JPS5815719A - Controller for supercharger of engine - Google Patents

Abstract

PURPOSE:To heighten the output of an engine and economize its fuel, by connecting the pressure chamber of an actuator for operating a supercharging control valve, to pressure detection ports opened upstream and downstream to the valve, to effectuate supercharging of high accuracy. CONSTITUTION:A supercharging control valve 14 is provided in an intake passage 8. A supercharger 18 is provided in a supercharging passage 17. In the slow rotation of an engine, an electromagnetic valve 40 is operated to keep the valve 14 in open position through an actuator 25. For that reason, motive power for driving the supercharger 18 is not needed, so that the output of the engine is hightened and its fuel is economized. In the rapid rotation, the supercharging control valve 14 is closed so that the supercharger 18 fulfills its function.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a supercharger that supplies pressurized air to an engine.

It is well known that supplying pressurized air to an engine's intake passage can improve engine output and, in turn, save fuel.Recently, automobile engines equipped with superchargers have been widely adopted. There is.

However, the engine O continuous rotation situation is constantly changing], and it is not necessarily desirable to always supercharge in all operating ranges. If the fuel is supplied, it will cause a loss of power, and if it is supercharged during low-speed, high-load operation, it will cause irregular combustion such as knocking.

ζO Therefore, conventionally, a supercharging control valve is provided 4 hours upstream of the throttle valve in the intake passage, and this supercharging control valve is pasted to form a supercharging passage pipe, and a supercharging passage is installed in this supercharging passage. An air blower is provided as a feeder, and it is linked to the throttle valve via the above-mentioned supercharging control valve T-link mechanism, etc., and when the throttle valve is closed, the supercharging control valve is opened to supply supercharging air. A means has been developed to allow air to escape upstream.

However, the operating situation in which the engine does not desire supercharging is not only when the throttle valve is closed, but also depends on the throttle valve opening, for example, the engine speed, intake, etc. 2.Other conditions such as the negative pressure state of the holt and the engine temperature may also have an effect.
Therefore, it has been impossible to perform highly accurate supercharging control in accordance with the operating conditions of the engine using the conventional control means for the supercharging control valve which is interlocked with the throttle valve through the link mechanism.

Moreover, in the conventional t)% mentioned above, if the throttle valve is opened due to jamming in the link mechanism, etc., and the supercharging control valve is closed, the control of these valves becomes impossible. As the fuel supply continues, there is a risk that the engine speed will continue to rise and the engine will become uncontrollable.

The present invention was made in response to the above circumstances, and its purpose is to provide a control device for an engine supercharger that can perform supercharging with high precision in accordance with the demands of the engine. It is.

That is, in the present invention, if the supercharging control valve is made to respond to the actuator of the actuating knee I, this actuator is actuated by the pressure difference between the downstream and upstream sides (like the throttle valve of the intake passage). In order to achieve the above object, the KL and the inlet pressure of the actuator are controlled by a switching valve which is operated according to the operating conditions of the engine.

An embodiment of the present invention will be described above based on FIG. 11rK.

In the figure, 1 is an EnVyO cylinder I, 2 is a piston, and 1 and 4 are an intake hole and an exhaust hole. The intake hole 1 is opened and closed by an intake valve 5, and the exhaust hole 4 is opened and closed by an exhaust valve 6. The intake hole 3 communicates with a surge tank 1, and the surge tank r communicates with an intake passage 8. A throttle valve 9 is provided on the downstream side of the intake passage 8.
The X throttle valve is opened and closed by an OX throttle operator such as an accelerator pedal. The upstream end of the intake passage 1 communicates with an air opening 11 of the air cleaner 100. In addition, 12 is a cleaner element, lJ is air 7p
- Indicates the meter (above airf-meter IJ and S0y)
A supercharging control valve 14 is provided in the intake passage 8 located between the two valves t. This supercharging control valve 14 is connected to a control lever 16 via a valve shaft 1it-9, and a control lever ig
o It rotates integrally with the rotation to open and close the intake passage Jt. The operation of the control z4-J1g will be described later. A supercharging passage 1r bypasses the supercharging control valve 741 and communicates with the intake passage a. That is, the upstream end of the supercharging passage 11 is connected between the intake passage 10 air meter 1j and the supercharging control valve 14, and the downstream end is connected between the supercharging control valve 14 and the throttle valve. It is communicated.

