JPS5818518A - Supercharger for internal-combustion engine - Google Patents

Abstract

PURPOSE:In a supercharger in which air sucked by an air pump is pressurized to be supplied to an engine, to enable the supply of an always appropriate quantity of air, by connecting the suction and discharge sides of the air pump to each other through a communication passage provided with a control valve and through a by-pass provided with a check valve. CONSTITUTION:An air pump 1, which is selectively driven by an engine 2 through a clutch mechanism 3, is provided as a mechanical supercharger. A passage 4 on the suction side of the pump 1 and a passage 6 on its discharge side are connected to each other through a communication passage 13. A control valve 14, which is closed in the supercharged operation of the engine 2 to control the boost pressure, is provided as a recirculating valve in the communication passage 13. The control valve 14 is opened together with a throttle valve 7 by the depression of an accelerator pedal 11 through interlocking units 15-17. A by-pass 20 is connected between the passages 4, 6 to detour the air pump 1. A check valve 21 is provided in the by-pass 20 to allow only the communication from the suction side of the discharge side.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention is applicable to a supercharging device for an internal combustion engine used for forcibly feeding air into the intake system of an automobile engine such as a gasoline engine, a diesel engine, or an El-Tali engine. This invention relates to a mechanical supercharging device equipped with an air pump driven by an engine.

This supercharging system for O-class internal combustion engines is effective in increasing engine output and saving fuel consumption, and has been used since before the Kana era.Currently, a turbo supercharger using an exhaust turbine is generally adopted. In this type of turbocharger, the engine exhaust gas rotates the exhaust turbine (instead of rotating the exhaust turbine), the turbine compressor is driven to feed air into the engine's intake system. It has the advantage that the exhaust energy is recovered and there is no extra horsepower loss by using the hot exhaust gas, which is often wasted, as a driving source.

However, in such a turbocharger, in order to obtain the desired boost pressure, the engine must be operated at a high rotation speed, and the supercharging effect cannot be obtained at low engine speeds. On the contrary, the result is that the engine output is insufficient. In addition, it is difficult to instantly follow the rotation of the supercharger by using engine exhaust or in response to severe fluctuations in the engine's rotation speed, resulting in a delay of 1,000 seconds, resulting in a lack of engine output and acceleration. There is also the problem of bad sex. In order to avoid such problems, each control mechanism is required, and heat resistance and medium strength are also required, and from the cost standpoint, 4. Not desirable.

On the other hand, mechanical superchargers that use an air pump driven by the engine can obtain a supercharging effect even in low engine speed ranges, for example when driving under high load such as when driving up a hill. It is effective in improving engine output during rotation, and is preferably used in automobiles. In such a mechanical supercharging device, the air pump is connected to the engine via a clutch mechanism, and this clutch mechanism is configured to operate only when supercharging is required, thereby reducing the pump drive to the engine. This makes it possible to reduce the burden on customers and save on heating costs.

Therefore, such a mechanical supercharging system selectively performs quick and reliable supercharging only when necessary, regardless of the engine speed, improving engine output and saving fuel consumption. Although it has advantages over a turbocharger in achieving this, and its structure is relatively simple, it does cause some problems.

In other words, the air pump mentioned above is directly connected to the engine and starts operating as soon as the clutch mechanism is turned on during supercharging operation, and forcibly feeds a large amount of air into the engine's intake system9. This results in a large stepwise increase in pressure.

And when such a sudden increase in boost pressure occurs,
This has an adverse effect on the intake system of the engine and causes a sudden increase in engine output, making it undesirable for use in automobiles.

To do this, the air pump's suction and discharge sides are connected via a control valve, and this l# control valve is not fully closed immediately after pump operation, thereby transferring part of the pump discharge pressure to the suction side. It is advisable to release the boost pressure (of course, even in the atmosphere) to suppress a sudden increase in boost pressure, and then sequentially close the control valves to increase the boost pressure smoothly and appropriately.

In other words, this control valve is opened completely during normal naturally aspirated operation to supply air from the air intake directly to the engine O intake system, and is gradually closed during supercharging operation to properly increase the boost pressure by 1. After that, it is sufficient to fully close the valve and supply the desired boost pressure to increase the engine output.

If the control valve that performs this function is connected to the throttle valve drive system so that the control valve is controlled according to the displacement of the pedal angle of the accelerator pedal operated by the driver, the driver's control will be the simplest and most reliable. It is possible to control the boost pressure by transmitting the intention, and since the control valve is always open when the accelerator pedal is released and supercharging is released, it is also possible to control the boost pressure from the viewpoint of safety in an emergency. The inventors of the present invention have discovered that this is a method.

