JPH08319840A - Suction device of internal combustion engine with supercharger - Google Patents

Abstract

PURPOSE: To facilitate the assembling operations by furnishing a compressor which supplies the suction air passing through a supercharge path to the suction port upon pressurization, and furnishing an accelerator operating means which is coupled with the first control valve and second control valve interlockingly and opens and closes the valves. CONSTITUTION: A non-super charge path 13 and a supercharge path 14 are provided which are in communication to the suction port 3 independently from outside an internal combustion engine 2. With the first control valve 15, the non-super charge path 13 is made possible to be opened and closed, and with the second control valve 16, the super charge path 14 is made possible to be opened and closed. An accelerator operating means 36 is furnished to open and close the valves 15, 16 while it is coupled with the first and second control valves 15, 16 so that an interlocking motion is generated. A compressor 18 is installed to supply the suction gas 5 passing through the supercharge path 14 to the suction port 3 upon pressurization. This facilitates the assembling operations and can reduce pressure loss in the suction gas 5.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for an internal combustion engine with a supercharger.

[0002]

2. Description of the Related Art In the intake system for an internal combustion engine with a supercharger described above,
Conventionally, there is one configured as follows.

According to this, an intake passage is provided which communicates with the intake port of the internal combustion engine from the outside of the internal combustion engine. The intake passage is branched at an intermediate portion from the upstream side to the downstream side of the branch passage. One of them is a non-supercharging passage and the other is a supercharging passage.

A throttle valve for opening and closing the upstream side of the intake passage, a non-supercharging valve for opening and closing the non-supercharging passage, and a supercharging valve for opening and closing the supercharging passage are provided. A compressor is provided which pressurizes intake air passing through the supercharging passage and supplies it to the intake port. Further, there is provided accelerator operation means which is interlocked with the above-mentioned valves to open and close these valves.

Then, for example, at low speed and low load, by operating the accelerator operating means, the non-supercharging valve is opened, the supercharging valve is closed, the throttle valve is opened and closed, and the intake is The fuel is sucked into the internal combustion engine through the upstream side of the intake passage and the non-supercharging passage in sequence, and is used for combustion of fuel in the internal combustion engine to output the fuel.

On the other hand, at the time of high speed and high load, the non-supercharging valve is closed and the supercharging valve is opened and the throttle valve is opened and closed by the operation of the accelerator operating means, contrary to the above. At this time, the compressor operates to pressurize intake air by the compressor, and the intake air is taken into the internal combustion engine through the upstream side of the intake passage and the supercharging passage. Due to this supercharging, the engine output is increased,
It is said that it can cope with the above high speed and high load.

[0007]

By the way, according to the above-mentioned conventional structure, when operating the internal combustion engine, the throttle valve,
Many valves such as a non-supercharging valve and a supercharging valve are provided, and the above-mentioned valves are interlocked with the accelerator operating means through interlocking means such as cables and links. There is a problem in that the structure of the interlocking means becomes complicated by a large amount and the structure of the intake device becomes complicated, and the assembly work of the intake device becomes complicated accordingly.

Further, since the intake air passing through the intake passage passes through at least one of the non-supercharging valve and the supercharging valve in addition to the throttle valve, the pressure loss increases due to the intake resistance of these valves and the engine output is improved. There is also the problem of being blocked.

Further, when the intake air is pressurized by the compressor and supplied into the internal combustion engine at the time of high speed and high load, the intake air flows in a large amount in the supercharging passage, so that the flow velocity becomes high and the intake air is increased. The pressure loss of is too large, which may hinder the improvement of engine output.

[0010]

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object thereof is to provide an intake device for an internal combustion engine with a supercharger, which has a simple structure and can be easily assembled.

Another object of the present invention is to reduce pressure loss of intake air and improve engine output.

