurized pipe and the outlet of the blow-by gas passage are both located downstream of the turbocharger and upstream of the throttle valve, so that when the throttle valve is suddenly closed, the pressure inlet and outlet of the blow-by gas passage are connected to each other. There is no excessive pressure difference between the
It is possible to prevent inconveniences such as a decrease in the durability of the PCV valve and the emission of operating noise. Furthermore, since the positive pressure flow generated by the supercharger can be used as it is as a pressure source for pressurizing the crankcase, the inside of the crankcase can be pressurized reliably and efficiently without the need for a separate pressure source such as a pump. etc., it has extremely novel and beneficial effects.

【図面の簡単な説明】[Brief explanation of drawings]

図面はこの発明に係る過給機付内燃機関におけ
るブローバイガス還流装置の実施例で、概略全体
系統図を示すものである。 図中、2は過給機、4は気化器、5は気化器ベ
ンチユリ、6は下流部吸気通路、8はベンチユリ
部、8aは絞り部、10は機関本体、12はブロ
ーバイガス通路、12aは吸引口、12bは吐出
口、13は圧入力、14は与圧管、15は圧出
口、16は逆止弁、18は調整弁、20はエアク
リーナ、22は上流部吸気通路、24は絞り弁で
ある。
The drawing shows an embodiment of a blow-by gas recirculation device for a supercharged internal combustion engine according to the present invention, and shows a schematic overall system diagram. In the figure, 2 is a supercharger, 4 is a carburetor, 5 is a carburetor bench lily, 6 is a downstream intake passage, 8 is a bench lily part, 8a is a throttle part, 10 is an engine body, 12 is a blow-by gas passage, 12a is a 12b is a suction port, 12b is a discharge port, 13 is a pressure input, 14 is a pressurization pipe, 15 is a pressure outlet, 16 is a check valve, 18 is a regulating valve, 20 is an air cleaner, 22 is an upstream intake passage, 24 is a throttle valve. be.

Claims (1)

【特許請求の範囲】[Claims] 1 過給機付内燃機関において、過給機下流側か
つ気化器絞り弁上流側の吸気通路に圧入口を開口
し、該圧入口を始端とし内燃機関のクランクケー
ス内に開口する圧出口を終端とする与圧管を設
け、前記クランクケースの吸入口に始端するブロ
ーバイガス通路を設け、前記与圧管の圧入口より
も更に下流側かつ前記気化器絞り弁上流側の吸気
通路にベンチユリ部を設けるとともにこのベンチ
ユリ部に臨ませて前記ブローバイガス通路の吐出
口を吸気通路下流側に指向させて設けたことを特
徴とする過給機付内燃機関におけるブローバイガ
ス還流装置。
1. In an internal combustion engine with a supercharger, a pressure inlet is opened in the intake passage downstream of the supercharger and upstream of the carburetor throttle valve, and the pressure inlet is the starting point and the pressure outlet opening into the crankcase of the internal combustion engine is the end. A pressurized pipe is provided, a blow-by gas passage is provided starting at the intake port of the crankcase, and a bench lily portion is provided in the intake passage further downstream from the pressure inlet of the pressurized pipe and upstream of the carburetor throttle valve. A blow-by gas recirculation device for an internal combustion engine with a supercharger, characterized in that the blow-by gas passage is provided facing the bench lily portion with a discharge port of the blow-by gas passage oriented downstream of the intake passage.
JP19530582A 1982-11-09 1982-11-09 Blow-by gas reflux system for supercharged internal combustion engine Granted JPS5985470A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP19530582A JPS5985470A (en) 1982-11-09 1982-11-09 Blow-by gas reflux system for supercharged internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP19530582A JPS5985470A (en) 1982-11-09 1982-11-09 Blow-by gas reflux system for supercharged internal combustion engine

Publications (2)

Publication Number Publication Date
JPS5985470A JPS5985470A (en) 1984-05-17
JPH0340210B2 true JPH0340210B2 (en) 1991-06-18

Family

ID=16338939

Family Applications (1)

Application Number Title Priority Date Filing Date
JP19530582A Granted JPS5985470A (en) 1982-11-09 1982-11-09 Blow-by gas reflux system for supercharged internal combustion engine

Country Status (1)

Country Link
JP (1) JPS5985470A (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01131855U (en) * 1988-03-04 1989-09-07
JP5307061B2 (en) * 2010-03-12 2013-10-02 トヨタ自動車株式会社 Oil deterioration prevention device for internal combustion engine

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS56107911U (en) * 1980-01-21 1981-08-21
JPS6040811Y2 (en) * 1980-05-01 1985-12-10 日産自動車株式会社 Blow-by gas recirculation device for internal combustion engine
JPS5797171U (en) * 1980-12-08 1982-06-15
JPS58137812U (en) * 1982-03-12 1983-09-16 愛三工業株式会社 Blow-by gas treatment device for internal combustion engine with turbocharger

Also Published As

Publication number Publication date
JPS5985470A (en) 1984-05-17

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