However, if the control valve is directly connected to the throttle valve drive system in this way, the control valve will open and close slightly in conjunction with the accelerator pedal even during naturally aspirated operation.
This causes a problem in that the desired amount of air cannot be obtained due to air pressure resistance, resulting in a decrease in engine output. Depending on the degree to which this control valve is closed, a portion of the intake air may pass through the air pump's rotor while rotating once, which not only increases intake resistance but also causes foreign matter to become trapped inside the pump. This is not desirable in terms of the durability of the air pump. Dan: With the above-mentioned configuration, it is difficult to save fuel during naturally aspirated operation, and furthermore, it is not desirable in terms of safety measures in the event that the control valve in the air pump fails.

The present invention was developed based on the above-mentioned nine circumstances, and the control valve connected to the drive system of the throttle valve that connects the suction side and the discharge side of the air pump is separate from the control valve that connects the suction side and the discharge side of the air pump. By connecting the air flow from the suction side to the discharge side through a check valve, the check valve's function is maintained even if the control valve throttles the flow path according to the accelerator pedal depression angle during naturally aspirated operation. Therefore, the necessary intake air volume is maintained, there is no risk of reducing engine output, and when the heavy air pump runs dry, there will be no problems, and its durability will be maintained. During supercharging operation, the air pump and control valve work properly to obtain a smooth and reliable supercharging effect.
The present invention provides a supercharging device for an internal combustion engine that can save fuel and improve engine output.

The present invention is illustrated in the drawings below. Detailed K1 with examples
1- Do.

FIG. 1 shows a supercharging system for an internal combustion engine according to the present invention.
In the example shown in the same figure, reference numeral 1 denotes an air pump that is selectively driven by the engine 2 via a clutch mechanism 3, and its suction side is connected to an air intake port 5 having an air filter 5m in a passage 4. The discharge side is connected by a passage 6 to an intake system of the engine 2, and in the case shown, a carburetor 8 having a throttle valve T. In addition, 9 in the figure is vane 1
This rotor is operated by a signal from the sensor 12 when the driver depresses the accelerator pedal 11 at a predetermined angle. It is connected to an engine 2 by a clutch mechanism 1 and driven to rotate.

Furthermore, it goes without saying that in an engine that does not use a carburetor, such as a diesel engine, the carburetor 8 can be replaced with a fuel injection pump.

Further, in the passage 13 that communicates the pump suction side passage 4 and the discharge side passage opening, a control valve 14 called a so-called recirculating elevating pulp is disposed, which is closed during supercharging operation to control the boost pressure. has been done. The control valve 14 is connected to the drive system of the throttle valve T of the carburetor GS8, which is controlled to open and close in conjunction with the accelerator pedal 11, and is rotated by a displacement amount corresponding to the depression angle of the accelerator pedal 11. The pump suction side and the discharge side are configured to communicate with each other and to be disconnected from each other. To briefly explain the drive system of the engine, it is a disc that rotates according to the depression angle of the 15Fi accelerator pedal 11 in the figure, which rotates the throttle valve 1, and at the same time, the throttle valve 1 is rotated in one direction by the 1 spring 16. energized actuation lever I
T is rotated, and the control valve 14 connected to this operating lever IT is rotated.

However, it is not necessarily limited to Jinyo & JI dynamic system, and 7
A configuration similar to this would suffice if the neck is widened.

Now, according to the present invention, in the supercharging device having the above-mentioned configuration, the problem that occurs during non-supercharging operation and naturally aspirated rolling, that is, the control valve 14 is activated in conjunction with the accelerator pedal 11.
To prevent the engine output from decreasing, which is a problem when the air intake is closed and the intake resistance increases, the intake air from the engine 2 is directly connected from the air intake port S to the air intake port S without passing through the passage 13 where the air pump 1 and the control valve 14 are installed. The pump is characterized in that a bypass passage 20 communicating with the system is interposed between the pump suction side and the discharge side, and a check valve 21 that directly communicates only from the suction side to the discharge 11 is provided within the bypass passage 20. . By adopting such a configuration, during naturally aspirated operation, regardless of the opening/closing position of the control valve 14 which is linked to the accelerator pedal IIK by the function of the butterfly check valve 21, the necessary air flow to the intake system of the engine 2 is maintained. It is possible to maintain the intake air amount appropriately and reliably, thereby obtaining the desired engine output.

Although this embodiment shows a case where a 7-way type valve body is used as the check valve 21, it goes without saying that this is not limited to 7, and furthermore, it is possible to use a 1-way valve body without providing a bypass path. It is also possible to directly connect the pump suction side and the discharge side with the check valve 21.