[0012]

In order to achieve the above object, an intake system for an internal combustion engine with a supercharger according to the present invention is provided independently of each other from the outside of the internal combustion engine 2 to an intake port 3 of the internal combustion engine 2. Non-supercharging passage 13 and supercharging passage 14 communicating with each other
And a second control valve 16 that opens and closes the non-supercharging passage 13 and a second control valve 16 that opens and closes the supercharging passage 14, and intake air that passes through the supercharging passage 14. An accelerator operating means is provided which is provided with a compressor 18 for pressurizing 5 to supply it to the intake port 3 and is interlocked with the first control valve 15 and the second control valve 16 to open and close each of the valves 15 and 16. 36 is provided.

In the above case, the sectional area of the supercharging passage 14 may be larger than the sectional area of the non-supercharging passage 13.

[0014]

[Operation] The operation of the above configuration is as follows.

During operation of the internal combustion engine 2, the accelerator operating means 36 is operated. Then, the accelerator operating means 36
The first control valve 15 and the second control valve 16 interlock with each other to set the non-supercharging passage 13 and the supercharging passage 14 which are independent of each other to a predetermined opening degree.

For example, as shown in FIG. 1 and FIGS. 4A to 4C, when the low speed and low load are applied, the first control valve 15 does not pass through in association with a predetermined small operation on the accelerator operating means 36. The second control valve 16 keeps the supercharging passage 14 closed while facing the opening of the feeding passage 13. As a result, natural intake air 5 with no supercharging is drawn into the internal combustion engine 2 through the non-supercharging passage 13, and this is used for combustion of fuel in the internal combustion engine 2.

On the other hand, as shown in FIG. 2 and C to E of FIG. 4, at the time of high speed and high load, the first control valve 15 does not pass through in conjunction with a predetermined large operation on the accelerator operating means 36. The second control valve 16 opens the supercharging passage 14 while facing the direction in which the feeding passage 13 is closed. As a result, the intake air 5 pressurized by the compressor 18 is mainly drawn into the internal combustion engine 2 through the supercharging passage 14. The intake air 5 resulting from this supercharging is used for combustion of the fuel in the internal combustion engine 2, and the engine output is increased.

Therefore, in operating the internal combustion engine 2, two valves, the first control valve 15 and the second control valve 16 for opening and closing the non-supercharging passage 13 and the supercharging passage 14, are sufficient. The number of valves is smaller than in the past. Further, as a result, the first control valve 15 and the second
The structure of the interlocking means 35 for interlocking the control valve 16 is also simplified.

Further, as described above, the first control valve 15 and the second control valve 16 are sufficient as the valves for controlling the intake air 5 passing through the non-supercharging passage 13 and the supercharging passage 14, and the number of them is small. Since it is less than in the conventional case, the intake resistance of the intake air 5 is correspondingly reduced.

In the above case, the sectional area of the supercharging passage 14 may be larger than the sectional area of the non-supercharging passage 13. If this is done, the following effects occur.

That is, when the intake air 5 which has been pressurized by the compressor 18 and thus supercharged is taken into the internal combustion engine 2 at the time of high speed and high load, the intake air 5 is supplied to the supercharging passage 14.
Since a large amount of liquid flows inside, the flow velocity tends to be high. However, the increase in the flow velocity is suppressed by the increase in the cross-sectional area of the supercharging passage 14 as described above.

[0022]

Embodiments of the present invention will be described below with reference to the drawings.

In FIG. 1, reference numeral 1 is a vehicle drive device, and an arrow Fr indicates the forward direction of the vehicle.

The drive unit 1 has an internal combustion engine 2 as its main component. The internal combustion engine 2 is a four-cycle parallel multi-cylinder (four-cylinder) engine, one end of an intake passage 4 is connected to an intake port 3 of each cylinder of the internal combustion engine 2, and the other end of the intake passage 4 faces the atmosphere. It is open to the public. Air on the atmosphere side is sucked into the internal combustion engine 2 as intake air 5 through the intake passage 4. One end of an exhaust passage 7 is connected to the exhaust port 6 of each cylinder of the internal combustion engine 2, and the other end of the exhaust passage 7 is open toward the atmosphere. Exhaust gas 8 from the internal combustion engine 2 is discharged to the atmosphere through the exhaust passage 7.