The supercharging passage 11 is provided with an air pump f18 as a supercharger. This air f:/fig is rotated along the engine crankshaft (not shown). In this case, although not shown, the air infra and the crankshaft are connected by a transmission means such as a belt hook, and an electromagnetic clutch connects the air pump f from the crankshaft.
O power 0 is appropriately turned off to ig. And electromagnetic shoes yfO
The connection is performed based on the command signal from Combi Todoroki 1#, which is based on the engine rotational speed, the opening degree of throttle valve t, and the negative voltage of surge tank 1. The system detects engine operating conditions that require control of the air intake 18, such as air pressure and engine temperature, and issues an electromagnetic clutch ON command signal in accordance with the respective setting conditions.

In addition, the supercharging control valve 14 is connected to the intake passage 8 and another O relief passage is created! # is formed.

This relief passage 20 also has an upstream end connected to the air flow meter 1.
The intake passage JI'C between the supercharging control valve 1 and the supercharging control valve 14 is open, and its downstream end communicates between the supercharging control valve 14 and the throttle valves 1 and 0. And this relief passage 2
0 is provided with a relief valve 21 for releasing pressure from the downstream side to the upstream side of the intake passage 8, and the relief valve J1 is pressed by a coil spring zxrtc to close the relief passage not-. ing.

2J is an actuator, and a diaphragm 16 as an operating body is stretched inside the actuator IJ, and this mailer IC is the actuator IJ.
The inner tube is divided into an upper pressure chamber SR and a lower pressure chamber 28.

An operating rod 29 is connected to the diaphragm 2G)
, this operating port yl'll is connected to the supercharging control valve 140 control lever.
xgllc linked. Then, when the diaphragm 2- is bent upward as shown in FIG.
4 is designed to close the intake passage 1t. The upper pressure chamber 27 is provided with a coil spring Jo that constantly presses the diaphragm 2Ct downward. Upper pressure chamber JF
The pressure chambers J1a*J1b are formed in K, and these pressure chambers JJaeJJb and the upper pressure chamber 21 are closed by check valves Jilt and 11b. One pressure chamber JJa is a relief passage jJt
This relief port 14 is connected to the air flow meter 11 and the supercharging control valve 1.
The intake passage JKII is located between the 4 and 4. The other pressure guiding chamber 1111 is in communication with the first pressure detection x-to asIIC via the first pressure introduction passage aS. ] is also located on the downstream side and opened.

Further, the actuator XSO upper pressure chamber 11 and lower pressure chamber 1# are communicated with a pressure introduction path J1 of the wire 2 and a third pressure introduction path JJI, respectively. These second and third pressure introduction paths J1 and II are connected to the switching valve 401/
The switching valve 40 is connected to the pressure receiving chamber 41 and 41t-
On the other hand, the O pressure receiving chamber 41 communicates with the upper pressure chamber 2rJlc of the actuator 2J through the second pressure introduction path J1, and the other pressure receiving chamber 42 communicates with the actuator through the third pressure introduction path Ja. The lower pressure chamber JJK of the nasal eater 25 is in communication. Both pressure receiving chambers 41 and 42 of the switching valve 4#O communicate with each other via the valve hole 4J. This valve hole 4J is opened and closed by a valve body 44, and this valve body 44 is moved forward and backward by the action of a solenoid 450. t
On the other hand, an introduction port 4- is opened in the O pressure receiving chamber 41, and this introduction port 4g is communicated with the second pressure detection/-) 41 via the fourth pressure introduction path 41. . this#! The second pressure detection port 41 is located between the throttle valve t and the supercharging control valve 14 in the intake passage 8 and is opened. The valve body 44 displaced by the action of the solenoid 450 moves between the valve hole 44 and the introduction port 46.
Either of these can be selectively opened. This selection operation is performed based on the command from the above-mentioned controller 1#. In other words, in the same way as in the case of controlling the air pump 7"JJl described above, Combi Island-1 #1 controls the operating conditions such as engine rotational speed, throttle valve #O opening, negative pressure of surge tank 1, and engine temperature. The solenoid 4J is operated based on the setting conditions corresponding to the air 7'J ao. Solenoid 45 is slightly delayed from activation.
The operating conditions for the air pong 18 and the operating conditions for the solenoid 45 may be set differently so that the air pump 18 and the solenoid 45 operate.