9. As mentioned above, press the control valve 14 into the accelerator pedal 1.
If the control valve 14 is configured to be directly linked to the movement of the control valve 14, some problems arise in the relationship between the opening degree of the control valve 14 and the clutch operation. That is, when the clutch mechanism 3 is turned on earlier than the third angle of the accelerator pedal 11, the opening degree of the control valve 14 is large, which causes a large amount of air to escape from the pump discharge side to the suction side. There are cases where the boost pressure cannot draw an appropriate upward curve immediately after supercharging operation. In this case, the engine output is lower than that during naturally aspirated operation, and a problem arises in that the desired supercharging effect cannot be obtained. That is, in order to obtain the above-mentioned supercharging effect, it is necessary for the boost pressure to rise above a predetermined level, and if the control valve 14 is opened too much, it may cause oil pressure and affect the engine output.
It is. And what is Konmu in Figure 2 (&) (b) (・)
Karayo AK! It will be understood.

As a solution to this problem, as shown in FIG. It is better to connect them.

By adjusting the magnitude of the biasing force between this spring 22 and the spring 16 that biases the operating lever 17, an appropriate opening degree of the control valve 14 can be obtained when the clutch is on, and a decrease in engine output can be avoided. It becomes possible to obtain an appropriate and reliable supercharging effect that would otherwise be impossible. This is shown in FIG. 4(a)Me)K, and it will be easily understood that the desired engine output can be obtained compared to FIG. In this case, FIG. 4 shows an example in which the biasing force of the spring 22 is set to be greater than the spring 1@.

9, as a modified example, the more cam i2 shown in FIG.
It is also conceivable to use the control valve 14 as a transmission adjustment mechanism, and in this way, the control valve 14 can be operated appropriately in accordance with the clutch-on time point, and the desired supercharging effect can be more reliably achieved.

Therefore, the control valve 1 can be adjusted via such a transmission adjustment mechanism.
4 is connected to the drive system of the throttle valve 7, and when this is combined with the aforementioned check valve 21, the control valve 14 does not have any influence on the intake operation during normal naturally aspirated operation, and the check valve 2
While a proper and reliable engine output can be obtained from the function K of 1, the control valve 14 operates smoothly and reliably during supercharging operation to obtain a supercharging effect, improving engine output and saving fuel consumption.

As explained above, 1□Main departure ij! According to the supercharging device for an internal combustion engine according to the above, the control valve connected to the drive system of the throttle valve that connects the suction side and the discharge side of the air pump is separated from the control valve K, and the suction side and the discharge side of the pump are connected in one direction. Since the connection is made through a check valve that communicates only with the main body, there are various excellent effects listed below.

(1) During naturally aspirated operation, even if the control valve restricts the flow path in conjunction with the Ata Ryu Rubedal, the check valve will function.
Since the necessary amount of air can be maintained properly and reliably, there is no problem of increased intake resistance, and there is no risk of reducing engine output.

(2) There is no problem of the air pump idling during naturally aspirated operation, and its durability can be guaranteed.

(3) In addition, during supercharging operation, the air pump and control valve work properly to obtain a smooth and reliable supercharging effect and improve engine output, which plays a major role in saving fuel consumption. .

(4) The overall configuration is simple, and due to the presence of the check valve, there is no problem when installing the air pump and the air intake port due to positional force (control), and there is a high degree of freedom in installing it in the car. It is large and inexpensive. (5) Even if the control valve in the air pump breaks down, there will be no problem in operation, and it is highly safe.

[Brief explanation of drawings]

Part 1 @l is a schematic system diagram showing an embodiment of the supercharging device for an internal combustion engine according to the present invention, and Figs. 2 (a), (b), and (e) directly connect the control valve and the throttle valve drive system. The characteristic diagram explaining the problem when FIG. 7 is a perspective view showing a modification of the mechanism. 1... Air pump, 2e... Engine, 3...
・Clutch mechanism, 4@...Suction side passage, sl・1,・
Air intake port, 6...Fist discharge side passage, 7.Automatic throttle valve, 11..Working, 7ri-kk pedal, 14...
Control valve, 21...Check valve. Patent applicant Masaki Yamakawa (1 person), agent for Automobile Equipment Co., Ltd., Figure 2 (Q) Figure 5 Figure 4 (b) (C) Procedural amendment (1982 Patent Application No. 116782) -21 Name of invention Internal combustion engine supercharging device 3, relationship with the case of the person making the amendment Patent Applicant's amendment→→-
Increasing number of inventions... e.5, subject to amendment

Claims (1)

[Claims] The suction side and the discharge side of an air pump that is selectively driven (by the engine) and forcibly feeds air to the engine O intake system are connected via a control valve, and this control valve is connected to the drive system of the throttle valve. Also, a supercharging device for an internal combustion engine, wherein the air pump O suction side and the discharge side are connected via a check valve that communicates only from the suction side to the discharge side.