The upstream portion of the intake passage 4 is composed of a single intake passage body 9, and the downstream portion of the intake passage 4 is the same as the intake manifold 1 for communicating the intake ports 3 with each other.
0, the intake manifold 10 has a surge tank 11.

In the intake passage 4, a midway portion of the intake passage 4 which is formed between the intake passage main body 9 and the intake manifold 10 has a non-supercharging passage branched from the intake passage main body 9 toward the intake manifold 10. Thirteen
And a supercharging passage 14. The non-supercharging passage 13 and the supercharging passage 14 are independent of each other, and their respective downstream ends are communicated with the intake ports 3 through the intake manifold 10. That is, the non-supercharging passage 13 and the supercharging passage 14 communicate the outside of the internal combustion engine 2 with the intake port 3 of the internal combustion engine 2 independently of each other. In this case, the cross-sectional area of each part of the supercharging passage 14 is larger than the cross-sectional area of each part of the non-supercharging passage 13.

A butterfly valve type first control valve 15 for opening / closing the non-supercharging passage 13 and a butterfly valve type second control valve 16 for opening / closing the supercharging passage 14 are provided. . Further, a compressor 18 is provided downstream of the second control valve 16 to pressurize the intake air 5 passing through the supercharging passage 14 and supply it to the intake port 3. This compressor 18 is a supercharger,
This is interlockingly connected to a crankshaft 22 which is an output part of the internal combustion engine 2 via a clutch 20 and a power transmission means 21 of a toothed belt or a V-ribbed belt winding type.

A bypass passage 23 is provided for short-circuiting the midway portion of the supercharging passage 14 in the longitudinal direction. One end of the bypass passage 23 is connected to the supercharging passage 14 between the second control valve 16 and the compressor 18, and the other end of the bypass passage 23 is the same as the supercharging passage downstream of the compressor 18. It is connected to 14. A butterfly-valve-type bypass valve 24 that can open and close the bypass valve 24 is provided.

An intercooler 25 is attached to the supercharging passage 14 on the downstream side of the bypass passage 23.
The intake air 5 passing through the intercooler 25 is cooled. An air cleaner 27 is attached to the upstream end of the intake passage body 9.

The upstream portion of the exhaust passage 7 has an exhaust manifold 2 for communicating the exhaust ports 6 with each other.
9, the same as the above, the downstream portion of the exhaust passage 7 is formed of one exhaust passage main body 30, and a catalyst 31 is attached to the exhaust passage main body 30.

An exhaust gas recirculation device 33 is provided which allows the exhaust gas 8 in the exhaust gas passage 7 to be returned to the intake air passage 4.

The first control valve 15, the second control valve 16, the compressor 18, and the bypass valve 24 are provided with an accelerator operating means 36 which is interlockingly connected via an interlocking means 35, and the accelerator operating means 36 is of an automobile. An accelerator pedal 3 pivotally supported on a stationary side 37 of a vehicle body, which is a floor panel.
Eight.

In FIG. 3, the interlocking means 35 has an interlocking mechanism 40 for interlockingly connecting the first control valve 15 and the pedal 38. This interlocking mechanism 40 is provided on the stationary side 3 of the vehicle body.
7 has a pivot arm 42 pivotally supported by a pivot shaft 41. The rotating arm 42 and the pedal 38 are connected by a wire 43, and the rotating arm 42 and the arm 4 attached to the first control valve 15 are the same as above.
4 and 4 are connected by a link 45.

Each of the second control valve 16, the clutch 20, and the bypass valve 24 has an actuator such as a solenoid, and these and the pedal 38 are electrically connected to each other by the switch means constituting the interlocking means 35. It is connected to the.

When the internal combustion engine 2 is in operation, the intake air 5 is drawn into the internal combustion engine 2 through the intake passage 4 based on the operation of the accelerator operating means 36, which is the internal combustion engine 2.
The internal combustion engine 2 outputs the fuel as it is burned. The burned gas is discharged as exhaust gas 8 through the exhaust passage 7.