Further, the third pressure introduction path JJJC is provided with an orifice 7 (50) for delaying pressure transmission.

Note that jl indicates the sealing material group.

The operation of the embodiment configured as described above will be explained.

If the engine operating conditions are low, such as when the engine is running at low speeds or under low load, such as when the engine is running
-If the conditions set on E.11 are not met, Air I
:/fill is released), and the air pump 18 is not rotated. In this state, no command signal is given to the solenoid 45, so the C shown in FIG.
When the valve body 44 of the switching valve 40 opens the valve hole 4J, the valve body 44 closes the inlet 41IF. Therefore, the second pressure introduction path sr and the pressure introduction path aX of #I3 are connected to the valve hole 4.
They communicate with each other via Jt-. In other words, the upper pressure chamber JT and the lower pressure chamber 21 of the Akti island eta 2j are in communication with each other. Since the throttle valve in the intake passage 1 is almost closed, an intake negative pressure is generated on the downstream side of the throttle valve t, and this intake negative pressure is transferred to the The pressure is transmitted into the pressure introduction path II and is transmitted to the upper pressure chamber 1r via the check valve 1211.

In the case of ζO, since the upper pressure chamber 21 and the lower pressure chamber 1g of the attacher a eater 15 communicate with each other through the valve hole 4J,
The upper pressure sr and the lower pressure 11zz are maintained at an equal intake negative pressure.

Therefore, the I-ear 7 ram 2# is pushed downward by only the pressing force of the 3-degree spring, and the 1 operating rod 2# is moved downward, so the supercharging control valve 14 opens the intake passage #. There is.

Therefore, if the above-mentioned conditions are not met during low-speed, low-load operation, etc., the air Iyfxa
Since the supercharging passage 11 is stopped, the supercharging passage 11 is substantially closed, and supercharging is not performed at all. Therefore, the intake characteristics are the same as an engine without a supercharger.

Next, based on the command from the combination 5-tor J9, if each characteristic such as the engine rotation speed, the throttle opening, the negative pressure of the surge regulator, or the engine temperature is suitable for the supercharging conditions,
Air y-no II (Q electromagnetic clutch is connected, so air i
17f1M is driven by the rotation of the crankshaft. For this reason, the air pump 18 #i is pressurized and begins to feed the pressurized air between the supercharging control valve 14 of the intake passage 8 and the throttle valve g.

Based on a command from the rotor 1t, the solenoid 4iK of the switching valve 40 is energized at the same time as the air pump fix starts rotating, or after a delay. This ninth valve body 44 is actuated to open the second FIJO (valve hole 4Jt-closed, but introduction port) 4ft-open, resulting in the upper pressure chamber 21 and lower pressure chamber 21 of the actuator IJ.
Communication with is severed. The upper pressure chamber 2r is a check valve J
Ji*%gl pressure introduction path 35 and first pressure detection/
The intake passage 8 is connected to the downstream side of the throttle valve 9 through the intake passage 8 and the throttle valve 9. The lower pressure chamber j8 is connected to the 40th pressure introduction path 4r and the second pressure detection/-)1 via the third pressure introduction path 88 and the other pressure receiving chamber 42 of the switching valve 40.
8, the intake passage 1's valve 9) is also communicated to the upstream side. In the intake passage 8, pressurized air from the air pump f18 is acting on the upstream side of the throttle valve IO, but since the supercharging valve 14 is open, the pressure is almost atmospheric, and the intake negative pressure on the downstream side. The intake negative pressure at low load is maintained in the upper pressure chamber 1r by the check valve JJbK, so the negative pressure is kept in the upper pressure chamber 1r. 21, this negative pressure overcomes the downward force of the spring 21, and the Meir 7 ram xg is deflected upward as shown in Fig. 2, thus operating is pulled up, the supercharging control valve 14 is rotated via control /4-J#t-, and the intake passage 1t- is closed.

In this situation, since the supercharging control valve 14 is closed, the air from the air d:/fll is pressurized and sent under pressure to the engine cylinder 1, so it will not be supercharged. Compared to the case without a supercharger, the output will be improved and fuel savings will be realized. This pressurizing force is conducted to the lower pressure chamber 2# via the pressure detection port 41, the pressure receiving chamber 41, and the pressure introduction path 18, so the lower pressure chamber 28 becomes a positive pressure) and pushes the diaphragm 16 upward. Ensure its operation. Even if the negative pressure held in the upper pressure chamber 1r leaks and decreases, the diaphragm 2- will not move downward.