The operating state of the internal combustion engine 2 will be described more specifically in accordance with the turning angle θ of the pedal 38, which is the operation amount of the accelerator operating means 36.

Solid lines in FIGS. 1 and 3 and A in FIGS. 1 and 4.
As shown by, when the pedal 38 of the accelerator operating means 36 is in a free state, that is, the rotation angle θ of the pedal 38.
Is 0, the first control valve 15 fully closes the non-supercharging passage 13 by the elastic biasing force of a spring (not shown), and
The actuators of the second control valve 16 and the bypass valve 24 are both turned off, and the second control valve 16 is fully closed.
The bypass valve 24 is fully opened. Further, the clutch 20 is turned off and the disengagement operation is performed, whereby the compressor 18 is stopped.

From the above state, the accelerator operating means 36 is operated so that the pedal 38 is depressed to increase the rotation angle θ.
Is operated within a predetermined small operation range, the first control valve 15
Starts gradually opening the supercharged passage 13.

As shown in FIGS. 1 and 4B, when the rotation angle θ of the pedal 38 reaches a certain value, the clutch 20 is automatically turned on and connected via the interlocking means 35. The compressor 18 starts operating in cooperation with the internal combustion engine 2 via the clutch 20 and the power transmission means 21.
In this case, since the second control valve 16 fully closes the supercharging passage 14, the air in the supercharging passage 14 will not pass through the bypass passage 2
3 is only circulated through, and the intake air 5 is the supercharged passage 1
It is sucked into the internal combustion engine 2 through only 3.

1 and 4, as shown by the one-dot chain line in FIG. 2, when the pedal 38 is depressed and the rotation angle θ thereof is before C in FIGS. 1 and 4, the second control valve 16 Is fully closed, the bypass valve 24 is fully open, and the clutch 20 is kept ON. Further, when the rotation angle θ of the pedal 38 approaches the above C, the first control valve 15 opens the supercharging passage 13 almost fully.

In the region before A to C in FIGS. 1 and 4 described above, the intake air 5 is not supercharged and is left as it is, and the intake passage main body 9 is left.
And is sucked into the internal combustion engine 2 through the non-supercharging passage 13, that is, a low engine output by non-supercharging is obtained so as to correspond to a low speed and low load.

In FIGS. 2 to 4, when the pedal 38 is further depressed and the rotation angle θ of the pedal 38 reaches C in FIGS. 2 and 4, as shown by the alternate long and short dash line in FIGS. 2 and 3. The first control valve 15 fully opens the non-supercharging passage 13,
Further, the actuators of the second control valve 16 and the bypass valve 24 are both turned on, so that the second control valve 16 is fully opened and the bypass valve 24 is fully closed.

As shown by the solid line in FIG. 2 and D in FIGS. 2 and 4, by further depressing the pedal 38, the accelerator operating means 36 is operated within a predetermined large operating range, whereby the turning angle is increased. When θ is increased, the first control valve 15 gradually starts closing the non-supercharging passage 13.

2 to 4, as shown by the alternate long and short dash line in FIG. 2, the second control valve is operated until the pedal 38 is further depressed and the rotation angle θ reaches E in FIGS. 2 and 4. 16 is fully open, bypass valve 24 is fully closed, clutch 20 is O
It remains N. When the rotation angle θ of the pedal 38 reaches the above E, as indicated by the chain double-dashed line in FIGS. 2 and 3,
The first control valve 15 closes the supercharging passage 13 almost completely.

In the range of C to E in FIGS. 2 and 4 described above,
The intake air 5 is pressurized by the compressor 18 and supplied into the internal combustion engine 2. That is, due to the supercharging, a high engine output can be obtained to cope with high speed and high load.

When the depression of the pedal 38 is released, the pedal 38 returns to the position shown in A of FIGS. 1 and 4 by the urging force of the spring, whereby the first control valve 15 is released.
Completely closes the non-supercharging passage 13, and the actuators of the second control valve 16 and the bypass valve 24 are both turned off to return to the original state. Further, the clutch 20 is also turned off and the compressor 18 is stopped.

In the above case, since the cross-sectional area of the supercharging passage 14 is larger than the cross-sectional area of the non-supercharging passage 13, the increase in the flow velocity of the intake air 5 in the supercharging passage 14 is suppressed during supercharging. An increase in pressure loss of the intake air 5 is prevented.

As a result, as shown in FIG. 4, the engine output when shifting from non-supercharging to supercharging is substantially linearly and smoothly improved.

The intake passage body 9 may extend in the front-rear direction as shown by the chain double-dashed line in FIG.

[0050]

According to the present invention, there is provided a non-supercharging passage and a supercharging passage that communicate with the intake port of the internal combustion engine independently from the outside of the internal combustion engine. The non-supercharging passage can be opened and closed. And a second control valve for opening and closing the supercharging passage, and a compressor for pressurizing intake air passing through the supercharging passage to supply the intake port to the intake port. Accelerator operation means is provided which is interlocked with the first control valve and the second control valve to open and close each of these valves. Therefore, the following effects are obtained.

That is, when the internal combustion engine is in operation, the first control valve and the second control valve interlock with the operation of the accelerator operating means to set the non-supercharging passage and the supercharging passage, which are independent of each other, to predetermined opening degrees, As a result, the engine output can be arbitrarily increased or decreased.

Therefore, when operating the internal combustion engine, the first control valve and the second control valve for opening and closing the non-supercharging passage and the supercharging passage are provided.
Since only two control valves are required, the number of valves is smaller than in the conventional case. Further, this also simplifies the structure of the interlocking means for interlocking the first control valve and the second control valve with the accelerator operating means. As a result, the structure of the intake device is simplified and the assembly work of the intake device is facilitated.

Further, as described above, the first control valve and the second control valve are sufficient as the valves for controlling the intake air passing through the non-supercharging passage and the supercharging passage, and the number thereof is smaller than the conventional one. As a result, the intake resistance of the intake air is reduced, and the pressure loss of the intake air is suppressed to a small level, so that the engine output is improved.

In the above case, the cross-sectional area of the supercharging passage may be larger than the cross-sectional area of the non-supercharging passage.

With this configuration, when the intake air is pressurized by the compressor and a large amount of the intake air flows in the supercharging passage at the time of high speed and high load, the increase in the flow velocity is suppressed.

Therefore, the pressure loss of the intake air is prevented from becoming excessive, and the engine output is improved.

[Brief description of drawings]

FIG. 1 is a schematic view of an entire plane (partially side surface).

FIG. 2 is an overall plane (partially side surface) simplified diagram and an operation explanatory diagram.

FIG. 3 is a side view of an interlocking mechanism.

FIG. 4 is an operation explanatory diagram based on a pedal rotation angle.

[Explanation of symbols]

 1 Drive device 2 Internal combustion engine 3 Intake port 4 Intake passage 5 Intake 13 Non-supercharging passage 14 Supercharging passage 15 First control valve 16 Second control valve 18 Compressor 35 Interlocking means 36 Accelerator operating means 38 Pedal 40 Interlocking mechanism θ times Dynamic angle

Claims (2)

[Claims] 1. A first control valve which is provided with a non-supercharging passage and a supercharging passage which communicate with each other independently from the outside of the internal combustion engine to an intake port of the internal combustion engine, and which can open and close the non-supercharging passage. And a second control valve for opening and closing the supercharging passage, and a compressor for pressurizing intake air passing through the supercharging passage to supply the intake port to the intake port.
An intake system for an internal combustion engine with a supercharger, comprising accelerator operating means that is interlocked with a control valve and a second control valve to open and close each of these valves. 2. The intake system for an internal combustion engine with a supercharger according to claim 1, wherein the cross-sectional area of the supercharging passage is larger than the cross-sectional area of the non-supercharging passage.