When the engine is in deceleration operation, that is, when throttle valve # is closed, the state shown in FIG. 1 is returned, so supercharging is substantially stopped, and the engine is smoothly decelerated.

Note that one check valve IIm of the acti nasal eater 25 is used to release positive pressure when it leaks from the valve hole 41 of the switching valve 40 and enters the upper pressure chamber 2r in the state shown in Figs. 11 and 2. As a result, the upper pressure chamber j1 does not become a positive pressure, and the supercharging control valve J4C) maintains the closed state a'.

Further, the relief valve 11 is opened when the supercharging pressure is higher than necessary to prevent an undesired increase in the supercharging pressure.

In the above embodiment, 0fIC was explained although it was connected to two shafts as a supercharger, but in this way, no special power is required to drive the air filter during low rotation and low load operation. There is no risk of a decrease in output, however, the present invention is not limited to this, and the air tank may be configured so that it is always connected to the crankshaft.
It is also possible to implement the present invention even if the charger is driven by the exhaust flow of the engine. The reason is low engine rotation or suit torque! In cases where the temperature is small such as 11 degrees, the supercharging control valve opens the intake passage and there is virtually no supercharging at O, so this can be done even if the supercharger is constantly rotated while the engine is running. be.

In the above embodiment, #110 pressure introduction path 11 and #
Acti Hatake Eta 250 for each pressure introduction path J1 of I2
The upper pressure chamber JFtC is configured to conduct, for example, the first pressure introduction path JJ is connected to one side of the switching valve 40 to receive pressure g.
It is also possible to carry out the implementation by setting k to communicate with 41fc.

Furthermore, the actuator 2j is not limited to one that uses the diaphragm 26, but may also use a piston, for example.

According to the present invention, as described in detail above, when the operating condition of the engine is below a set value, the switching valve is actuated to simultaneously apply the pressure in the intake passage to both pressure chambers of the actuator. The supercharging control valve is kept in the open position by the body, and when the engine operating condition exceeds the set value, the differential pressure in the intake passage is applied to both pressure chambers of the Acte Hatake eater to vary the actuating body. This causes the supercharging control valve to close.

Therefore, according to this method, supercharging is not applied to the engine when the operating condition of the engine is below the set value, which reduces the possibility of power loss, irregular engine combustion, or undesired engine racing. prevention and enables desired and smooth operation in all driving situations. This ability makes it possible to effectively utilize the original functions of the supercharger, effectively increasing output and saving fuel.

[Brief explanation of drawings]

The drawings show one embodiment of the present invention, and FIGS. 1 and 2 are schematic configuration diagrams showing the intake system in different operating states. 1--Cylinder shutoff, 1-Piston, 1-Intake passage, 9-Suittor valve, 14--Supercharging control valve, 1r-Supercharging passage, 1
1.-Air pump (supercharger) %Im-=Mbishima-ta, Z
S-actuator, 16-/ia7zum (actuating body),
J F e 1 a ”'Pressure chamber, J j # J F
* j a e 4 F ””Pressure introduction path, 11m4
1-Pressure detection/-)%4#-...Solenoid switching valve/

Claims (2)

[Claims] (1) The throttle valve in the engine O intake passage is also provided with a supercharging control valve located on the upstream side of the intake air, and this supercharging control valve is analogized to a binocular system to form a supercharging passage. A supercharger driven by the operation of the engine is provided in the supply passage, and the supercharging control valve is opened and closed by an actuating body that responds to the pressure difference in the actuator. Each pressure chamber in the actuator, which is divided into sections, is communicated via a pressure introduction path with a pressure detection chamber opened on the downstream and upstream sides of the throttle valve of each intake passage, and A control device for an engine supercharger, characterized in that a switching valve is interposed in the passage, and the switching valve (H) is operated according to the engine operating condition to bring the two pressure introduction passages into communication with each other. . (2) The switching valve is an electromagnetic switching valve, and the switching valve is operated based on a command from the Pumbi system that detects the operating status of the engine. The engine supercharger O control device according to item (1).